US20060266021A1 - Exhaust purification with on-board ammonia production - Google Patents
Exhaust purification with on-board ammonia production Download PDFInfo
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- US20060266021A1 US20060266021A1 US11/412,834 US41283406A US2006266021A1 US 20060266021 A1 US20060266021 A1 US 20060266021A1 US 41283406 A US41283406 A US 41283406A US 2006266021 A1 US2006266021 A1 US 2006266021A1
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- exhaust passage
- air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
- F01N3/2073—Selective catalytic reduction [SCR] with means for generating a reducing substance from the exhaust gases
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/25—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an ammonia generator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/007—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in parallel, e.g. at least one pump supplying alternatively
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Exhaust Gas After Treatment (AREA)
- Exhaust Gas Treatment By Means Of Catalyst (AREA)
Abstract
A power source is provided for use with selective catalytic reduction systems for exhaust-gas purification. The power source has a first cylinder group fluidly connected to a first air-intake passage and a first exhaust passage, wherein the first air-intake passage is configured to provide air at a first set of characteristics. The power source also has a second cylinder group fluidly connected to a second air-intake passage and a second exhaust passage, wherein the second air-intake passage is configured to provide air at a second set of characteristics different from the first set of characteristics. An ammonia-producing catalyst may be disposed within the first exhaust passage and configured to convert at least a portion of a fluid in the first exhaust passage into ammonia. Further, a merged exhaust passage may be configured to connect the first exhaust passage and the second exhaust passage downstream of the ammonia-producing catalyst to facilitate a reaction between ammonia and NOx to at least partially remove NOx from the merged exhaust passage.
Description
- This application is a continuation-in-part of U.S. patent application Ser. No. 10/982,921, filed Nov. 8, 2004, which is hereby incorporated by reference.
- This invention was made with government support under the terms of Contract No. DE-FC05-00OR22806 awarded by the Department of Energy. The government may have certain rights in this invention.
- This disclosure pertains generally to exhaust-gas purification systems for engines, and more particularly, to selective catalytic reduction systems with on-board ammonia production.
- Selective catalytic reduction (SCR) provides a method for removing nitrogen oxides (NOx) emissions from fossil fuel powered systems for engines, factories, and power plants. During SCR, a catalyst facilitates a reaction between exhaust-gas ammonia and NOx to produce water and nitrogen gas, thereby removing NOx from the exhaust gas.
- The ammonia that is used for the SCR system may be produced during the operation of the NOx-producing system or may be stored for injection when needed. Because of the high reactivity of ammonia, storage of ammonia can be hazardous. Further, on-board production of ammonia can be costly and may require specialized equipment.
- One method of on-board ammonia production for an engine is disclosed in U.S. Pat. No. 6,047,542, issued to Kinugasa on Apr. 11, 2000 (hereinafter the '542 patent). The method includes the use of multiple cylinder groups for purifying exhaust gas. In the method of the '542 patent, the exhaust gas of one cylinder group may be made rich by controlling the amount of fuel injected into the cylinder group. The rich exhaust gas of this cylinder group may then be passed over an ammonia-synthesizing catalyst to convert a portion of the NOx in the exhaust gas into ammonia. The exhaust gas and ammonia of the first cylinder group are then combined with the exhaust gas of a second cylinder group and passed through an SCR catalyst where the ammonia reacts with NOx to produce nitrogen gas and water.
- While the method of the '542 patent may reduce NOx from an exhaust stream through use of on-board ammonia production, the method of the '542 patent has several drawbacks. For example, an engine may function less efficiently and with lower power output when rich combustion occurs in one cylinder group. Furthermore, using the method of the '542 patent, it may be more difficult to provide adequate and controlled air intake to both cylinder groups, and the two cylinder groups, operating as described in the '542 patent, may cause significant engine vibration.
- The present disclosure is directed at overcoming one or more of the problems or disadvantages in the prior art.
- One aspect of the present disclosure includes a power source for use with selective catalytic reduction systems for exhaust-gas purification. The power source includes a first cylinder group fluidly connected to a first air-intake passage and a first exhaust passage, wherein the first air-intake passage is configured to provide air at a first set of characteristics. The power source also includes a second cylinder group fluidly connected to a second air-intake passage and a second exhaust passage, wherein the second air-intake passage is configured to provide air at a second set of characteristics different from the first set of characteristics. An ammonia-producing catalyst may be disposed within the first exhaust passage and configured to convert at least a portion of a fluid in the first exhaust passage into ammonia. Further, a merged exhaust passage may be configured to connect the first exhaust passage and the second exhaust passage downstream of the ammonia-producing catalyst to facilitate a reaction between ammonia and NOx to at least partially remove NOx from the merged exhaust passage.
