US20110146274A1 - Method and system for regenerating particulate filter - Google Patents

Method and system for regenerating particulate filter Download PDF

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Publication number
US20110146274A1
US20110146274A1 US12/993,902 US99390209A US2011146274A1 US 20110146274 A1 US20110146274 A1 US 20110146274A1 US 99390209 A US99390209 A US 99390209A US 2011146274 A1 US2011146274 A1 US 2011146274A1
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Prior art keywords
particulate filter
flow rate
turbine
exhaust gas
turbocharger
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US12/993,902
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English (en)
Inventor
Masahiro Shimizu
Kazuhiko Shinagawa
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IHI Corp
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IHI Corp
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Assigned to IHI CORPORATION reassignment IHI CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SHIMIZU, MASAHIRO, SHINAGAWA, KAZUHIKO
Publication of US20110146274A1 publication Critical patent/US20110146274A1/en
Abandoned legal-status Critical Current

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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
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D46/00—Filters or filtering processes specially modified for separating dispersed particles from gases or vapours
    • B01D46/0002—Casings; Housings; Frame constructions
    • B01D46/0005—Mounting of filtering elements within casings, housings or frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D46/00—Filters or filtering processes specially modified for separating dispersed particles from gases or vapours
    • B01D46/42—Auxiliary equipment or operation thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D46/00—Filters or filtering processes specially modified for separating dispersed particles from gases or vapours
    • B01D46/66—Regeneration of the filtering material or filter elements inside the filter
    • B01D46/80—Chemical processes for the removal of the retained particles, e.g. by burning
    • B01D46/84—Chemical processes for the removal of the retained particles, e.g. by burning by heating only
    • 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
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/029—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust
    • F01N3/0293—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust injecting substances in exhaust stream
    • F01N3/0296—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust injecting substances in exhaust stream having means for preheating additional substances
    • 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
    • F01N3/24—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 constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F01N3/32—Arrangements for supply of additional air using air pump
    • 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
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using kinetic energy
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • F02B37/168—Control of the pumps by bypassing charging air into the exhaust conduit
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2277/00—Filters specially adapted for separating dispersed particles from gases or vapours characterised by the position of the filter in relation to the gas stream
    • B01D2277/20—Inclined, i.e. forming an angle of between 0° and 90°
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2279/00—Filters adapted for separating dispersed particles from gases or vapours specially modified for specific uses
    • B01D2279/30—Filters adapted for separating dispersed particles from gases or vapours specially modified for specific uses for treatment of exhaust gases from IC Engines
    • 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
    • F01N2270/00—Mixing air with exhaust gases
    • 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
    • F01N2610/08—Adding substances to exhaust gases with prior mixing of the substances with a gas, e.g. air
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • This invention relates to a method and system for regenerating a particulate filter provided to remove particulate matter from exhaust gas, specifically a method and system for regenerating a particulate filter by burning matter trapped on the particulate filter.
  • DPFs are regenerated during high-load operation of automobiles.
  • the exhaust gas temperature is raised by determining fuel injection quantity on the basis of a target for exhaust temperature and regulating actual expansion ratio by an expansion ratio varying means. This allows the particulate filter regeneration not only in the automobile's high-load operation but over a wide range of operating conditions.
  • Patent Document 1 Japanese Patent Application KOKAI Publication 2008-106687
  • the particulate filter regeneration method disclosed in Patent Document 1 requires an expansion ratio varying means for regulating the actual expansion ratio of the engine, resulting in complicated configuration and difficulty of control. Further, if a turbocharger is arranged upstream of the particulate filter, the exhaust gas loses heat by doing work in the turbocharger, resulting in low efficiency. Further, burning of matter trapped on the DPF requires oxygen, but if fuel supply is increased without increasing intake air supplied to the engine, oxygen in the intake air is consumed in combustion of fuel, resulting in lack of oxygen to burn matter trapped on the DPF.
  • the present invention has been made to solve problems as mentioned above.
  • the primary object of the present invention is to provide a method and system for regenerating a particulate filter, capable of efficiently supplying oxygen to the particulate filter and efficiently raising the temperature of exhaust gas with simple configuration.
  • the present invention provides a method of regenerating a particulate filter provided in an exhaust line of an internal combustion engine equipped with a turbocharger, by burning matter trapped on the particulate filter by raising the temperature of exhaust gas at times that the particulate filter requires regeneration, comprising: a first step of increasing the flow rate of compressed air without depending on the flow rate of exhaust gas flowing across a turbine of the turbocharger, and a second step of delivering part of the compressed air from a section of an intake line upstream of the internal combustion engine to a section of the exhaust line upstream of the particulate filter, bypassing the engine.
