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WO2011079396A1 - Système de moteur avec processeur de carburant à refroidissement par gaz d'échappement - Google Patents

Système de moteur avec processeur de carburant à refroidissement par gaz d'échappement Download PDF

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Publication number
WO2011079396A1
WO2011079396A1 PCT/CA2010/002080 CA2010002080W WO2011079396A1 WO 2011079396 A1 WO2011079396 A1 WO 2011079396A1 CA 2010002080 W CA2010002080 W CA 2010002080W WO 2011079396 A1 WO2011079396 A1 WO 2011079396A1
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WO
WIPO (PCT)
Prior art keywords
exhaust
engine
stream
fuel processor
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CA2010/002080
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English (en)
Inventor
Jacobus Neels
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nxtgen Emission Controls Inc
Original Assignee
Nxtgen Emission Controls Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nxtgen Emission Controls Inc filed Critical Nxtgen Emission Controls Inc
Priority to EP10840265.2A priority Critical patent/EP2526268A4/fr
Publication of WO2011079396A1 publication Critical patent/WO2011079396A1/fr
Priority to US13/535,585 priority patent/US20120297752A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
    • F02M25/12—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such 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
    • 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
    • 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
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • 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]
    • 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
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • 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 engine systems that include a fuel processor, and methods of operating engine systems that include a fuel processor for producing a hydrogen-containing gas stream, such as a syngas stream.
  • the present apparatus and methods are particularly applicable to engine system applications where a hydrogen-containing gas is required, reduced fuel consumption is desired, and space is limited.
  • hydrogen is preferably generated on-board using a fuel processor.
  • the product stream from the fuel processor can be used to regenerate, desulfate and/or heat engine exhaust after-treatment devices, can be used as a supplemental fuel for the engine, and/or can be used as a fuel for a secondary power source, for example, a fuel cell.
  • One type of fuel processor is a syngas generator (SGG) that can convert a fuel into a gas stream containing hydrogen (3 ⁇ 4) and carbon monoxide (CO), known as syngas.
  • SGG syngas generator
  • Air or other oxygen- containing streams can be used as an oxidant for the fuel conversion process.
  • Steam and/or water can optionally be added.
  • the SGG can be conveniently supplied with a fuel comprising the same fuel that is used to operate the engine. Alternatively a different fuel can be used, although this would generally require a separate on-board secondary fuel source and supply system specifically for the SGG.
  • the H 2 and CO can be beneficial in processes used to regenerate exhaust after- treatment devices.
  • the syngas stream may require additional processing prior to use.
  • an on-board SGG should generally be fuel efficient, low cost, compact, light-weight and efficiently packaged with other components of the engine system.
  • Known methods of employing a fuel processor in an engine system include: [0006] (a) configuring the fuel processor as a separate subassembly external to the engine and/or exhaust subsystems of the engine system, as illustrated in FIG. 1 , and
  • FIG.l is a simplified schematic diagram illustrating a representative prior art engine system 1 comprising an engine 2, fuel processor or syngas generator (SGG) 6, and an exhaust subsystem comprising, for example, exhaust conduit 3, exhaust after-treatment assembly 4, and exhaust conduit 5.
  • the fuel processor is arranged separately from and external to combustion engine 2 and exhaust subsystem of the overall engine system 1.
  • engine 2 produces an exhaust stream that exits and flows through exhaust conduit 3, exhaust after-treatment assembly 4, and exhaust conduit 5 in the exhaust subsystem before exiting into the atmosphere.
  • Exhaust after-treatment assembly 4 can comprise one or more devices that can reduce regulated emissions. Some or all of the devices in exhaust after-treatment assembly 4 can at least periodically be heated or regenerated by a product stream from fuel processor 6.
  • exhaust after-treatment assembly 4 can comprise a diesel oxidation catalyst device (DOC), a lean NO x trap (LNT), a selective catalytic reduction (SCR) device and/or a diesel particulate filter (DPF).
  • DOC diesel oxidation catalyst device
  • LNT lean NO x trap
  • SCR selective catalytic reduction
  • DPF diesel particulate filter
  • SGG 6 can be supplied with fuel reactant stream from fuel tank 7 via fuel conduit 8, and an oxidant reactant stream via air conduit 10 and air blower 9.