- A second aspect of the present disclosure includes a method of operating a power source for use with selective catalytic reduction systems for exhaust-gas purification. The method may include supplying air at a first set of characteristics to a first air-intake passage fluidly connected to a first cylinder group, wherein the first air-intake passage includes a valve. The method may also include supplying air at a second set of characteristics to a second air-intake passage fluidly connected to a second cylinder group. A first exhaust stream may be supplied from the first cylinder group to a first exhaust passage fluidly connected to the first cylinder group and a second exhaust stream may be supplied from the second cylinder group to a second exhaust passage fluidly connected to the second cylinder group. The method may also include converting at least a portion of the first exhaust stream to ammonia and merging the exhaust stream of the first exhaust passage with the exhaust stream of the second exhaust passage to form a merged exhaust stream in a merged exhaust passage fluidly connected to the first exhaust passage and the second exhaust passage.
- The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the disclosure and, together with the written description, serve to explain the principles of the disclosed system. In the drawings:
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FIG. 1 provides a schematic representation of a power source according to an exemplary disclosed embodiment. -
FIG. 2 provides a diagrammatic representation of first and second cylinder groups according to an exemplary disclosed embodiment. -
FIG. 3 provides a schematic representation of first and second cylinder groups according to an exemplary disclosed embodiment. -
FIG. 4 provides a chart of relative power outputs of multiple cylinders, as shown inFIG. 2 , at three distinct times according to an exemplary embodiment. -
FIG. 5 provides a schematic representation of a power source according to another exemplary disclosed embodiment. -
FIGS. 6A provides a schematic representation of an exhaust passage according to an exemplary disclosed embodiment. -
FIGS. 6B provides a schematic representation of an exhaust passage according to another exemplary disclosed embodiment. -
FIGS. 6C provides a schematic representation of an exhaust passage according to another exemplary disclosed embodiment. -
FIGS. 7A provides a schematic representation of an exhaust system configuration according to an exemplary disclosed embodiment. -
FIGS. 7B provides a schematic representation of an exhaust system configuration according to another exemplary disclosed embodiment. -
FIG. 1 provides a schematic representation of amachine 10 of the present disclosure including apower source 12.Power source 12 may include afirst cylinder group 14 and asecond cylinder group 16.First cylinder group 14 may be fluidly connected to a first air-intake passage 18 and afirst exhaust passage 20.Second cylinder group 16 may be fluidly connected to a second air-intake passage 22 and asecond exhaust passage 24. In one embodiment, first air-intake passage 18 is fluidly isolated from second air-intake passage 22. - The operation of engine cylinders may be dependant on the ratio of air to fuel-vapor that is injected into the cylinders during operation. The air to fuel-vapor ratio is often expressed as a lambda value, which is derived from the stoichiometric air to fuel-vapor ratio. The stoichiometric air to fuel-vapor ratio is the chemically correct ratio for combustion to take place. A stoichiometric air to fuel-vapor ratio may be considered to be equivalent to a lambda value of 1.0.
- Engine cylinders may operate at non-stoichiometric air to fuel-vapor ratios. An engine cylinder with a lower air to fuel-vapor ratio has a lambda less than 1.0 and is said to be rich. An engine cylinder with a higher air to fuel-vapor ratio has a lambda greater than 1.0 and is said to be lean.
- Lambda may affect cylinder NOx emissions and fuel efficiency. A lean-operating cylinder may have improved fuel efficiency compared to a cylinder operating under stoichiometric or rich conditions. However, lean operation may increase NOx production or may make elimination of NOx in the exhaust gas difficult.
- SCR systems provide a method for decreasing exhaust-gas NOx emissions through the use of ammonia. In an exemplary embodiment of the present disclosure, engine NOx generated by lean combustion in
first cylinder group 14 may be converted into ammonia. This ammonia may be used with an SCR system to remove NOx produced as a byproduct of fuel combustion inpower source 12. - In one embodiment,
power source 12 of the present disclosure may include an ammonia-producingcatalyst 26 that may be configured to convert at least a portion of the exhaust-gas stream fromfirst cylinder group 14 into ammonia. This ammonia may be produced by a reaction between NOx and other substances in the exhaust-gas stream fromfirst cylinder group 14. For example, NOx may react with a variety of other combustion byproducts to produce ammonia. These other combustion byproducts may include, for example, H2 (hydrogen gas), C3H6 (propene), or CO (carbon monoxide). - Ammonia-producing
catalyst 26 may be made from a variety of materials. In one embodiment, ammonia-producingcatalyst 26 may include at least one of platinum, palladium, rhodium, iridium, copper, chrome, vanadium, titanium, iron, or cesium. Combinations of these materials may be used, and the catalyst material may be chosen based on the type of fuel used, the air to fuel-vapor ratio desired, or for conformity with environmental standards. - Lean operation of
