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WO2010076967A2 - Appareil à reformeur pour réduire les émissions nocives d'un moteur, reformeur à cet effet, et procédé utilisant cet appareil pour réduire les émissions nocives d'un moteur - Google Patents

Appareil à reformeur pour réduire les émissions nocives d'un moteur, reformeur à cet effet, et procédé utilisant cet appareil pour réduire les émissions nocives d'un moteur Download PDF

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Publication number
WO2010076967A2
WO2010076967A2 PCT/KR2009/006429 KR2009006429W WO2010076967A2 WO 2010076967 A2 WO2010076967 A2 WO 2010076967A2 KR 2009006429 W KR2009006429 W KR 2009006429W WO 2010076967 A2 WO2010076967 A2 WO 2010076967A2
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WIPO (PCT)
Prior art keywords
reformer
engine
exhaust gas
harmful emissions
hydrogen
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Ceased
Application number
PCT/KR2009/006429
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English (en)
Korean (ko)
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WO2010076967A3 (fr
Inventor
전광민
송순호
신범식
이현민
박군철
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Industry Academic Cooperation Foundation of Yonsei University
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Industry Academic Cooperation Foundation of Yonsei University
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Publication of WO2010076967A2 publication Critical patent/WO2010076967A2/fr
Publication of WO2010076967A3 publication Critical patent/WO2010076967A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9459—Removing one or more of nitrogen oxides, carbon monoxide, or hydrocarbons by multiple successive catalytic functions; systems with more than one different function, e.g. zone coated catalysts
    • 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
    • F01N3/28—Construction of catalytic reactors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • 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
    • F01N3/2053—By-passing catalytic reactors, e.g. to prevent overheating
    • 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
    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/2073—Means for generating a reducing substance from the 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
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2255/00—Catalysts
    • B01D2255/10—Noble metals or compounds thereof
    • B01D2255/102—Platinum group metals
    • B01D2255/1025—Rhodium
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2255/00—Catalysts
    • B01D2255/20—Metals or compounds thereof
    • B01D2255/209—Other metals
    • B01D2255/2092—Aluminium
    • 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
    • F01N2240/30—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 a fuel reformer
    • 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
    • F01N3/0231—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 using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
    • 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
    • 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

Definitions

  • the present invention relates to an apparatus for reducing harmful emissions of an engine using a reformer, a reformer used for the same, and a method for reducing harmful emissions of an engine using the same, including a reformer, a selective catalytic reaction device (HC-SCR), and a soot filter (DPF).
  • a reformer a selective catalytic reaction device
  • DPF soot filter
  • Hazardous emissions reduction system using a reformer that can effectively reduce the harmful emissions generated in the engine combustion process by operating in conjunction with the after-treatment devices such as), the reformer used and the engine of the same It relates to a method for reducing harmful emissions.
  • the major harmful components emitted from the engine can be classified into hydrocarbon (HC), nitrogen oxides (NOx), carbon monoxide (CO) and dust (PM, particulate matter).
  • Hazardous emissions contained in the exhaust gas of the engine are reduced by a method of reducing or treating and reducing harmful emissions using a post-treatment device.
  • lean combustion is characterized by lean combustion, which has more air than fuel, rather than theoretical air-fuel ratio.
  • NOx is mainly EGR, CO and HC are oxidation catalysts, and PM is fuel injection system.
  • Apparatuses (DPF, Diesel Particulate Filter) and post-treatment devices such as Urea-SCR and LNT (Lean NOx Trap) to reduce NOx are also applied.
  • HCCI Homogenous Charge Compression Ignition
  • the HCCI combustion technique is a combustion technique that mainly reduces NOx and PM by premixed compression ignition, and lowers NOx and PM through premixed combustion to minimize the NOx produced by the engine in the rare air condition.
  • To make the condition it is necessary to delay the ignition time to ensure sufficient mixing time after the fuel is injected.
  • In order to delay the ignition time it is usually effective to lower the temperature, but when the temperature is lowered, CO or HC increases in the engine. And HCCI combustion may become unstable.
  • the plasma reformer exhaust gas recirculation system of the diesel engine includes an exhaust gas recirculation device for recirculating the exhaust gas discharged from the diesel engine to the diesel engine, and an exhaust gas exhausted from the exhaust gas recirculation device. And a reformer for introducing and reforming the diesel oil, and a diesel exhaust gas after-treatment device into which the reformed gas discharged from the reformer and the exhaust gas discharged from the exhaust gas recirculation device are introduced.