  • the oxidant reactant comprises, or consists of, at least a portion of the exhaust stream from engine 2, in which case there could be a conduit and associated valves linking exhaust conduit 3 and SGG 6.
  • the fuel and oxidant reactant streams are converted into a product stream that is directed from SGG 6 into exhaust after-treatment assembly 4 via SGG outlet conduit 11 , diverter valve 12, supply conduit 13 and exhaust conduit 3.
  • Diverter valve 12 can distribute the flow of the product stream to exhaust after- treatment assembly 4 and/or one or more other hydrogen-consuming devices (not shown in FIG. 1).
  • product stream refers to an output stream from a fuel processor, including, for example, a hydrogen-containing stream, a syngas stream or a flue gas stream (the latter obtained through complete or almost complete combustion of the fuel within the fuel processor).
  • SGG 6 is configured separately from engine 2, exhaust conduit 3 and exhaust conduit 5, but is fluidly connected to exhaust after-treatment assembly 4.
  • processor sub-assembly as the fuel processor and ancillary components occupy additional space; and/or
  • FIG. 2 is a simplified schematic drawing illustrating a prior art engine system 21 in which a fuel processor 26 is configured "inline" with the exhaust stream conduits 23 and 25, and exhaust after- treatment assembly 24 of an engine 22.
  • Engine 22 produces an exhaust stream that exits engine 22 and flows through exhaust conduit 23, and then directly into fuel processor 26, and on into exhaust after- treatment assembly 24 before exiting into the atmosphere via exhaust conduit 25.
  • Exhaust after-treatment assembly 24 can comprise one or more devices that can reduce regulated emissions, for example, a DOC, LNT, SCR, and/or a DPF. Some or all of the devices in exhaust after-treatment assembly 24 can at least periodically be heated or regenerated by a product stream from fuel processor 26.
  • engine system 21 can be configured such that substantially the entire exhaust stream from engine 22 and/or exhaust conduit 23 is directed through fuel processor 26 (as shown in FIG. 2), or so that a portion of the engine exhaust stream is directed through fuel processor 26 (for example, there could be a bypass conduit or another conduit for the remainder of the exhaust stream).
  • fuel processor 26 typically comprises a monolith with a catalytic washcoat, which can catalytically convert the combined fuel and engine exhaust stream into a product stream.
  • the combined engine exhaust gas and/or fuel processor product stream flows into exhaust after-treatment assembly 24, where it may be employed, before flowing into exhaust conduit 25 and exiting into the atmosphere.
  • the product stream output required from the fuel processor is typically variable.
  • the product stream is preferably generated as-needed in accordance with the variable demand from devices in the engine system, and independent of the operating condition of the engine. For example, the demand for product stream from the fuel processor may be great during periods when the exhaust stream has a reduced concentration of oxygen;
  • An in-line configuration of the fuel processor is suitable only for engine systems and operating conditions where the exhaust stream of the engine contains an appropriate level of oxygen. For example, it may be limited to lean burn engine systems where a sufficient level of oxygen is present in the exhaust stream over a large portion of the operating range of the engine; and/or
  • the fuel processor can be operated only when the engine is producing an exhaust stream.
  • an engine system comprises an engine that during operation produces an exhaust stream, an exhaust stream conduit connected to receive the exhaust stream from the engine, and a fuel processor for producing a product stream.
  • the fuel processor further comprises a housing, an oxidant inlet conduit fluidly
  • An exhaust after-treatment assembly for at least periodically reducing regulated emissions in the exhaust stream, can be located downstream of the fuel processor and is connected to selectively receive the product stream from the fuel processor.
  • an engine system comprises an engine, an exhaust conduit and a fuel processor located within the exhaust conduit.
  • the fuel processor comprises an interior reaction chamber.
  • the interior reaction chamber is fluidly connected to receive fuel from a fuel supply subsystem and oxidant from an oxidant supply subsystem located external to the exhaust conduit and engine.
  • An exhaust after-treatment assembly for at least periodically reducing regulated emissions in the exhaust stream, can be located downstream of the fuel processor and is connected to selectively receive the product stream from the fuel processor.
  • the fuel processor is a non-catalytic fuel processor.
  • the engine system can further comprise a further hydrogen-consuming device, with the fuel processor further comprising a product stream conduit to supply a hydrogen-containing product stream to the hydrogen consuming device.