first cylinder group 14 may allow increased NOx production as compared to stoichiometric or rich operation offirst cylinder group 14. Further, the efficiency of conversion of NOx to ammonia by ammonia-producingcatalyst 26 may be improved under rich conditions. Therefore, to increase ammonia production, engine cylinders may be operated under lean conditions in order to produce a NOx-containing exhaust gas, and fuel may be supplied to this NOx-containing exhaust gas to produce a rich, NOx-containing exhaust gas that can be used to produce ammonia by ammonia-producingcatalyst 26. -
First cylinder group 14 may include one or more cylinders, andsecond cylinder group 16 may include at least two cylinders. For example,first cylinder group 14 may include between one and ten cylinders, andsecond cylinder group 16 may include between two and twelve cylinders. In one embodiment,first cylinder group 14 may include only one cylinder, andsecond cylinder group 16 may include five cylinders. In another embodiment,first cylinder group 14 may include one cylinder, andsecond cylinder group 16 may include seven cylinders. In another embodiment,first cylinder group 14 may include one cylinder, andsecond cylinder group 16 may include eleven cylinders. The number of cylinders infirst cylinder group 14 and the number of cylinders insecond cylinder group 16 may be selected based on a desired power output to be produced bypower source 12. - In one embodiment,
first cylinder group 14 may operate with a lean air-to-fuel ratio within the one or more cylinders offirst cylinder group 14. The one or more cylinders offirst cylinder group 14, operating with a lean air to fuel-vapor ratio, may produce a lean exhaust-gas stream that contains NOx. The lean, NOx-containing exhaust-gas stream may flow intofirst exhaust passage 20, which may be fluidly connected with the one or more cylinders offirst cylinder group 14. - In order to produce the rich conditions that favor conversion of NOx to ammonia, a fuel-
supply device 28 may be configured to supply fuel intofirst exhaust passage 20. In one embodiment, a lean, NOx-containing exhaust-gas stream may be delivered tofirst exhaust passage 20, and fuel-supply device 28 may be configured to supply fuel intofirst exhaust passage 20, thereby making the exhaust-gas stream rich. In one embodiment, the exhaust-gas stream infirst exhaust passage 20 may be lean upstream of fuel-supply device 28 and rich downstream of fuel-supply device 28. -
First exhaust passage 20 may fluidly communicate withsecond exhaust passage 24 at a point downstream of fuel-supply device 28 to form amerged exhaust passage 30.Merged exhaust passage 30 may contain a mixture of an exhaust-gas stream produced bysecond cylinder group 16 and an ammonia-containing, exhaust-gas stream produced by ammonia-producingcatalyst 26 infirst exhaust passage 20. - A NOx-reducing
catalyst 32 may be disposed inmerged exhaust passage 30. In one embodiment, NOx-reducingcatalyst 32 may facilitate a reaction between ammonia and NOx to at least partially remove NOx from the exhaust-gas stream inmerged exhaust passage 30. For example, NOx-reducingcatalyst 32 may facilitate a reaction between ammonia and NOx to produce nitrogen gas and water, among other reaction products. -
Power source 12 may include forced-induction systems to increase power output and/or control the air to fuel-vapor ratios within the cylinders offirst cylinder group 14 orsecond cylinder group 16. Forced-induction systems may include, for example, turbochargers and/or superchargers. In one embodiment, a first forced-induction system 34 may be operably connected with first air-intake passage 18, and a second forced-induction system 36 may be operably connected with second air-intake passage 22. - In one embodiment, first forced-
induction system 34 or second forced-induction system 36 may include a turbocharger. The turbocharger may utilize the exhaust gas infirst exhaust passage 20 orsecond exhaust passage 24 to generate power for a compressor, and this compressor may provide additional air to first air-intake passage 18 or second air-intake passage 22. Therefore, if first forced-induction system 34 or second forced-induction system 36 includes a turbocharger, the turbocharger may be operably connected with both anexhaust passage intake passage FIG. 1 . - In one embodiment, ammonia-producing
catalyst 26 may be positioned downstream of first forcedinduction system 34. The exhaust stream infirst exhaust passage 20 may be cooler downstream of first forced-induction system 34 than upstream of first forced-induction system 34. Ammonia-producingcatalyst 26 may function more efficiently when exposed to a cooler exhaust-gas downstream of first forced-induction system 34. - In one embodiment, first forced-
induction system 34 or second forced-induction system 36 may include a supercharger. A supercharger may derive its power from a belt that connects directly to an engine. Further, superchargers do not need to be connected with an exhaust stream. Therefore, if first forced-induction system 34 or second forced-induction system 36 includes a supercharger, the supercharger may be operably connected with first air-intake passage 18 or second air-intake passage 22, but the supercharger need not be operably connected withfirst exhaust passage 20 orsecond exhaust passage 24. - In an alternative embodiment, first air-