  • the intermittent use of syngas in the NOx traps and / or diesel engines, as shown in FIG. 2, is characterized by the partial catalytic oxidant (CPO) 30 supplying syngas (hydrogen and carbon monoxide) intermittently to the NOx trap. And an engine gas recirculation system 43 to 46 (EGR) for supplying the output of the CPO to the engine 12 during the rest period when no syngas is used.
  • CPO partial catalytic oxidant
  • EGR engine gas recirculation system 43 to 46
  • the prior art can improve the combustion stability of the engine by using the reformer and the EGR together, and effectively reduce the NOx, but the action and influence of the reformer are individually applied to the engine or the aftertreatment device such as the NOx trap.
  • the application of the different post-treatment devices such as HC-SCR and DPF together is independent of each other, and the treatment efficiency of hazardous emissions is also limited by the individual performance of each device. There was a problem.
  • the present invention devised to solve the above problems, the application of the HCCI combustion technique, the reformer, the action of the post-treatment devices such as selective catalytic reactor (HC-SCR), soot filtration device (DPF) It is an object of the present invention to provide a harmful emissions reduction apparatus for an engine using a reformer, a reformer used in the engine, and a method for reducing harmful emissions using the same, which are made in association with each other, so that harmful emissions can be treated more efficiently.
  • HC-SCR selective catalytic reactor
  • DPF soot filtration device
  • the present invention for achieving the above object, reforming the oxygen (O) and hydrocarbons (HC) contained in the engine exhaust gas into hydrogen (H2) and carbon monoxide (CO), the temperature of the exhaust gas by the exothermic reaction A reformer 20 that raises more;
  • the exhaust gas is reformed in the reformer 20 to supply exhaust gas having a higher hydrogen (H 2) content to the engine 10 to stabilize the HCCI combustion reaction of the engine 10.
  • An apparatus for reducing harmful emissions of an engine using a reformer, which is configured, is a technical gist.
  • the reformer 20 is preferably provided in the exhaust gas passage of the engine 10 with a reforming catalyst 23.
  • the reformer 20 has a maximum generation rate of hydrogen (H 2) in the reformer 20 in order to stabilize HCCI combustion of the engine 10 and promote a reduction reaction of the HC addition selective catalyst reactor 40. It is preferably configured to include; an injector 22 for selectively supplying fuel so that the gas composition inside the reformer 20 is maintained at an optimum C / O ratio.
  • H 2 maximum generation rate of hydrogen
  • the reformer 20 is an optimum C / O ratio at which the gas temperature at the outlet of the reformer 20 is maximized in order to increase the regeneration efficiency of the soot filtration device 50.
  • an injector 22 selectively supplying fuel so that the gas composition inside the reformer 20 is maintained.
  • the injector 22, the fuel injected into the reformer 20 passes through the reforming catalyst 23 of the reformer in a state in which the fuel supplied to the reformer 20 is vaporized by the engine exhaust gas temperature and mixed with the exhaust gas. It is preferable to be installed at a position closer to the exhaust gas outlet side of the engine 10 than the reforming catalyst 23.
  • the oxygen sensor 27 is installed on the exhaust gas passage of the engine 10 to detect the oxygen concentration of the exhaust gas supplied to the reformer 20;
  • a carbon sensor (not shown) installed on the exhaust gas passage of the engine 10 to detect the carbon concentration of the exhaust gas supplied to the reformer 20;
  • a deficiency of the carbon concentration measured by the carbon sensor with respect to the oxygen concentration measured by the oxygen sensor 27 such that the exhaust gas inside the reformer 20 satisfies a set C / O ratio.
  • Injector control device 24 for increasing and adjusting the fuel injection amount of the injector 22 preferably further comprises.
  • the HC addition selective catalyst reaction device 40 adjusts the ratio of nitrogen oxides (NOx) contained in engine exhaust gas to a set reference value or less by only operating the reformer 20 and the exhaust gas recirculation device 30. It is preferable to operate in the high load operating region of the engine 10 which cannot be maintained.
  • the exhaust gas of the reformer 20 is directly supplied to the soot filtration device 50 side, or after passing through the HC addition selective catalyst reaction device 40 to be supplied to the soot filtration device 50, It is preferably configured to further include a bypass passage 35 to provide a switchable exhaust gas flow path selectively.