  • the method may further comprise a third step of performing regulation to reduce the energy loss that the exhaust gas suffers in the turbine.
  • the third step may consist of opening a variable nozzle provided to make the turbocharger a variable displacement type, or opening a wastegate, for example.
  • the present invention further provides a system for regenerating a particulate filter provided in an exhaust line of an internal combustion engine equipped with a turbocharger, by burning matter trapped on the particulate filter by raising the temperature of exhaust gas at times that the particulate filter requires regeneration, comprising: an intake quantity regulation means capable of increasing the flow rate of compressed air without depending on the flow rate of exhaust gas flowing across a turbine of the turbocharger, a bypass line connecting a section of an intake line upstream of the internal combustion engine to a section of the exhaust line upstream of the particulate filter, a flow rate regulation valve regulating the flow rate in the bypass line, and a control means controlling the intake quantity regulation means and the flow rate regulation valve.
  • the intake quantity regulation means may consist of an electric motor connected to the turbocharger or an electric booster arranged upstream of the turbocharger, for example. It is desirable that the bypass line be connected to the exhaust line, immediately after the internal combustion engine or immediately before the particulate filter.
  • the turbocharger may include a turbine flow regulation means regulating the flow rate of exhaust gas entering the turbine, where the control means regulates the turbine flow regulation means to reduce the energy loss that the exhaust gas suffers in the turbine.
  • the turbine flow regulation means may consist of a variable nozzle or a wastegate, for example, where the control means opens the variable nozzle or the wastegaste.
  • the method and system for regenerating a particulate filter according to the present invention can increase the amount of oxygen supplied to the particulate filter by increasing the flow rate of compressed air without depending on the flow rate of exhaust gas flowing across a turbine of a turbocharger, and delivering part of the compressed air to the particulate filter, bypassing the internal combustion engine, and thus, enables effective burning of matter trapped on the particulate filter.
  • the compressed air bypassing the internal combustion engine is delivered to the exhaust line, immediately after the internal combustion engine, it can cause burning of unburned fuel, resulting in an increase in heat.
  • regulation to reduce the energy loss that the exhaust gas suffers in the turbine or in other words, regulation to reduce heat loss by reducing the work done by the exhaust gas in the turbine leads to an efficient rise in exhaust gas temperature.
  • FIG. 1 is a diagram schematically showing a configuration of a first embodiment of particulate filter regeneration system according to the present invention
  • FIG. 2 is a diagram schematically showing a configuration of a second embodiment of particulate filter regeneration system according to the present invention
  • FIG. 3 is a diagram schematically showing a configuration of a third embodiment of particulate filter regeneration system according to the present invention
  • FIG. 4 is a diagram showing a turbine flow regulation means in the third embodiment on an enlarged scale
  • FIG. 5 is a diagram schematically showing a configuration of a fourth embodiment of particulate filter regeneration system according to the present invention.
  • FIG. 6 is a diagram showing a turbine flow regulation means in the fourth embodiment on an enlarged scale
  • FIG. 7 is a diagram schematically showing a configuration of a fifth embodiment of particulate filter regeneration system according to the present invention.
  • FIG. 8 is a diagram schematically showing a configuration of a sixth embodiment of particulate filter regeneration system according to the present invention.
  • FIG. 1 is a diagram schematically showing a configuration of a first embodiment of particulate filter regeneration system according to the present invention.
  • the particulate filter regeneration system according to the present invention shown in FIG. 1 is designed to regenerate a particulate filter 4 arranged in an exhaust line 3 of an engine (internal combustion engine) 2 equipped with a turbocharger 1 by raising the temperature of exhaust gas, thereby burning matter trapped on the particulate filter 4 at times that the particulate filter 4 requires regeneration, and comprises an electric motor 5 functioning as an intake quantity regulation means capable of increasing the flow rate of compressed air without depending on the flow rate of exhaust gas flowing across a turbine 1 t of the turbocharger 1 , a bypass line 7 connecting a section of an intake line upstream of the engine 2 (an engine intake line 6 e ) to a section of the exhaust line 3 upstream of the particulate filter 4 , a flow rate regulation valve 8 regulating the flow rate in the bypass line 7 , and a control means 9 controlling the electric motor 5 and the flow rate regulation valve 8 .