  • the fuel processor can be operated to produce and introduce at least a portion of the product stream into the exhaust after-treatment assembly during operation of the engine and/or after the engine has been shut off, and/or prior to starting operation of the engine and/or during start-up of the engine.
  • the fuel processor can be operated to produce and introduce at least a portion of the product stream into the exhaust after-treatment assembly when the exhaust after-treatment assembly is below a threshold temperature value.
  • the fuel processor is located within an exhaust conduit of the engine; however, the fuel processor interior reaction chamber does not receive engine exhaust directly from the exhaust stream conduit.
  • the fuel processor can at times be operated to produce a product stream that is a hydrogen-containing gas stream, and at other times can be operated to produce a product stream that is a flue gas stream.
  • the product stream from the fuel processor can be introduced to another hydrogen- consuming device other than, or in addition to, the exhaust after- treatment assembly.
  • FIG. 1 is a simplified schematic diagram illustrating a conventional, prior art engine system comprising a fuel processor, where the fuel processor is configured separately from the engine and exhaust stream conduit.
  • FIG. 2 is a simplified schematic diagram illustrating a conventional, prior art engine system comprising a fuel processor, where the fuel processor is configured "in-line" with the exhaust stream conduit from the engine.
  • the fuel processor is directly fluidly connected to the engine so that at least a portion of the engine exhaust stream is employed as an oxidant reactant in the fuel processor.
  • FIG. 3 is a simplified schematic diagram of an embodiment of an engine system comprising a fuel processor, with the fuel processor located within an engine exhaust stream conduit so that during operation of the engine heat transfer between the fuel processor and the engine exhaust stream occurs.
  • the fuel processor employs an oxidant reactant that is supplied from an external source, for example, an air blower.
  • FIG. 4a is an end view showing an example of how a fuel processor can be located within an engine exhaust stream conduit in an engine system.
  • FIG. 4b is a cross-sectional view of the fuel processor located within an engine exhaust stream conduit in an engine system, as illustrated in FIG. 4a, along section A-A.
  • an engine system comprises a fuel processor, such as a syngas generator
  • the fuel processor further comprising a housing is located within an engine exhaust stream conduit so that so that during operation of the engine, heat transfer between the fuel processor and the engine exhaust stream occurs.
  • the interior reaction chamber of the fuel processor is substantially enclosed in a housing and is not fluidly connected to receive engine exhaust directly from the engine exhaust stream conduit, but rather is supplied with an oxidant reactant stream from another source separate from the exhaust stream of the engine, for example, a blower, air compressor, or engine air intake manifold, or from a supercharger or turbo-compressor of an engine.
  • the fuel processor produces a product stream including, for example, a hydrogen-containing gas stream, syngas stream or flue gas stream, and/or sensible heat that can be beneficially employed by a downstream device or process. For example, it can be used to regenerate or enhance the performance of one or more exhaust after- treatment devices, as a supplemental fuel for an engine, as a fuel for a fuel cell, and/or in other hydrogen consuming devices.
  • FIG. 3 is a simplified schematic diagram of a preferred embodiment of an engine system 31 comprising engine 32 that produces an exhaust stream that flows into exhaust conduit 33, through an exhaust after-treatment assembly 34 and outlet conduit 35, before exiting into the atmosphere.
  • Engine 32 can be, for example, a lean burn combustion engine.
  • Exhaust after-treatment assembly 34 can reduce the amount of regulated emissions in the exhaust stream and can include one or more valves, sensors, conduits, branches and/or exhaust after-treatment devices including, for example, a diesel oxidation catalyst (DOC), lean NO x trap (LNT), selective catalytic reduction (SCR), and/or diesel particulate filter (DPF).
  • DOC diesel oxidation catalyst
  • LNT lean NO x trap
  • SCR selective catalytic reduction
  • DPF diesel particulate filter
  • Engine system 31 also comprises a fuel processor, in this embodiment a syngas generator (SGG) 36.
  • SGG 36 comprises a housing (not shown in FIG. 3) that substantially encloses an interior reaction chamber (not shown in FIG. 3) where fuel reforming and combustion reactions occur.
  • SGG 36 is located within exhaust conduit 33 so that during operation of engine 32, heat transfer between SGG 36 and the engine exhaust stream occurs.
  • SGG is configured so that at least a portion of the exhaust stream from engine 32 flows over at least a portion of the housing of SGG 36, and so that the exhaust stream can beneficially transfer sensible heat from SGG 36 to downstream exhaust after-treatment assembly 34.