  • the insertion pipe 21 is provided at a spaced interval from the inner wall of the exhaust gas passage of the engine 10 in the exhaust gas passage of the engine 10;
  • An injection end is installed at an inlet side of the insertion pipe 21 through which engine exhaust gas flows, and fuel is selectively supplied to maintain a gas composition inside the reformer 20 at a set C / O ratio.
  • the reformer 20 for reducing harmful emissions of the engine characterized in that it comprises a; reforming catalyst for promoting the reaction to reform the hydrogen (H 2) and carbon monoxide (CO) to another technical gist.
  • the insertion pipe 21 has a larger inner diameter at the outlet side where the reforming catalyst 23 is installed than the inlet side at which the engine exhaust gas is introduced and the fuel injection of the injector 22 is performed. desirable.
  • the insertion pipe 21 transfers heat from the atmosphere in contact with the outer surface of the exhaust gas passage of the engine 10 by the exhaust gas passing between the exhaust gas passage of the engine 10 and the insertion tube 21. It is desirable to be installed at a distance enough to reduce the amount.
  • injector control device 24 for increasing and adjusting the fuel injection amount of (22); is preferably configured to further include.
  • the reformer (20) reforming the oxygen (O) and hydrocarbons (HC) to hydrogen (H2) and carbon monoxide (CO) and the reformer 20 is modified in the hydrogen (H2) content is The operation of the exhaust gas recirculation unit (EGR) 30 which supplies the exhaust gas of the increased state to the engine 10 and the combustion of nitrogen oxides (NOx) contained in the engine exhaust gas by the combustion of the Homogeneous Charge Compression Ignition (HCCI).
  • the ratio of nitrogen oxides (NOx) contained in the engine exhaust gas is set below the set reference value only by operating the H2 + EGR mode for adjusting and maintaining the ratio below the set reference value and the operation of the reformer 20 and the exhaust gas recirculation apparatus 30.
  • H2 + [HC-SCR] + EGR mode to operate 40 additionally, and a soot filtration device ( When the amount of dust inside the DPF) 50 exceeds the set value, it is divided into a DPF regeneration mode that receives high-temperature exhaust gas from the reformer 20 outlet and oxidizes and removes PM, and the H2 + EGR mode, Another technical gist of the method of reducing harmful emissions of the engine 10 using the reformer 20 is to selectively operate the H2 + [HC-SCR] + EGR mode and the DPF regeneration mode.
  • the mode determined in the operation mode determination step is the H2 + EGR mode or the H2 + [HC-SCR] + EGR mode
  • the hydrogen (H2) in the reformer 20 depends on the hydrogen (H2) supply amount required in each mode.
  • the fuel is supplied to maintain the gas composition inside the reformer 20 at an optimum C / O ratio at which the production rate is maximum, and the mode determined in the operation mode determination step is the DPF regeneration mode.
  • the fuel is supplied to maintain the gas composition inside the reformer 20 at an optimum C / O ratio at which the gas temperature at the outlet of the reformer 20 is maximized. It is preferably configured to include a selection mode operating step.
  • the hydrocarbon (HC) contained in the exhaust gas of the engine is converted into hydrogen (H 2), reformed, and supplied to the engine while securing stability of HCCI combustion,
  • the high concentration of hydrogen and the high temperature heat generated by the exothermic reaction are selectively supplied to the HC addition catalyst and the soot filtration device, and the nitrogen oxide (NOx) treatment and soot filtration device in the HC addition catalyst is selected.
  • NOx nitrogen oxide
  • the HCCI combustion reaction in the engine is further accelerated by supplying and circulating high concentration hydrogen (H 2) generated from the reformer to the engine side, so as to promote the HCCI combustion reaction in the low temperature environment. While minimizing the amount of hydrocarbon (HC) and carbon monoxide (CO) that may be generated by the ignition delay, it is possible to stably reduce nitrogen oxides (NOx) and dust (PM) through premixed combustion.
  • H 2 high concentration hydrogen
  • Selective catalyst reaction device using high concentration of hydrogen (H2) generated from reformer is used for additional use of HC addition catalyst in the high load area of engine where HCCI combustion reaction is difficult to be stably achieved only by reformer and exhaust gas recirculation device.
  • H2O nitrogen oxides
  • the particulate filter (PM) When the particulate filter (PM) is accumulated in the particulate filter and the particulate filter is operated, the particulate matter (PM) that has been deposited in the reformer by receiving the exhaust gas with a higher hydrogen (H2) content in the reformer is introduced. ) Can be effectively oxidized and removed.