  • the turbocharger 1 is a device which drives a compressor 1 c by a turbine 1 t extracting energy from exhaust gas, thereby delivering compressed air to the engine 2 to increase power output of the engine.
  • the compressor 1 c has an inlet connected to the intake line 6 conveying air taken in from the outside, and an outlet connected to the engine intake line 6 e delivering compressed air to the engine 2 .
  • the engine intake line 6 e may include an intercooler to cool the compressed air.
  • the turbine 1 t has an inlet connected to an engine exhaust line 3 e conveying exhaust gas of the engine 2 , and an outlet connected to an exhaust line 3 discharging the exhaust gas to the outside.
  • the engine intake line 6 e constitutes part of the intake line 6 and the engine exhaust line 3 e constitutes part of the exhaust line 3 .
  • the turbocharger 1 shown in FIG. 1 includes an electric motor 5 forcibly rotating the turbine 1 t and the compressor 1 c so that the turbocharger 1 can operate without depending on the flow rate of exhaust gas flowing across the turbine 1 t .
  • forcible driving of the turbocharger 1 by the electric motor 5 can increase the flow rate of compressed air from the compressor 1 c.
  • the engine 2 is, for example a diesel engine or a gasoline engine mounted on an automobile or the like.
  • the respective amounts of compressed air and fuel supplied to the engine 2 are controlled depending on operating conditions.
  • Such control is performed by an electronic control unit (ECU) installed on the automobile.
  • the engine 2 is controlled by controlling air-fuel ratio (mass ratio between air and fuel). For example, in normal operation, by driving the compressor 1 c by the turbine 1 t driven by exhaust gas, compressed air is supplied to the engine 2 , and fuel is supplied to the engine 2 to achieve demanded power output of the engine 2 .
  • the air-fuel ratio is sometimes controlled to a level close to a stoichiometric air-fuel ratio (ratio resulting in a reaction between fuel and oxygen in the air with no fuel or oxygen left over) in order to effectively activate exhaust gas clean-up catalysts, and sometimes controlled to a level higher than the stoichiometric air-fuel ratio (economic air-fuel ratio) in order to improve fuel economy and reduce toxic substances in the exhaust gas.
  • the electronic control unit (ECU) also functions as a control means 9 in the regeneration system according to the present invention.
  • the particulate filter 4 is, for example a DPF for use on a diesel engine automobile.
  • the particulate filter 4 is made of ceramic or the like and traps particulate matter (PM) in the exhaust gas. Since the PM accumulated to a certain level clogs the particulate filter 4 , the particulate filter 4 requires to be regenerated by burning the PM by raising the temperature of exhaust gas. Active raising of the exhaust gas temperature is possible by increasing fuel supply to the engine 2 . On the other hand, although the burning of PM requires oxygen, oxygen in the air is consumed in combustion in the engine 2 , so that the exhaust gas has a lower oxygen concentration, compared with the air, resulting in low efficiency of burning the PM.
  • PM particulate matter
  • the bypass line 7 is provided to be able to supply fresh air to the particulate filter 4 .
  • a pressure sensor 4 s is fitted to the particulate filter 4 to detect pressure (back pressure) downstream of the particulate filter 4 to determine whether or not the particulate filter requires regeneration.
  • the bypass line 7 connects the engine intake line 6 e to the exhaust line 3 to extract part of the air compressed by the compressor 1 c from the intake line, before the engine 2 , and deliver it to the exhaust line, before the particulate filter 4 , bypassing the engine 2 .
  • the bypass line can supply fresh air, i.e., air not experiencing combustion in the engine 2 to the particulate filter 4 .
  • the amount of air bypassing the engine is controlled by the flow rate regulation valve 8 .
  • the flow rate regulation valve 8 may be arranged midway in the bypass line 7 as shown in the drawing, or at a point at which the bypass line branches off the engine intake line 6 e , or at a point at which the bypass line meets the exhaust line 3 .
  • an exhaust gas clean-up catalytic converter removing toxic substances (mainly, hydrocarbons, carbon monoxide and nitrogen oxides) from the exhaust gas is arranged in the exhaust line 3 .
  • Such exhaust gas clean-up catalytic converter is mostly arranged upstream of the particulate filter 4 .
  • the bypass line 7 may meet the exhaust line 3 either upstream or downstream of the exhaust gas clean-up catalytic converter.
  • the control means 9 is actually the aforementioned electric control unit (ECU).