intake passage 18 or second air-intake passage 22 may be naturally aspirated. A naturally aspirated air-intake passage may include no forced-induction system. Alternatively, an air-intake passage may include a forced-induction system, but the forced-induction system may be turned on and off based on demand. For example, when increased airflow is needed, first forced-induction system 34 or second forced-induction system 36 may be turned on to supply additional air to first air-intake passage 18 and/or second air-intake passage 22. When lower air-intake is needed, such as when little power is needed frompower source 12, first air-intake passage 18 and/or secondair intake passage 22 may be naturally aspirated. In one embodiment, second air-intake passage 22 may be operably connected with second forced-induction system 36, and first air-intake passage 18 may be naturally aspirated. - In one embodiment,
second exhaust passage 24 may include anoxidation catalyst 37. NOx may include several oxides of nitrogen including nitric oxide (NO) and nitrogen dioxide (NO2), and NOx-reducingcatalyst 32 may function most effectively with a ratio of NO:NO2 of about 1:1.Oxidation catalyst 37 may be configured to control a ratio of NO:NO2 insecond exhaust passage 24. Further, by controlling a ratio of NO:NO2 insecond exhaust passage 24,oxidation catalyst 37 may also control a ratio of NO:NO2 inmerged exhaust passage 30. - A variety of additional catalysts and/or filters may be included in first-
exhaust passage 20 and/orsecond exhaust passage 24. These catalysts and filters may include particulate filters, NOx traps, and/or three-way catalysts. In one embodiment, first-exhaust passage 20 and/orsecond exhaust passage 24 may include, for example, one or more diesel particulate filters. - In one embodiment of the present disclosure, the power outputs of the one or more cylinders of
first cylinder group 14 may be different than the power outputs of the cylinders ofsecond cylinder group 16. To avoid potential vibration that may result from unbalanced cylinder operation, the stroke cycles of one or more cylinders offirst cylinder group 14 may be matched with the stoke cycles of one or more cylinders ofsecond cylinder group 16. - In one embodiment shown in
FIG. 2 , the stroke cycle of one or more cylinders offirst cylinder group 14 may be matched with the stroke cycle of one or more cylinders ofsecond cylinder group 16. In this embodiment,first cylinder group 14 includes only asingle cylinder 38, andsecond cylinder group 16 includes five cylinders, including acylinder 40 and allother cylinders second cylinder group 16. Further,single cylinder 38 offirst cylinder group 14 has a stroke cycle that is matched with the stroke cycle ofcylinder 40 ofsecond cylinder group 16. All theother cylinders second cylinder group 16 may have unique stroke cycles. -
FIG. 3 illustrates the fluid communications of air-intake passages and exhaust passages with the cylinders ofFIG. 2 . In this embodiment, first air-intake passage 18 andfirst exhaust passage 20 may fluidly communicate with asingle cylinder 38 offirst cylinder group 14. Further, second air-intake passage 22 may fluidly communicate withcylinder 40 ofsecond cylinder group 16, as well as all theother cylinders second cylinder group 16, and second air-intake passage 22 may be fluidly isolated from first air-intake passage 18. In addition,second exhaust passage 24 may fluidly communicate withcylinder 40 ofsecond cylinder group 16, as well as all theother cylinders second cylinder group 16. - In one embodiment, the power outputs of each cylinder of
power source 12 may be controlled during operation ofpower source 12.FIG. 4 illustrates exemplary power outputs of each of the cylinders ofpower source 12. In this embodiment, the power output of each of the cylinders ofpower source 12 may be expressed as a relative power output. The relative power output is a numeric value multiplied by a variable, in this case (x), wherein the total power output ofpower source 12 equals the number of cylinders multiplied by the variable, x. Therefore, in the embodiment ofFIG. 4 , wherepower source 12 includes six cylinders, the total power output ofpower source 12 may be expressed as 6x. - The variable, x, may be any power value. For example, x may be a number of horsepower (hp), watts, or foot-pounds per unit time. If, for example, the total power output of all the
cylinders power source 12 equals 30 hp, then x will equal 5 hp. - In one embodiment, illustrated at
Time 1 inFIG. 4 , the relative power output of each of the cylinders ofpower source 12, includingsingle cylinder 38,cylinder 40, and all theother cylinders second cylinder group 16, is approximately 1.0x. The total power output of all thecylinders power source 12, therefore, equals 6x. In this embodiment, the power output ofpower source 12 is distributed equally between each of the cylinders ofpower source 12. - In one embodiment, illustrated at
Time 2 inFIG. 4 , the relative power output ofsingle cylinder 38 offirst cylinder group 14 equals 0.25x, and the relative power output ofcylinder 40 ofsecond cylinder group 16 equals 0.75x. Further, the relative power output of all of theother cylinders cylinders power source 12 equals 6x. - In another embodiment, illustrated at
Time 3 inFIG. 4 , the relative power output ofsingle cylinder 38 offirst cylinder group 14 equals 0.25x, and the relative power output ofcylinder 40 ofsecond cylinder group 16 equals 0.95x. Further, the relative power output of all of theother cylinders cylinders power source 12 equals 6x. - The embodiments at