  • dust In a general soot filtration apparatus, dust is oxidized and removed at a high temperature of 500 ° C. or higher, but according to the present invention, the dust of the soot filtration apparatus can be oxidized and removed at a relatively low temperature near 200 ° C.
  • the HCCI combustion technique is applied and the selective catalytic reaction device is operated while the operation criteria of the reformer are differently applied, such as operating on the basis of hydrogen generation amount or heating value.
  • various post-processing devices such as HC-SCR) and soot filtration device (DPF)
  • HC-SCR HC-SCR
  • DPF soot filtration device
  • the reformer and after-treatment devices can be effectively connected to each other in suppressing the generation and discharge of harmful emissions in accordance with the exhaust temperature and exhaust gas characteristics of the engine.
  • the HCCI combustion, the HC addition selective catalytic reaction apparatus, and the soot filtration apparatus are operated independently or independently of each other, so that harmful emissions such as NOx and PM can be more efficiently treated.
  • FIG. 4 is a conceptual diagram showing an example of an appropriate operating region of the HC-added selective catalytic reaction apparatus according to the engine speed and the fuel supply amount, and an appropriate operating region of the soot filtration apparatus
  • FIGS. 9 to 8 are flowcharts showing in more detail the contents shown in FIGS.
  • FIG. 3 is a schematic diagram showing a first embodiment of the apparatus for reducing harmful emissions of an engine using a reformer according to the present invention
  • Figure 4 is an appropriate operating region of the HC addition selective catalyst reaction device according to the engine speed and fuel supply amount
  • FIG. 5 is a conceptual diagram illustrating an example of an appropriate operation area of a soot filtration device
  • FIG. 5 is a graph illustrating the operation efficiency of an HC addition selective catalyst reaction device according to hydrogen concentration.
  • FIG. 6 is a graph showing an optimum C / O ratio according to the hydrogen production rate and an optimum C / O ratio according to the reformer outlet gas temperature.
  • FIG. 7 is a graph illustrating an engine according to the present invention.
  • 8 is a schematic diagram showing a first embodiment of the harmful emissions reducing reformer, FIG. 8 is a flowchart showing a first embodiment of the method for reducing the harmful emissions of the engine using the reformer according to the present invention, and FIG. It is a flow chart showing the content in more detail.
  • An apparatus for reducing harmful emissions of an engine using a reformer is to operate a post-treatment apparatus such as a reformer, a selective catalytic reaction apparatus (HC-SCR), and a soot filtration apparatus (DPF) in combination with each other.
  • the present invention relates to an apparatus for reducing harmful emissions of an engine that can effectively reduce harmful emissions generated in an engine combustion process. As shown in FIG. 3, a reformer 20 and an exhaust gas recirculation apparatus (EGR) are largely shown. 30, the HC addition selective catalytic reaction device (HC-SCR) 40, and the soot filtration device (DPF) (50).
  • the reformer 20 converts oxygen (O) and hydrocarbon (HC) contained in engine exhaust gas into hydrogen (H2) and carbon monoxide (CO) using a reforming catalyst (23) such as rhodium alumina (RhAl2O3).
  • a reforming catalyst (23) such as rhodium alumina (RhAl2O3).
  • the exhaust gas is reformed and the exhaust gas is reformed, and the heat generated in the reaction process increases the exhaust gas temperature at the outlet side of the reformer 20.
  • the efficiency of the reforming reaction may be further increased by using high temperature heat of the engine exhaust gas, and the exhaust gas passage of the engine 10 may be increased.
  • the exhaust gas recirculation device (EGR) 30 supplies the exhaust gas in a state in which the reformer 20 is reformed to increase hydrogen (H 2) content to the engine 10 to supply the exhaust gas to the engine 10. 10) It stabilizes the combustion reaction of Homogeneous Charge Compression Ignition (HCCI).
  • the HCCI combustion reaction is a combustion reaction capable of minimizing the generation of nitrogen oxides (NOx) and dust (PM) through premixed combustion.
  • NOx nitrogen oxides
  • PM dust
  • a sufficient mixing time is provided after the fuel is supplied. It is necessary to extend the ignition time, and in order to prolong and delay the ignition time, it is usually effective to lower the temperature, but when the temperature is lowered, the combustion itself may become unstable.
  • Hydrogen (H2) has a small molecular weight can serve to promote the reaction, by supplying a high concentration of hydrogen (H2) generated in the reformer 20 to the engine 10, the HC addition selective catalytic reaction device (HC In the low temperature environment where the activity of the SCR (40) and the soot filtration device (DPF) is low, the generation of nitrogen oxides (NOx) and dust (PM) can be minimized by increasing the stability of HCCI combustion.