  • the control means 9 is electrically connected to a fuel supply means of the engine 2 to supply fuel to the engine 2 so that the engine 2 has a desired air-fuel ratio.
  • the control means 9 is also electrically connected to the electric motor 5 to control the electric motor, determining whether to drive or stop it and the revolving speed thereof.
  • the control means 9 is further electrically connected to the flow rate regulation valve 8 to control the flow rate regulation valve 8 , determining whether to open or close it and how much to open it.
  • the control means 9 is furthermore electrically connected to the pressure sensor 4 s fitted to the particulate filter 4 to monitor the back pressure exerted on the particulate filter 4 to determine when to start and when to terminate the regeneration of the particulate filter 4 .
  • the method of regenerating the particulate filter 4 according to the present invention is designed to regenerate the particulate filter 4 arranged in the exhaust line 3 of the engine 2 equipped with the turbocharger 1 , by burning matter trapped on the particulate filter 4 by raising the temperature of exhaust gas at times that the particulate filter 4 requires regeneration, and comprises a first step of increasing the flow rate of compressed air without depending on the flow rate of exhaust gas flowing across the turbine 1 t of the turbocharger 1 , and a second step of delivering part of the compressed air from a section of the intake line upstream of the engine 2 (engine intake line 6 e ) to a section of the exhaust line 3 upstream of the particulate filter 4 , bypassing the engine 2 .
  • the control means 9 determines whether to start regeneration of the particulate filter 4 on the basis of the output of the pressure sensor 4 s fitted to the particulate filter 4 . Specifically, the control means 9 determines whether to start regeneration of the particulate filter 4 by comparing the pressure (back pressure) downstream of the particulate filter 4 with a preset threshold. Whether to start regeneration of the particulate filter 4 may be determined on the basis of the pressure downstream of the particulate filter 4 detected by a pressure sensor 4 s arranged downstream of the particulate filter 4 in the exhaust line 3 , or on the basis of how long the particulate filter 4 has been used, if a pressure sensor 4 s is not provided.
  • the electric motor 5 is driven according to an instruction from the control means 8 .
  • This can increase the flow rate of compressed air without depending on the flow rate of exhaust gas flowing across the turbine 1 t .
  • the drive motor 5 is controlled to be able to supply compressed air in the amount providing oxygen required to burn the PM trapped on the particulate filter 4 , in addition to the compressed air required for combustion in the engine. If the temperature of exhaust gas is not high enough to regenerate the particulate filter 4 , the heat contained in the exhaust gas can be increased by switching the target for air-fuel ratio control from an economic air-fuel ratio to a stoichiometric or a fuel-rich air-fuel ratio, or by increasing the amount of air taken into the engine 2 , thereby raising the upper limit of fuel supply.
  • the flow rate regulation valve 8 is opened according to an instruction from the control means 9 .
  • This allows part of compressed air to be delivered from the engine intake line 6 e to the section of the exhaust line 3 upstream of the particulate filter 4 , bypassing the engine.
  • the degree to which the flow rate regulation valve 8 is opened is controlled to be able to extract compressed air in the amount providing oxygen required to burn the PM trapped on the particulate filter 4 .
  • a suction device such as a pump may be arranged in the bypass line 7 to actively force the compressed air to the exhaust line.
  • the control means 9 determines to terminate the regeneration on the basis of the output of the pressure sensor 4 s .
  • the control means may determine to terminate the regeneration after a predetermined time of regeneration of the particulate filter 4 , where the regeneration time is empirically or statistically determined, and the control means 9 measures elapsed time after the start of regeneration.
  • FIG. 2 is a diagram schematically showing a configuration of a second embodiment of particulate filter regeneration system according to the present invention
  • FIG. 3 a diagram schematically showing a configuration of a third embodiment of particulate filter regeneration system according to the present invention
  • FIG. 4 a diagram showing a turbine flow regulation means in the third embodiment on an enlarged scale
  • FIG. 5 a diagram schematically showing a configuration of a fourth embodiment of particulate filter regeneration system according to the present invention
  • FIG. 6 a diagram showing a turbine flow regulation means in the fourth embodiment on an enlarged scale
  • FIG. 7 a diagram schematically showing a configuration of a fifth embodiment of particulate filter regeneration system according to the present invention
  • FIG. 8 a diagram schematically showing a configuration of a sixth embodiment of particulate filter regeneration system according to the present invention.
  • the same components as those of the first embodiment are assigned the same reference characters to omit repetitive description.