  • one or more exhaust after-treatment devices can be located upstream of SGG 36 and/or one or more fuel processors can be located within exhaust conduit 33. Also optionally, one or more exhaust legs and/or exhaust after-treatment devices can be configured in parallel downstream of one or more fuel processors.
  • the reaction chamber of SGG 36 is supplied with air (or another oxidant reactant stream) via an oxidant supply subsystem (located external to exhaust conduit 33) comprising oxidant conduit 40 and blower 39.
  • oxidant supply subsystem located external to exhaust conduit 33
  • Optional devices including, for example, valves, filters, sensors, metering devices, can be employed within the oxidant supply subsystem and/or along oxidant conduit 40.
  • a fuel reactant stream from a fuel supply subsystem (comprising fuel tank 37 and fuel conduit 38) is introduced into SGG 36, via fuel conduit 38. This can be the same tank from which fuel is supplied to engine 32, or can be a separate tank.
  • Optional devices including, for example, valves, filters, sensors, a fuel pump and/or fuel metering device, can be employed within the fuel supply subsystem and/or along fuel conduit 38.
  • the supply of fuel and oxidant reactant streams and operation of SGG 36 are controlled by a controller 60.
  • the product stream exits SGG 36 through an outlet port (not shown in FIG. 3), into the exhaust stream, at conditions desired for regeneration of exhaust after-treatment devices.
  • the SGG product stream optionally combines with the engine exhaust gas stream, flows through exhaust conduit 33 into exhaust after-treatment assembly 34, where it may be employed, before flowing into outlet conduit 35 and exiting into the atmosphere.
  • the product stream from SGG 36 can be diverted to other hydrogen-consuming devices or other components (not shown in FIG. 3) in engine system 21 via valves and conduits (not shown in FIG. 3).
  • SGG 36 can be operated when the engine is not running or substantially independently of engine operation.
  • SGG 36 can reach extreme temperatures and can produce a product stream that can be hot, flammable, and hazardous.
  • SGG 36 can be a non-catalytic partial oxidation fuel processor, which during normal operation, along with the product stream, can reach temperatures up to about 1400°C.
  • Locating SGG 36 within exhaust conduit 33 offers personnel protection from the extreme temperatures of the SGG and can act to contain leakage of potentially flammable and harmful gasses from the SGG if leakage occurs. This containment feature can reduce the requirement for flammable and/or hazardous gas sensors, enable a higher operating pressure for the SGG and/or offer the advantages of reducing the complexity, cost, weight and volume of SGG 36.
  • locating SGG 36 within exhaust conduit 33 can reduce the need for a product stream conduit and diverter valve, which can advantageously reduce the pressure drop across SGG 36, and/or reduce the power required and energy consumed to compress W
  • SGG 36 is operated to produce and introduce a product stream including, for example, a hydrogen- containing (syngas) stream or a flue gas stream, to heat or regenerate one or more components of exhaust after-treatment assembly 34.
  • the equivalence ratio (ER) of the reactants introduced into SGG 36 can be adjusted to change the composition and temperature of the product stream, for example to produce a syngas stream or a flue gas stream.
  • the term equivalence ratio (ER) herein refers to the ratio between the actual amount of oxygen supplied and the theoretical stoichiometric amount of oxygen that would be required for complete combustion of the fuel.
  • An ER of greater than 1 represents a fuel lean mode (excess oxygen) that typically creates a flue gas stream, while an ER of less than 1 represents a fuel rich mode (excess fuel) that typically creates a syngas stream.
  • SGG 36 can be operated when the engine is not running or substantially independently of engine operation.
  • FIG. 4a is an end view showing an example of how a fuel processor such as a syngas generator can be located within an engine exhaust stream conduit in an engine system
  • FIG. 4b is a cross-sectional view of the syngas generator arrangement illustrated in FIG. 4a, along section A-A.
  • spacers 41 assist in locating and holding SGG 46 within exhaust conduit 43 and create plenum 42 where an engine exhaust stream can flow over housing 50 of SGG 46.
  • Housing 50 encloses an interior reaction chamber 51 where fuel reforming and combustion reactions occur.
  • Spacers 41 can also serve as heat transfer surfaces or fins.
  • Plenum 42 is fluidly connected, for example, to an upstream engine exhaust conduit and to a downstream exhaust after-treatment assembly (both not shown in FIGs 4a and 4b).
  • An externally supplied oxidant reactant stream for example, an air stream supplied by a blower, is introduced into SGG 46 via oxidant conduit 44.
  • a fuel reactant stream is introduced into SGG 46 via fuel conduit 45.