  • the HC-selective catalytic reaction device (HC-SCR, HC-SCR) (40) is reformed in the reformer 20 to receive nitrogen gas (N 2) to receive exhaust gas with a higher hydrogen (H 2) content.
  • N 2 nitrogen gas
  • H2O water vapor
  • PM soot filtration device
  • the reformer 20 Through the exhaust gas recirculation device 30 to repeat the circulation to the engine 10 side is reduced and reduced, the high temperature exhaust gas passing through the engine 10 to the reformer 20 rotates the turbine (turbine) By operating the compressor (compressor) connected to the turbine to compress the air supplied to the engine 10 it is made to be stable combustion in the engine (10).
  • HC hydrocarbons
  • NOx nitrogen oxides
  • CO carbon monoxide
  • PM dust
  • the nitrogen oxide (NOx) included in the exhaust gas passing through the turbine is atmospheric nitrogen (N 2) by the HC addition selective catalyst reaction device 40.
  • the particulate matter, such as soot, is reduced to dust and is finally discharged in the state collected in the soot filtration device 50 or circulated back to the engine 10 side.
  • the HC addition selective catalytic reaction device 40 On the outlet side of the HC addition selective catalytic reaction device 40 so that the high temperature exhaust gas passing through the HC addition selective catalyst reaction device 40 passes through the soot filtration device 50 and finally discharged. It is preferable to connect and install the soot filtration device 50, but the HC addition selective catalyst reaction device 40 also functions as a heating device while absorbing heat by the carrier structure, so as to the soot filtration device 50. Heat loss of the gas to be supplied may occur.
  • the case where the operation efficiency of the HC addition selective catalyst reaction device 40 is high means an engine high load region requiring full operation of the HC addition selective catalyst reaction device 40 to control the emission of the engine. In distinguishing from the engine low load region in which the selective catalytic reaction apparatus 40 does not require operation, it is limited to a specific value by having different region characteristics depending on the engine speed and fuel supply amount, exhaust gas temperature, and composition. Difficult to do
  • the HC addition selective catalyst reaction apparatus 40 cannot adjust and maintain the ratio of nitrogen oxides (NOx) contained in engine exhaust gas only below a set reference value by only operating the reformer 20 and the exhaust gas recirculation apparatus 30. It is preferable that the engine 10 is operated in a high load operating region, and when dividing the region in which the HC addition selective catalytic reaction apparatus 40 is operated in earnest as described above by the engine speed and the fuel supply amount, it is approximately FIG. Regions can be divided as shown in FIG.
  • the H2 + EGR mode which indicates the area on the lower left side, is used to convert the exhaust gas of the reformer 20 and the reformer 20 to increase the hydrogen (H 2) content.
  • 10) is an operation mode in which the ratio of nitrogen oxides (NOx) contained in engine exhaust gas is adjusted and maintained below a set reference value by the operation of the exhaust gas recirculation apparatus (EGR) 30 supplied to the exhaust gas and HCCI combustion.
  • EGR exhaust gas recirculation apparatus
  • the H2 + [HC-SCR] + EGR mode which represents the area on the left side of the middle portion, uses nitrogen as the reducing agent in the high load operating region of the engine 10 to convert nitrogen oxide (NOx) into atmospheric nitrogen ( N 2) and water vapor (H 2 O), the HC-selective catalytic reaction device (HC-SCR) 40 is a mode of operation that requires further operation.
  • the hydrogen generated by the reformer 20 ( By supplying H2)
  • the operating efficiency of the HC addition selective catalyst reaction apparatus 40 can be more synergistically applied even at a temperature of 300 ° C to 350 ° C or lower.
  • FIG. 5 illustrates the reduction efficiency of nitrogen oxide (NOx) in the HC addition catalyst according to the concentration of hydrogen (H 2), which is higher at lower temperatures as the concentration of hydrogen (H 2) is increased. Reduction of nitrogen oxides (NOx) can be achieved with efficiency, and it can be seen that it is possible to implement nitrogen oxide (NOx) reduction rates of up to 60% at temperatures below 300 ° C.
  • FIG. 6 (a) shows an optimal C / O ratio at which the hydrogen (H2) generation rate is maximized in the reformer 20, and FIG. 6 (b) shows an outlet at the outlet of the reformer 20.
  • the optimum C / O ratio at which the gas temperature is maximized is shown.