  • the outlet of the bypass line 7 is connected to the engine exhaust line 3 e . It is desirable that the outlet of the bypass line 7 be connected to the engine exhaust line 3 e , immediately after the engine 2 . Connecting the bypass line 7 at this position enables burning of unburned fuel in the engine exhaust line 3 e , resulting in an increase in heat contained in exhaust gas (exhaust gas energy). In this case, part of the compressed air bypassing the engine is consumed to burn unburned fuel. Thus, the degree to which the flow rate regulation valve 8 is opened is controlled taking account of such consumption.
  • the turbocharger 1 has a turbine flow regulation means regulating the flow rate of exhaust gas entering the turbine 1 t , and the control means 9 regulates the turbine flow regulation means to reduce the energy loss that the exhaust gas suffers in the turbine 1 t .
  • the turbine flow regulation means consists of a variable nozzle 1 n which makes the turbocharger 1 a so-called variable displacement turbocharger.
  • the variable displacement turbocharger can control the flow velocity or flow rate of exhaust gas entering the turbine 1 t by opening and closing the variable nozzle 1 n , thereby controlling the flow rate of compressed air delivered to the engine 2 .
  • variable displacement supercharge 1 can, by itself, cover a wide range of engine 2 operation and provide high supercharging efficiency.
  • the term “variable nozzle 1 ” is used to encompass all the variable mechanisms which can make the turbocharger 1 a variable displacement type, among which there are mechanisms using flaps or vanes, for example.
  • the variable nozzle 1 n is in maximum open position.
  • variable nozzle 1 n is inserted between the engine exhaust line 3 e and the turbine 1 t , and located immediately before the inlet of the turbine 1 t .
  • the variable nozzle 1 n has a vane 31 rotatably arranged inside a turbine housing.
  • the vane 31 In order to decrease the flow rate and increase the flow velocity of exhaust gas entering the turbine 1 t , the vane 31 is closed, as indicated in chain line in FIG. 4 . Conversely, in order to increase the flow rate and decrease the flow velocity of exhaust gas entering the turbine 1 t , the vane 31 is opened, as indicated in solid line in FIG. 4 .
  • the vane 31 of the variable nozzle in should show its back or front face in FIG. 4 , but for convenience of explanation, the vane 31 is indicated in a position turned to show its airfoil shape.
  • the turbocharger 1 has a turbine flow regulation means regulating the flow rate of exhaust gas entering the turbine 1 t , and the control means 9 regulates the turbine flow regulation means to reduce the energy loss that the exhaust gas suffers in the turbine 1 t .
  • the turbine flow regulation means consists of a wastegate 1 w .
  • the wastegate 1 w is connected to a branch line 41 , which is connected to the engine intake line 6 e , and a bypass line 42 , which is connected to the exhaust line 3 , downstream of the turbine 1 t .
  • the wastegate 1 w is a device which is, normally, when the pressure of the compressed air in the engine intake line 6 e becomes too high, opened to allow part of exhaust gas to bypass the turbine 1 t , thereby reducing the flow rate of air drawn into the compressor 1 c , thereby reducing the pressure of compressed air.
  • opening the wastegate 1 w thereby allowing part of exhaust gas to bypass the turbine it means reducing the work done by exhaust gas in the turbine. If, in this state, the turbine 1 t is forcibly driven by the electric motor 5 at an optional revolving speed, such driving of the turbine 1 t does not result in any loss of energy of exhaust gas.
  • the wastegate 1 w is electrically connected to the electric control unit (ECU) functioning as the control means 9 so that the ECU can control the opening and closing of the wastegate 1 w.
  • ECU electric control unit
  • the wastegate 1 w includes an actuator 32 connected to the branch line 41 and a valve plate 44 opened and closed by the actuator 32 . While the pressure of compressed air in the engine intake line 6 e to which the branch line 41 is connected is low, the actuator 43 is pressing the valve plate 44 to the engine exhaust line 3 e , as indicated in chain line in FIG. 6 , so that the bypass line 42 is closed. When the pressure of compressed air in the engine intake line 6 e exceeds a predetermined level, the actuator 43 draws the valve plate 44 away from the engine exhaust line 3 e , as indicated in solid line in FIG. 6 , so that the bypass line 22 is opened.
  • an electric booster 51 is arranged upstream of the turbocharger 1 , as an intake quantity regulation means.
  • Such fifth embodiment does not require a drive motor 5 as shown in FIG. 1 , so that the turbocharger 1 is a normal type not including a drive motor 5 , as seen from FIG. 7 .