  • the reactants are converted into a product stream (for example, a syngas or flue gas stream) within SGG 46, before exiting SGG 46, via cap 47 into plenum 42.
  • the product stream mixes with and is transported by the exhaust stream that flows through plenum 42, creating a mixed gas stream.
  • the mixed gas stream flows downstream to an exhaust after-treatment assembly where it can be beneficially employed. Heat from both the product stream and SGG 46 are transferred to the exhaust stream and downstream after-treatment assembly. Port 48 and port 49 can allow for various sensing or other devices to be attached to SGG 46.
  • SGG 46 can be configured so that at least a portion of the product stream can be supplied via a conduit to an external hydrogen- consuming device (not shown in FIGs. 4a or 4b), so that at least a portion of the product stream is directed away from plenum 42 and exhaust conduit 43. Also optionally, SGG 46 can be operated to produce and introduce the product stream into plenum 42 (or to an external device) without the flow of the exhaust stream (for example, when the engine is not operating).
  • an air stream (for example, supplied via a blower) can offer the advantages of increased and repeatable control of the reactant supply to, and operation of, the fuel processor substantially independently of the operation of the engine.
  • the air stream can be supplied when desired, can comprise a nearly constant level of oxygen, at a desired flow rate and pressure, and at conditions that are substantially independent of the operating condition of the engine.
  • an oxidant stream that is independent of the operating condition of the engine enables the fuel processor to be employed in engine system applications where the engine exhaust stream may not contain a sufficient level of oxygen including, for example, engines that operate with a near stoichiometric air-to-fuel ratio, or in applications where a product stream is desired also during times when the engine is not operating.
  • Alternatives to a blower include supplying oxidant reactant to the fuel processor via an air compressor, a turbo-compressor, a supercharger, from a storage tank, or from the air intake subsystem of an engine.
  • Many exhaust after-treatment devices comprise catalysts and/or other materials for which the reaction or activity rates increase with increasing temperature.
  • the activity of certain oxidation catalysts increases substantially above about 150°C; and the NO x conversion efficiency of a LNT typically increases substantially above about 250°C.
  • the time desired to desulfate a lean NO x trap (LNT) can decrease substantially above about 500°C; and the time desired to regenerate a particulate filter can decrease substantially above about 600°C.
  • Employing sensible heat released from a fuel processor as well as a hot product stream can advantageously increase the temperature of the exhaust stream and downstream exhaust after-treatment devices including, for example, during start-up or idle conditions of the engine, during operation of the engine system in cold environments and/or during a regeneration process of an exhaust after-treatment device.
  • Utilizing sensible heat that would otherwise be released as waste heat into the atmosphere in a separately configured fuel processor can offer the advantages of increasing the thermal efficiency, reducing the fuel penalty and/or reducing the volume of a fuel processor.
  • the housing of the fuel processor can comprise devices and features that can increase the heat flux of the fuel processor or transfer of sensible heat from the fuel processor to the exhaust stream of the engine in the engine exhaust stream conduit.
  • the housing can comprise protruding fins that increase the surface area of the fuel processor that is in contact with the exhaust stream.
  • the cooling effect of the exhaust gas stream as it transfers heat away from the fuel processor can beneficially reduce the requirement for an additional cooling system for the fuel processor, which can advantageously further reduce the complexity, cost, weight, volume and/or footprint of the fuel processor.
  • the fuel processor can be operated to produce a product stream substantially independently of the engine operation.
  • the fuel processor can be operated to produce a product stream and regenerate an exhaust after-treatment assembly while the engine is turned off.
  • a lesser amount of product stream from the fuel processor can create a fuel-rich condition desired for the regeneration process of the exhaust after-treatment assembly, resulting in advantageously reducing the fuel consumption for the regeneration process.
  • a regeneration process for the exhaust after-treatment assembly can be programmed to occur prior to starting of the engine or after the engine has been turned off.
  • the fuel processor can be operated to produce and introduce a product stream into an exhaust after-treatment assembly to heat the assembly if the exhaust after-treatment assembly is below a desired threshold temperature value or as a pre-programmed sequence of events including, for example, producing and introducing a product stream into the exhaust after-treatment assembly prior to and/or during the start of the engine to heat it up.