  • the optimum C / O ratio at which the hydrogen (H2) production rate is maximized and the reformer 20 are shown.
  • the optimum C / O ratios at which the gas temperature at the outlet of the maximum are maximized do not coincide with each other.
  • the optimum carbon dioxide rate at which the hydrogen (H 2) generation rate in the reformer 20 is maximized It is preferable to maintain the gas composition inside the reformer 20 at a C / O ratio.
  • the gas temperature at the outlet of the reformer 20 is maximum. It is desirable to maintain the gas composition inside the reformer 20 at an optimum C / O ratio.
  • the injector 22 selectively supplies fuel to the reformer 20
  • the concentration of oxygen and carbon contained in the exhaust gas supplied into the reformer 20 is measured, and the HCCI combustion and HC addition are performed.
  • an optimum C / O ratio is established.
  • the fuel may be injected into the reformer 20 and converted into and maintained at a C / O ratio that may optimize operation in each operation mode.
  • An oxygen sensor 27 and a carbon sensor are installed on the exhaust gas passage of the engine 10 to detect the oxygen concentration and the carbon concentration of the exhaust gas supplied to the reformer 20, and the oxygen sensor (The fuel injection amount of the injector 22 may be increased and adjusted by the injector control device 24 by an insufficient amount of the carbon concentration measured by the carbon sensor with respect to the oxygen concentration measured in 27).
  • the injector 22 reforms the catalyst 23 for reforming the reformer in a state in which fuel injected and injected into the reformer 20 through the injector 22 is vaporized by an engine exhaust gas temperature and sufficiently mixed with the exhaust gas. In order to pass through, it is installed at a position closer to the exhaust gas outlet side of the engine 10 than the reforming catalyst 23.
  • the reformer 20 for reducing harmful emissions of the engine according to the present invention includes an insertion tube 21, an injector 22, and a reforming catalyst 23, as shown in FIG. 7.
  • 21 is installed in the exhaust gas passage of the engine 10 spaced apart from the inner wall of the exhaust gas passage of the engine 10, the injector 22 is the insertion pipe 21 through which the engine exhaust gas flows
  • the injection end is installed at the inlet side of the inlet, and the reforming catalyst 23 is inserted into the insertion pipe (S) so that fuel supplied into the reformer 20 by the injector 22 is mixed with the exhaust gas. 21) is provided on the outlet side.
  • the insertion tube 21 is a heat transfer amount from the atmosphere in contact with the outer surface of the exhaust gas passage of the engine 10 by the exhaust gas passing between the exhaust gas passage of the engine 10 and the insertion tube 21. It is installed in the exhaust gas passage of the engine 10 with a distance that can be reduced to reduce the heat loss of the fuel supplied from the injector 22 to promote vaporization, the insertion tube ( The internal space of 21 can be maintained at a constant temperature range.
  • the inner diameter of the insertion tube 21 is wider than the inlet side where the engine exhaust gas is introduced and the fuel injection of the injector 22 is performed.
  • the fuel injected from the injector 22 is clearly diffused throughout the inside of the insertion tube 21 from the high pressure to the low pressure side by the pressure difference according to the expansion of the inner diameter of the insertion tube 21 It can be supplied to the reforming catalyst 23 side.
  • the injector 22 selectively supplies fuel to maintain the gas composition inside the reformer 20 at a set C / O ratio, and supplies oxygen (O) and hydrocarbons (HC) to hydrogen (H2). And the reaction to reform the carbon monoxide (CO), and the injector control device 24 is provided so that the exhaust gas inside the insertion tube 21 satisfies a set C / O ratio.
  • the fuel injection amount of (22) can be adjusted.
  • Hazardous emissions reduction method of the engine using the reformer according to the present invention using the harmful emissions reduction device of the engine using the reformer, and the reformer 20 for reducing harmful emissions of the engine, as described above, H2 + EGR mode, H2 + [ HC-SCR] + EGR mode, DPF regeneration mode, and H2 + EGR mode, H2 + [HC-SCR] + EGR mode and DPF regeneration mode to selectively operate the method to reduce the harmful emissions of the engine .
  • the HCCI is operated using the reformer 20 while sequentially performing a driving information input step, a driving mode determination step, and a selection mode operation step.
  • Combustion techniques such as the catalytic catalytic reactor (HC-SCR) (40), the post-treatment devices such as soot filtration device (DPF) 50 can be combined with each other in combination to more efficiently process the hazardous emissions.