Time 2 andTime 3 ofFIG. 4 may allowpower source 12 to operate with the minimum possible vibration, while also allowing the relative power outputs of the cylinders ofpower source 12 to be changed during operation. In these embodiments, matching of the stroke cycles ofsingle cylinder 38 andcylinder 40 may allow these two cylinders to produce combined power and force similar to any one of theother cylinders second cylinder group 16. Further, the force produced bysingle cylinder 38 andcylinder 40 may be balanced by the power and force of all theother cylinders second cylinder group 16. - Controlling the power outputs of each of the cylinders of
power source 12 may affect ammonia production, NOx emissions, maximum power output, and/or fuel efficiency. For example, when increased power output is needed, all cylinders ofpower source 12 may operate at maximum power. In another embodiment, the power output of any one of the one or more cylinders offirst cylinder group 14 may be less than the power output of each of the cylinders ofsecond cylinder group 16, as shown atTime 2 andTime 3 ofFIG. 4 . In this embodiment,first cylinder group 14 may produce less power, but the operation offirst cylinder group 14 may be controlled to match ammonia production with NOx production fromsecond cylinder group 16. -
FIG. 5 provides a schematic diagram ofpower source 12 according to another exemplary disclosed embodiment. As described above,power source 12 may includefirst cylinder group 14 andsecond cylinder group 16, whereinfirst cylinder group 14 may be fluidly connected to first air-intake passage 18 andfirst exhaust passage 20, andsecond cylinder group 16 may be fluidly connected to second air-intake passage 22 andsecond exhaust passage 24. - In some embodiments, first air-
intake passage 18 may be configured to provide air having a first set of characteristics tofirst cylinder group 14, and second-air intake passage 22 may be configured to provide air having a second set of characteristics tosecond cylinder group 16. Air-intake passages may be configured to modify one or more air properties, such as, for example, air pressure, flow rate or temperature. In particular, first air-intake passage 18 and second air-intake passage 22 may be configured such that air at the first set of characteristics may be different from air at the second set of characteristics, wherein the first and second set of characteristics may include one or more air properties. For example, first air-intake passage 18 may include a smaller cross-sectional area than second air-intake passage 22 to reduce the pressure of air supplied tofirst cylinder group 14. Supplyingfirst cylinder group 14 andsecond cylinder group 16 with air at different properties may permitfirst cylinder group 14 andsecond cylinder group 16 to produce different emission levels while producing substantially similar power outputs from each cylinder. - In some embodiments, first air-
intake passage 18 may be fluidly connected to second air-intake passage 22, wherein first air-intake passage 18 may include avalve 50.Valve 50 may include any device configured to modify one or more air properties. In particular,valve 50 may be configured to modify one or more air properties such that air downstream ofvalve 50 may have a first set of characteristics and air upstream ofvalve 50 may have a second set of characteristics. For example,valve 50 may be configured to reduce air pressure and/or flow rate downstream ofvalve 50.Valve 50 may be configured to reduce air pressure within first air-intake passage 18 relative to second air-intake passage 22 such thatfirst cylinder group 14 may be supplied with air at a lower pressure than air supplied tosecond cylinder group 16. -
Valve 50 may include a throttle, an inductive venturi aperture, or other similar device configured to modify an air property. In some embodiments,valve 50 may be configured to selectively modify an air property within first air-intake passage 18 during variable load operation ofpower source 12. For example,valve 50 may modify an air property based on an operational condition ofpower source 12, such as, engine speed or engine load. As engine speed increasesvalve 50 may increase the pressure difference between air in first air-intake passage 18 and second-air intake passage 22 by decreasing air flow rate throughvalve 50. - In some embodiments,
first cylinder group 14 andsecond cylinder group 16 may operate with combustion reactions at different efficiencies. Supplyingfirst cylinder group 14 andsecond cylinder group 16 with air at different properties may permit combustion reactions at different efficiencies withinfirst cylinder group 14 andsecond cylinder group 16. Combustion reactions at different efficiencies may produce different combustion products and different levels of emissions fromfirst cylinder group 14 andsecond cylinder group 16. For example, supplyingfirst cylinder group 14 with air at a lower pressure than air supplied tosecond cylinder group 16 may permitfirst cylinder group 14 to produce increased levels of NOx relative tosecond cylinder group 16. Emission levels may also be affected by other operational parameters ofpower source 12, such as, for example, air to fuel-vapor ratio, valve timing, or fuel injection timing. - During operation of
power source 12,first cylinder group 14 may operate at or near stoichiometric air to fuel-vapor ratio, wherein lambda value is approximately one, whilesecond cylinder group 16 may operate a leaner combustion reaction, wherein lambda is greater than one. According to an exemplary embodiment,valve 50 may be configured to reduce air pressure and/or flow rate in first air-intake passage 14 such thatfirst cylinder group 14 may operate at lambda approximately equal to one. Operation offirst cylinder group 14 at lambda approximately equal to one may cause increased NOx production byfirst cylinder group 14 relative to emissions from a leaner combustion reaction withinsecond cylinder group 16. - As discussed above, a power output of each cylinder of