  • the turbocharger 1 may be a type redundantly provided with a drive electric motor 5 .
  • the electric booster 51 includes a compressor 51 c arranged in the intake line 6 and an electric motor 51 m connected to the compressor 51 c .
  • the electric motor 51 m is electrically connected to the control means 9 so that the control means can control the operation of the electric motor 51 m determining whether to drive or stop it and the revolving speed thereof.
  • Such electric booster 51 can increase the flow rate of compressed air without depending on the flow rate of exhaust gas flowing across the turbine 1 t . Further, compressed air delivered by the electric booster 51 being driven can forcibly drive the compressor 1 c of the turbocharger 1 , and therefore forcibly drive also the turbine 1 t linked with the compressor 1 c . This results in a reduction in the work done by the exhaust gas in the turbine 1 t , and thus a reduction in heat loss.
  • the turbine 1 t and the compressor 1 c of the turbocharger 1 are separated, where the turbine 1 t is connected to an electric generator 1 g and the compressor 1 c is connected to an electric motor 1 m .
  • the generator 1 g and the electric motor 1 m are connected to a battery 61 . Electricity generated by the generator 1 g is stored in the battery 61 , and the battery 61 supplies electricity to the electric motor 1 m .
  • the flow rate of compressed air can be increased without depending on the flow rate of exhaust gas flowing across the turbine 1 t , by driving the compressor 1 c by the electric motor 1 m .
  • the generator 1 g When a rise in exhaust gas temperature is desired, the generator 1 g should be placed in a no-load state to minimize the work done by the exhaust gas in the turbine 1 t .
  • the sixth embodiment with the turbine 1 t and the compressor 1 c separated has increased freedom of arrangement of the system components, and thus, improved versatility.
  • the outlet of the bypass line 7 may be connected to the exhaust line at the position taken in the second embodiment, and in the sixth embodiment, the outlet of the bypass line 7 may be connected to the exhaust line at the position taken in the first embodiment.
  • the outlet of the bypass line 7 may be connected to the exhaust line at the position taken in the first embodiment.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Supercharger (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
US12/993,902 2008-06-11 2009-03-25 Method and system for regenerating particulate filter Abandoned US20110146274A1 (en)

Applications Claiming Priority (3)

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JP2008152872A JP5293941B2 (ja) 2008-06-11 2008-06-11 集塵フィルタの再生方法
JP2008-152872 2008-06-11
PCT/JP2009/055987 WO2009150884A1 (ja) 2008-06-11 2009-03-25 集塵フィルタの再生方法及びシステム

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EP (1) EP2309102A4 (de)
JP (1) JP5293941B2 (de)
KR (1) KR101293431B1 (de)
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WO (1) WO2009150884A1 (de)

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US10844775B2 (en) * 2019-02-22 2020-11-24 Ford Global Technologies, Llc Method and system for emission control device heating
CN112292515A (zh) * 2018-06-28 2021-01-29 戴姆勒股份公司 用于检查尤其用于机动车的内燃机的微粒过滤器的方法
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US20100139630A1 (en) * 2008-12-05 2010-06-10 Hyundai Motor Company Particulate filter system for vehicle and method of controlling the same
US20130247562A1 (en) * 2012-03-26 2013-09-26 James Robert Mischler Methods and systems for an engine
US9157352B2 (en) * 2012-03-26 2015-10-13 General Electric Company Methods and systems for an engine
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US11143192B2 (en) 2014-04-01 2021-10-12 Kabushiki Kaisha Toyota Jidoshokki Electric supercharger and supercharging system
US10985608B2 (en) 2016-12-13 2021-04-20 General Electric Company Back-up power system for a component and method of assembling same
US10316740B2 (en) * 2017-02-15 2019-06-11 Borgwarner Inc. Systems including an electrically assisted turbocharger and methods of using the same
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CN112292515A (zh) * 2018-06-28 2021-01-29 戴姆勒股份公司 用于检查尤其用于机动车的内燃机的微粒过滤器的方法
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CN102057138A (zh) 2011-05-11
JP5293941B2 (ja) 2013-09-18
CN102057138B (zh) 2014-05-21
KR20110004473A (ko) 2011-01-13
JP2009299522A (ja) 2009-12-24
EP2309102A4 (de) 2012-05-02
WO2009150884A1 (ja) 2009-12-17
KR101293431B1 (ko) 2013-08-05
EP2309102A1 (de) 2011-04-13

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