  • HC-SCR catalytic catalytic reactor
  • DPF soot filtration device
  • the engine speed and fuel supply amount, or the engine (or engine) to determine which one of the H2 + EGR mode, the H2 + [HC-SCR] + EGR mode, and the DPF regeneration mode is preferable.
  • information about the oxygen and carbon concentration of the exhaust gas of the engine 10 supplied to the reformer 20 is input in order to appropriately adjust and maintain a C / O ratio inside the reformer 20. And receiving in real time whether the smoke filter 50 needs to be operated in accordance with a criterion such as whether the amount of dust inside the smoke filter 50 exceeds a set value.
  • the driving mode determination step whether the engine 10 belongs to the high load operating region according to the rotation speed and the fuel supply amount of the engine input in the driving information input step or the exhaust gas temperature discharged from the engine 10; It is determined whether operation of the soot filtration device 50 is necessary, and it is determined which mode of the H2 + EGR mode, the H2 + [HC-SCR] + EGR mode, and the DPF regeneration mode is operated.
  • the reformer Fuel is supplied such that the gas composition inside the reformer 20 is maintained at an optimal C / O ratio at which hydrogen (H 2) generation rate in 20) is maximized.
  • the reformer 20 may have an optimum C / O ratio at which the gas temperature at the outlet of the reformer 20 is maximized. Fuel is supplied to maintain the internal gas composition, and each mode is operated.
  • the H2 + EGR mode is entered.
  • the reformer 20 operates to maximize hydrogen (H 2) production rate, supplies the reformed gas from the reformer 20 to the engine 10, and operates in the H 2 + EGR mode.
  • the reformer 20 is included in the exhaust gas of the engine.
  • Hydrocarbon (HC) is converted into hydrogen (H2), reformed and supplied to the engine (10) to ensure stability of HCCI combustion, and generated by the exothermic reaction with high concentration of hydrogen produced in the reformer (20).
  • the high-temperature heat is selectively supplied to the HC addition selective catalyst reaction device 40 and the soot filtration device 50, and the nitrogen oxide (NOx) treatment and the soot filtration device in the HC addition selective catalyst reaction device 40 are performed.
  • the PM treatment at 50 can be made more effective.
  • the HC-added selective catalyst panel 40 is additionally used in the high load region of the engine where HCCI combustion reaction is difficult to stably occur.
  • H 2 hydrogen
  • NOx nitrogen oxide
  • the HC additive selective catalyst reaction device 40 using HC as a reducing agent
  • the reaction to convert to atmospheric nitrogen (N2) and water vapor (H2O) can be further promoted and stabilized.
  • the reformer 20 is reformed to further increase the hydrogen (H 2) content.
  • the exhaust gas of the state is selectively introduced into the HC addition selective catalyst reaction device 40 together with the hot gas generated by the exothermic reaction, and the dust PM accumulated therein can be effectively oxidized and removed. .
  • the HCCI combustion technique is applied and the selective catalytic reaction device is operated while the operation criteria of the reformer are differently applied, such as operating on the basis of hydrogen generation amount or heating value.
  • Various post-treatment devices such as HC-SCR) and soot filtration devices (DPF) are linked to each other.