first cylinder group 14 may be different than a power output of each cylinder ofsecond cylinder group 16. It is also contemplated that the power outputs of the one or more cylinders offirst cylinder group 14 may be similar to the power outputs of the cylinders ofsecond cylinder group 16. Specifically, each cylinder offirst cylinder group 14 may operate to produce a power output similar to each cylinder ofsecond cylinder group 16. For example, a quantity of fuel supplied to each cylinder offirst cylinder group 14 may be approximately equal to a quantity of fuel supplied to each cylinder ofsecond cylinder group 16. Also, fuel injection timing and/or valve timing for each cylinder offirst cylinder group 14 may be varied such that the power output of each cylinder offirst cylinder group 14 may be similar to the power output of each cylinder ofsecond cylinder group 16. Such operating conditions may permitpower source 12 to produce substantially similar power output from a cylinder offirst cylinder group 14 and a cylinder ofsecond cylinder group 16 whilefirst cylinder group 14 may operate at approximately stoichiometric air to fuel-vapor ratio andsecond cylinder group 16 may operate at leaner combustion conditions. -
Power source 12 may include one or more forced-induction systems to increase power output, as previously described. As shown inFIG. 5 , a forced-induction system 54 may be operably connected to secondair intake passage 22 and first air-intake passage 18, wherein first air-intake passage 18 may includevalve 50. Forced-induction system 54 may include a supercharger, operably connected topower source 12 via a belt and/or gear assembly. The supercharger may utilize a portion of the energy produced bypower source 12 to compress air in first air-intake passage 18 and second air-intake passage 22, thereby increasing the power output ofpower source 12. - In some embodiments, forced-
induction system 54 may include a turbocharger. As described above, the turbocharger may utilize the exhaust gas insecond exhaust passage 24 and/orfirst exhaust passage 20 to generate power for a compressor. The compressor may further be configured to compress the air in first air-intake passage 18 and second air-intake passage 22. - Various catalysts and/or filters may be included in first-
exhaust passage 20 and/ormerged passage 30. Exemplary catalysts and filters may include particulate filters, NOx traps, and/or three-way catalysts. As described previously,first exhaust passage 20 may include fuel-supply device 28 and/or ammonia-producingcatalyst 26 configured to facilitate ammonia production infirst exhaust passage 20.First exhaust passage 20 may also include adiesel particulate filter 27, configured to collect solid and liquid particulate matter emissions. Dieselparticulate filter 27 may also be disposed inmerged exhaust passage 30. In addition,first exhaust passage 20 may also include apartial oxidation catalyst 29, configured to reduce emissions of gaseous hydrocarbons and liquid hydrocarbon particles. -
FIGS. 6A-6C provide schematic diagrams offirst exhaust passage 20 according to several exemplary disclosed embodiments. As well as various catalysts and/or filters,first exhaust passage 20 may include a turbo-compound 52 configured to provide additional energy tomachine 10. Turbo-compound 52 may be configured to convert energy in exhaust gases ofpower source 12 into rotational energy that may be added topower source 12. - As described above, exhaust gases in
first exhaust passage 20 and/orsecond exhaust passage 24 may be used to drive a conventional turbocharger. Following passage through the conventional turbocharger, exhaust gases may then be directed into turbo-compound 52 to spin a turbine. The turbine may be configured to provide additional power topower source 12. For example, the revolutions of the turbine may be stepped down by mechanical gears and/or a hydraulic coupling to drive a shaft mechanically connected topower source 12. - As shown in
FIG. 6A , turbo-compound 52 may be placed at any position withinfirst exhaust passage 20. Specifically, turbo-compound 52 may be located upstream or downstream ofdiesel particulate filter 27,partial oxidation catalyst 29 and/or ammonia-producingcatalyst 26. Further,first exhaust passage 20 may or may not include fuel-supply device 28 upstream or downstream ofdiesel particulate filter 27. - In some embodiments,
first exhaust passage 20 may include additional and/or fewer components. For example as shown inFIG. 6B ,first exhaust passage 20 may include fuel-supply device 28 and ammonia-producingcatalyst 26.First exhaust passage 20 may also include turbo-compound 52 located upstream or downstream of fuel-supply device 28 and ammonia-producingcatalyst 26. -
First exhaust passage 20 may include one or more branched configurations. As shown inFIG. 6C ,first exhaust passage 20 may split into two sub-passages, afirst exhaust sub-passage 20′ and asecond exhaust sub-passage 20″. Each sub-passage may include at least one of the various catalysts, filters and/or turbo-compound 52. Specifically,first exhaust sub-passage 20′ may include fuel-supply device 28 and/orpartial oxidation catalyst 29.First exhaust passage 20 may includediesel particulate filter 27 upstream or downstream of each sub-passage. It is also contemplated that turbo-compound 52 may be positioned anywhere withinfirst exhaust passage 20,first exhaust sub-passage 20′, orsecond exhaust sub-passage 20″. -