  • the fuel processor can be operated to produce a syngas or flue gas product stream in order to heat the exhaust after-treatment assembly by reacting hydrogen in the product stream with catalyst in the exhaust after-treatment assembly and/or by transferring sensible heat from the product stream to the exhaust after-treatment assembly. Heating the exhaust after-treatment assembly when the exhaust after-treatment assembly is cold can advantageously reduce the levels of regulated emissions in the exhaust stream during a cold start of the engine or when the engine is operated in cold conditions.
  • the fuel processor is a syngas generator that is a non- catalytic partial oxidation reformer that during normal operation is operated to produce a syngas or flue gas stream.
  • the fuel processor integration into an engine system and the operating methods described herein can be implemented for various types of fuel processors including SGGs, reformers or other reactors used to produce hydrogen-containing gas streams. These can be of various types, for example, catalytic partial oxidizers, non-catalytic partial oxidizers, and/or autothermal reformers. Suitable reforming and/or water-gas shift catalyst can be employed in the fuel processor.
  • the fuel supplied to the fuel processor can be a liquid fuel (herein meaning a fuel that is a liquid when under International Union of Pure and Applied Chemistry (IUPAC) defined conditions of standard temperature and pressure) or a gaseous fuel.
  • Suitable liquid fuels include, for example, diesel, gasoline, kerosene, liquefied natural gas (LNG), fuel oil, methanol, ethanol or other alcohol fuels, liquefied petroleum gas (LPG), or other liquid fuels from which hydrogen can be derived.
  • Alternative gaseous fuels include natural gas and propane.
  • the fuel processor can be deployed in various end-use mobile or stationary engine system applications where a hydrogen- consuming device is employed and/or hot gas is needed.
  • the product stream can be directed to one or more hydrogen-consuming devices for example an exhaust after-treatment device, a fuel cell, or a combustion engine.
  • the engine is a lean burn combustion engine.
  • the engine can be a near stoichiometric air-to-fuel ratio type engine.
  • Suitable fuels supplied to the engine include, for example, diesel, gasoline, kerosene, liquefied natural gas (LNG), fuel oil, methanol, ethanol or other alcohol fuels, liquefied petroleum gas (LPG), jet, biofuel, natural gas or propane.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un système de moteur qui comprend un processeur de carburant alimenté en air et en un jet de carburant afin de produire un jet de gaz contenant de l'hydrogène. Le processeur de carburant comprend un boîtier et au moins une partie du boîtier est située dans un conduit de jet de gaz d'échappement provenant du moteur. Au cours du fonctionnement du moteur se produit le transfert thermique entre le processeur de carburant et le jet de gaz d'échappement du moteur. Un ensemble de post-traitement des gaz d'échappement est situé en aval du processeur de carburant et est connecté de manière à recevoir sélectivement le jet de gaz contenant de l'hydrogène provenant du processeur de carburant.
PCT/CA2010/002080 2009-12-31 2010-12-24 Système de moteur avec processeur de carburant à refroidissement par gaz d'échappement Ceased WO2011079396A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP10840265.2A EP2526268A4 (fr) 2009-12-31 2010-12-24 Système de moteur avec processeur de carburant à refroidissement par gaz d'échappement
US13/535,585 US20120297752A1 (en) 2009-12-31 2012-06-28 Engine System With Exhaust-Cooled Fuel Processor

Applications Claiming Priority (2)

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US29172709P 2009-12-31 2009-12-31
US61/291,727 2009-12-31

Related Child Applications (1)

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US13/535,585 Continuation US20120297752A1 (en) 2009-12-31 2012-06-28 Engine System With Exhaust-Cooled Fuel Processor

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WO2011079396A1 true WO2011079396A1 (fr) 2011-07-07

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US (1) US20120297752A1 (fr)
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WO (1) WO2011079396A1 (fr)

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US8950199B2 (en) * 2010-03-27 2015-02-10 Perfectly Green Corporation System and method for energy allocation
CN104769253A (zh) 2012-09-05 2015-07-08 艾克森股份有限责任公司 均质燃料增强系统及所使用的气体处理器
US9740228B2 (en) 2015-05-29 2017-08-22 Perfectly Green Corporation System, method and computer program product for energy allocation
RU2626190C1 (ru) * 2016-04-25 2017-07-24 Александр Васильевич Шаталов Способ формирования топливовоздушной смеси для двигателя внутреннего сгорания

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EP2526268A1 (fr) 2012-11-28
US20120297752A1 (en) 2012-11-29
EP2526268A4 (fr) 2015-08-12

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