  • the reformer 20 by applying HCCI combustion, the reformer 20, and various after-treatment devices 40 and 50, in order to suppress generation and discharge of harmful emissions in accordance with the exhaust temperature and exhaust gas characteristics of the engine, the reformer ( 20) and when the aftertreatment apparatuses 40 and 50 are effectively connected to each other to operate HCCI combustion, the HC addition selective catalyst reaction apparatus 40, and the soot filtration apparatus 50 alone or independently of each other. In comparison, more efficient treatment of harmful emissions such as NOx and PM can be achieved.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Health & Medical Sciences (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Toxicology (AREA)
  • Biomedical Technology (AREA)
  • Environmental & Geological Engineering (AREA)
  • Analytical Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

La présente invention concerne, d'une part un appareil qui sert à réduire les émissions nocives d'un moteur au moyen d'un reformeur, d'autre part un tel reformeur, et enfin un procédé de réduction des émissions nocives d'un moteur au moyen d'un tel appareil. L'appareil utilisé pour réduire les émissions nocives d'un moteur comprend un reformeur (20), un recycleur de gaz d'échappement (30), un réducteur catalytique sélectif à injection d'hydrocarbures (40), et un filtre à particules (50). Le reformeur (20) reforme en hydrogène (H2) et en monoxyde de carbone (CO) l'oxygène (O) et les hydrocarbures (HC) présents dans les gaz d'échappement provenant du moteur, et augmente par réaction exothermique la température des gaz d'échappement. Le recycleur de gaz d'échappements (30) ou "EGR" (Exhaust Gas Recirculation unit) fournit au moteur le gaz d'échappement reformé par le reformeur (20) de façon à augmenter la teneur en hydrogène, et stabilise la combustion par allumage par compression de charge homogène ou "HCCI" (Homogeneous Charge Compression Ignition) du moteur (10). Le réducteur catalytique sélectif à injection d'hydrocarbures (40) ou "HC-SCR" (Hydrocarbon-Added Selective Catalytic Reduction unit) reçoit les gaz d'échappement qui ont été reformés par le reformeur (20) de façon à augmenter le teneur en hydrogène (H2), et transforme l'oxyde d'azote (NOx) en azote (N2) et en vapeur d'eau (H2O) en utilisant comme réducteurs les hydrocarbures dans un état qui renforce la réaction de réduction de l'oxyde d'azote (NOx). Le filtre à particules diesel (50), généralement appelé "FAP", reçoit les gaz d'échappement qui ont été reformés par le reformeur (20) de façon à augmenter la teneur en hydrogène (H2), et élimine la matière particulaire déposée à l'intérieur par l'oxydation. L'appareil à réduire les émissions nocives d'un moteur selon la présente invention traite les gaz d'échappement plus efficacement car les appareils de traitement postérieur tels que le réducteur catalytique sélectif (HC-SCR) et le filtre à particules diesel (FAP) opèrent une interaction qui vient compléter la combustion HCCI et le reformage par le reformeur.
PCT/KR2009/006429 2008-12-31 2009-11-03 Appareil à reformeur pour réduire les émissions nocives d'un moteur, reformeur à cet effet, et procédé utilisant cet appareil pour réduire les émissions nocives d'un moteur Ceased WO2010076967A2 (fr)

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GB2500598A (en) * 2012-03-26 2013-10-02 Ford Global Tech Llc Engine system comprising EGR and oxygen delivery system
CN114655411A (zh) * 2022-03-16 2022-06-24 武汉理工大学 船舶氨燃料混合动力系统及其控制方法、装置及存储介质
CN115306523A (zh) * 2022-07-14 2022-11-08 潍柴动力股份有限公司 一种发动机dpf控制方法及装置

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WO2012057380A1 (fr) * 2010-10-29 2012-05-03 연세대학교 산학협력단 Système de reformage de biogaz à l'aide de la chaleur perdue, et procédé de reformage de biogaz utilisant ce système
GB2485363A (en) * 2010-11-11 2012-05-16 Johnson Matthey Plc Diesel engine with a downstream reforming catalyst
KR101579687B1 (ko) * 2014-06-30 2015-12-22 두산엔진주식회사 선택적 촉매 환원 시스템을 포함한 동력 장치
CN106032779A (zh) * 2016-06-08 2016-10-19 长安大学 一种均质压燃发动机燃料在线改质系统及方法
KR102310415B1 (ko) 2017-09-07 2021-10-08 현대자동차 주식회사 다단 가변 밸브 리프트 장치

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JP2006037745A (ja) * 2004-07-22 2006-02-09 Toyota Motor Corp 内燃機関
US7571602B2 (en) * 2005-05-19 2009-08-11 Gm Global Technology Operations, Inc. Exhaust aftertreatment system and method of use for lean burn internal combustion engines
JP2008542609A (ja) * 2005-06-03 2008-11-27 エミテック ゲゼルシヤフト フユア エミツシオンス テクノロギー ミツト ベシユレンクテル ハフツング 内燃機関の排出ガスの処理方法と装置
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US9181903B2 (en) 2012-03-26 2015-11-10 Ford Global Technologies, Llc Method and apparatus for injecting oxygen within an engine
GB2500598B (en) * 2012-03-26 2017-12-20 Ford Global Tech Llc Method and apparatus for injecting oxygen within an engine
CN114655411A (zh) * 2022-03-16 2022-06-24 武汉理工大学 船舶氨燃料混合动力系统及其控制方法、装置及存储介质
CN115306523A (zh) * 2022-07-14 2022-11-08 潍柴动力股份有限公司 一种发动机dpf控制方法及装置
CN115306523B (zh) * 2022-07-14 2024-05-17 潍柴动力股份有限公司 一种发动机dpf控制方法及装置

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