FIGS. 7A-7B provide schematic diagrams of one or more exhaust passages according to several exemplary disclosed embodiments. As discussed above, first-exhaust passage 20,second exhaust passage 24 and/ormerged passage 30 may include various catalysts and/or filters. For example, mergedpassage 30 may include an ammonia-reducingcatalyst 31 configured to remove ammonia from the exhaust gas to substantially prevent ammonia release to the atmosphere. - As shown in
FIG. 7A , turbo-compound 52 may be placed at any suitable position withinfirst exhaust passage 20 and/ormerged passage 30. Specifically, turbo-compound 52 may be located upstream or downstream of ammonia-producingcatalyst 26 infirst exhaust passage 20. Turbo-compound 52 may also be located upstream ofdiesel particulate filter 27 inmerged passage 30. - In some embodiments,
first exhaust passage 20,second exhaust passage 24 and/ormerged passage 30 may include additional and/or fewer components. For example as shown inFIG. 7B ,first exhaust passage 20 may includediesel particulate filter 27 and ammonia-producingcatalyst 26 andsecond exhaust passage 24 may includediesel particulate filter 27. Further, mergedpassage 30 may include NOx-reducingcatalyst 32 and ammonia-reducingcatalyst 31. Turbo-compound 52 may also be located upstream or downstream ofdiesel particulate filter 27 infirst exhaust passage 20, upstream of NOx-reducingcatalyst 32 inmerged passage 30, or downstream ofdiesel particulate filter 27 insecond exhaust passage 24. - The present disclosure provides an exhaust-gas purification system including a power source with on-board ammonia production. This purification system may be useful in all engine types that produce NOx emissions.
- The power source of the present disclosure provides a method for improved control of ammonia production, power output, and NOx emissions. The power source includes first and second cylinder groups with fluidly isolated air-intake passages. The fluidly isolated air-intake passages may be connected to separate forced-induction systems to rapidly change air-intake in either one or both of the cylinder groups. Further, in order to increase ammonia production, one cylinder group may operate under lean conditions, and fuel may be injected into the NOx-containing exhaust gas to produce a rich, NOx-containing exhaust that may be converted to ammonia for use with SCR systems.
- In addition, the present disclosure provides a method for reducing engine vibrations due to differences in power output of individual engine cylinders. The method includes matching the cylinder stroke cycles of two or more cylinders so that these cylinders may function as a single cylinder. Matching of stroke cycles in this way may reduce engine vibrations by balancing power output and vibrations of each engine cylinder. This method may also allow low engine vibration, while operating the engine at different load levels.
- The present disclosure also provides a method to produce similar power output by each cylinder of
first cylinder group 14 andsecond cylinder group 16. For example, air flow to first air-intake passage 18 may be reduced relative to air flow to second air-intake passage 22 usingvalve 50 and/or first forced-induction system 34 and second forced-induction system 36. Reduced air flow and injection of similar fuel quantities to each cylinder ofpower source 12 may permitfirst cylinder group 14 to operate at lambda approximately equal to one andsecond cylinder group 16 to operate at leaner combustion conditions where lambda is greater than one. Such operating conditions may result in similar power output from each cylinder ofpower source 12 while maintaining higher NOx emissions fromfirst cylinder group 14. Variation of injection timing and/or cam timing may also permit each cylinder ofpower source 12 to produce similar power output while maintaining appropriate emission levels. - Another advantage of the present disclosure may be the enhanced fuel efficiency of
power source 12. Specifically, additional energy may be extracted from the fuel bypower source 12 through the use of turbo-compound 52. Turbo-compound 52 may permit additional energy contained within exhaust gases to be converted into additional mechanical energy provided bypower source 12. - It will be apparent to those skilled in the art that various modifications and variations can be made in the disclosed systems and methods without departing from the scope of the disclosure. Other embodiments of the disclosed systems and methods will be apparent to those skilled in the art from consideration of the specification and practice of the embodiments disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope of the disclosure being indicated by the following claims and their equivalents.
Claims (20)
1. A power source for use with selective catalytic reduction systems for exhaust-gas purification, comprising:
a first cylinder group fluidly connected to a first air-intake passage and a first exhaust passage, wherein the first air-intake passage is configured to provide air at a first set of characteristics;
a second cylinder group fluidly connected to a second air-intake passage and a second exhaust passage, wherein the second air-intake passage is configured to provide air at a second set of characteristics different from the first set of characteristics;
an ammonia-producing catalyst disposed within the first exhaust passage and configured to convert at least a portion of a fluid in the first exhaust passage into ammonia; and
a merged exhaust passage configured to connect the first exhaust passage and the second exhaust passage downstream of the ammonia-producing catalyst to facilitate a reaction between ammonia and NOx to at least partially remove NOx from the merged exhaust passage.
2. The power source of claim 1 , wherein the first air-intake passage includes a valve.
3. The power source of claim 2 , wherein the valve includes at least one of a throttle and a venturi assembly.
4. The power source of claim 2 , wherein the valve is configured to modify at least one characteristic of the first set of characteristics to be different from a corresponding characteristic of the second set of characteristics.
5. The power source of claim 2 , wherein the valve is configured to modify at least one characteristic of the first set of characteristics to permit the power source to produce substantially similar power output from a cylinder of the first cylinder group and a cylinder of the second cylinder group.
6. The power source of claim 1 , wherein the power source further includes a turbo-compound operably associated with at least one of the first exhaust passage, the second exhaust passage and the merged exhaust passage.
7. The power source of claim 1 , wherein the power source further includes a forced-induction system operably associated with at least one of the first air-intake passage, the second air-intake passage, the first exhaust passage, the second exhaust passage, and the merged exhaust passage.
8. The power source of claim 7 , wherein the forced-induction system includes a component of at least one of a turbocharger and a supercharger.
9. A method of operating a power source for use with selective catalytic reduction systems for exhaust-gas purification, comprising:
supplying air at a first set of characteristics to a first air-intake passage fluidly connected to a first cylinder group, wherein the first air-intake passage includes a valve;
supplying air at a second set of characteristics to a second air-intake passage fluidly connected to a second cylinder group;
supplying a first exhaust stream from the first cylinder group to a first exhaust passage fluidly connected to the first cylinder group;
supplying a second exhaust stream from the second cylinder group to a second exhaust passage fluidly connected the second cylinder group;
converting at least a portion of the first exhaust stream to ammonia; and
merging the exhaust stream of the first exhaust passage with the exhaust stream of the second exhaust passage to form a merged exhaust stream in a merged exhaust passage fluidly connected to the first exhaust passage and the second exhaust passage.
10. The method of claim 9 , wherein the valve includes at least one of a throttle and a venturi assembly.
11. The method of claim 9 , wherein the valve is configured to modify at least one characteristic of the first set of characteristics to be different from a corresponding characteristic of the second set of characteristics.
12. The method of claim 9 , wherein the valve is configured to modify at least one characteristic of the first set of characteristics to permit the power source to produce substantially similar power output from a cylinder of the first cylinder group and a cylinder of the second cylinder group.
13. The method of claim 9 , wherein the method further includes using a turbo-compound operably associated with at least one of the first exhaust passage, the second exhaust passage and the merged exhaust passage.
14. The method of claim 9 , wherein the method further includes using a forced-induction system operably associated with at least one of the first air-intake passage, the second air-intake passage, the first exhaust passage, the second exhaust passage, and the merged exhaust passage.
15. The method of claim 14 , wherein the forced-induction system includes a component of at least one of a turbocharger and a supercharger.
16. A machine, comprising:
a power source including:
a first cylinder group fluidly connected to a first air-intake passage, wherein the first air-intake passage is configured to provide air at a first set of characteristics; and
a second cylinder group fluidly connected to a second air-intake passage, wherein the second air-intake passage is configured to provide air at a second set of characteristics different from the first set of characteristics; and
an exhaust system including:
a first exhaust passage fluidly connected to the first cylinder group and a second exhaust passage fluidly connected to the second cylinder group;
an ammonia-producing catalyst disposed within the first exhaust passage and configured to convert at least a portion of a fluid in the first exhaust passage into ammonia; and
a merged exhaust passage configured to connect the first exhaust passage and the second exhaust passage downstream of the ammonia-producing catalyst to facilitate a reaction between ammonia and NOx to at least partially remove NOx from the merged exhaust passage.
17. The machine of claim 16 , wherein the first air-intake passage includes a valve configured to modify at least one characteristic of the first set of characteristics to permit the power source to produce substantially similar power output from a cylinder of the first cylinder group and a cylinder of the second cylinder group.
18. The machine of claim 16 , wherein the exhaust system further includes a turbo-compound operably associated with at least one of the first exhaust passage, the second exhaust passage and the merged exhaust passage.
19. The machine of claim 16 , wherein the machine further includes a forced-induction system operably associated with at least one of the first air-intake passage, the second air-intake passage, the first exhaust passage, the second exhaust passage, and the merged exhaust passage.
20. The machine of claim 19 , wherein the forced-induction system includes a component of at least one of a turbocharger and a supercharger.
Priority Applications (2)
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US11/496,376 US20070227143A1 (en) | 2004-11-08 | 2006-07-31 | Exhaust purification with on-board ammonia production |
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US10/982,921 US7552583B2 (en) | 2004-11-08 | 2004-11-08 | Exhaust purification with on-board ammonia production |
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Also Published As
Publication number | Publication date |
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JP2006132528A (en) | 2006-05-25 |
JP4688616B2 (en) | 2011-05-25 |
US7552583B2 (en) | 2009-06-30 |
US20060096275A1 (en) | 2006-05-11 |
DE102005037030A1 (en) | 2006-05-24 |
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