Patent Application
20080092532
The invention is based on a device and a method as generically defined by the preambles to the independent claims. In Otto and diesel engines, exhaust gas cleaning is gaining ever-increasing significance. In the superstoichiometric exhaust gas, that is, in lean operation of an Otto engine or in the operation of a diesel engine, the nitrogen oxides that occur in combustion cannot be adequately decomposed, because of the oxygen excess. Therefore, even in diesel vehicles, extensive exhaust gas posttreatment with regard to particle emissions and NOx emissions is necessary. To reduce NOx emissions, the NOx storage-type catalytic converters are attractive. They store nitrogen oxides even under superstoichiometric conditions. As the quantity of stored nitrogen oxides increases, the storage capacity decreases, so that the storage-type catalytic converter must be cleaned out again or regenerated at regular intervals This is possible only in a reducing environment; that is, rich exhaust gas conditions (lambda value <1) must first be established. From German Patent Disclosure DE 100 62 956, it is also known to generate a reducing agent on board the motor vehicle, outside the exhaust gas line of the internal combustion engine of a motor vehicle, and to supply it downstream of the engine to the exhaust gas before entry into a deNOx catalytic converter.
The device of the invention and the method of the invention for producing an operating medium have the advantage over the prior art of furnishing an operating medium as needed and dynamically, in particular a synthetic gas, with fast starting times and tailored response capability. Compared to the quantity of operating media that are typically generated, the dieseling volume is small, so that in addition to as-needed furnishing within short times, inaccurate dosages and thus overly high consumption of operating media and overly high environmental burdens are avoided. The system according to the invention can be employed in manifold ways, in particular for furnishing synthetic gas with high proportions of hydrogen and carbon monoxide to regenerate NOx storage-type catalytic converters. Moreover, the system can be used to regenerate and desulfatize soot particle filters. Besides these applications in diesel-engine exhaust gas posttreatment, a synthetic gas furnished by means of the device of the invention can also be used for improved engine performance with regard to cold starting and mixed operation; that is, it can be added to the fuel that the engine uses to drive the motor vehicle. Moreover, hydrogen generated by means of the device of the invention can also serve as fuel in mobile fuel cell systems.
By means of the provisions recited in the dependent claims and in the description, advantageous refinements of and improvements to the devices and methods recited in the independent claims are possible. It is especially advantageous that a combustion chamber is disposed outside the exhaust gas line of the motor vehicle, so that defined air conditions can be established in the chamber.
It is also advantageous to embody the air supply line in such a way that the air flow is subjected to a swirl. By means of an air supply system disposed obliquely or at a right angle to the orifice of the air supply line in the combustion chamber, fast, thorough mixing of the heated initial product with delivered air is attained.
Advantageously, a preheating element is embodied as a glow plug, which is already present as a standard component and efficiently furnishes a relatively small chamber, in particular an annular gap, that can be flushed with initial product, so that first, fast heating of small volumes can be accomplished, and second, a dieseling volume upon shutoff of the system can be kept small, in comparison to the total initial product converted by the device.
By means of an ignition element, especially a spark plug, the heated initial product, already mixed with delivered air, can advantageously be ignited in a way that assures self-maintained combustion.
The initial product delivered in this way via a separate initial product delivery unit is well-heated by means of the small volume of heated and then combusted initial product, in particular by the resultant products of combustion or combustion gases, and at the same time is well mixed with the delivered air, so that a warm or hot mixture of initial product and air is generated in the combustion chamber and can be used efficiently, for instance in a reformer catalytic converter, for partial oxidation to generate a reducing agent, which in a further step can be used in the exhaust gas line of an internal combustion engine to regenerate an NOx storage-type catalytic converter.
Further advantages will become apparent from the further characteristics recited in the other dependent claims and named in the description.
One exemplary embodiment of the invention is shown in the drawing and described in further detail in the ensuing description.
Besides hydrocarbons, or in other words in particular Otto and diesel fuel, hydrogen and/or carbon monoxide can be employed as reducing agents in the regeneration of NOx storage-type catalytic converters. The use of such a synthetic gas comprising hydrogen or carbon monoxide, or a mixture of the two, leads to more-efficient reduction at lower catalytic converter temperatures, in comparison to the use of hydrocarbons. The regeneration of an NOx storage-type catalytic converter can be shifted to temperatures in the range of from 200° C. to 150° C. To avoid having to fill the motor vehicle tank with hydrogen or carbon monoxide from other operating media and to carry the necessary compressed gas or liquid reservoirs along, the synthetic gas can be generated from liquid hydrocarbons, especially Otto and diesel fuel, directly in the vehicle by means of the device of the invention, using a so-called reforming process (known as “CPOX”, the abbreviation for “Catalytic Partial Oxidation”). The system with an integrated burner is distinguished by fast starting times, in the range of less ten seconds, and high dynamics in as-needed furnishing of the hydrogen/carbon monoxide mixture. In the catalytically supported reformation process, air and fuel are converted under substoichiometric conditions, or in other words at a lambda value in the range in particular between 0.3 and 0.45, to a hydrogen- and carbon-monoxide-rich synthetic gas. To that end, the educt mixture entering the reformer catalytic converter 12 for partial oxidation must be prepared with regard to temperature and homogeneous thorough mixing. The fuel, furnished at approximately 2 to 3 bar from a vehicle tank, via a conventional electric fuel pump, not shown in detail, and a pressure holding valve, is delivered as needed to the burner via the low-pressure injection valve 1. To achieve stable combustion with low emissions, the fuel is evaporated in the burner by means of the glow plug 4. To avoid pulsation in the burner that can lead to extinguishing of the flame and increased emissions, the valve is preferably operated at timing frequencies above 30 Hz. The metered fuel flows via the fuel line 2, embodied as a small tube, into the annular gap 15 and evaporates on the hot surface of the glow plug. Because of the small cross-sectional area of the small tube 2, the injection valve 1 is thermally decoupled from the hot evaporator region. The pulsation of the required combustion air is done via the air supply line 3, which can be subjected to air via an electromagnetically actuatable valve not show in further detail, a throttle restriction, or some other suitable method; the air can be drawn from a pressure reservoir as a function of the counterpressure of the exhaust gas at approximately 0.2 bar (in idling) to 1.5 bar (at full load, especially if the diesel particle filter is already full). The filling of the air reservoir, which is not shown further, is done via a compressor or the turbocharger present in the vehicle, since because of the comparatively high counterpart exhaust gas pressures of up to 500 mbar in the vehicle, conventional blowers do not suffice to furnish the required pilot pressure for metering the air. The burner air is delivered at a tangent to the evaporator or burner via the swirl chamber 3a. The mixing of the air with the evaporated fuel (fuel as the initial product) is thus reinforced. The imposed swirl, by forming recirculation zones, further favors complete combustion and the stabilization of the flame inside the combustion chamber 8. For ignition of the mixture of evaporated fuel, delivered via the injection valve 1, and the air as the mixture enters the combustion chamber 8, either two ignition electrodes or the conventional spark plug 7 is used, by means of which electrodes or spark plug an arc is generated via high electrical voltage. The ignition is necessary here only upon starting of the burner, since the flame maintains itself. This is possible because the combustion chamber 8 is in a defined state with defined gas flows, or in other words is not located inside an exhaust gas line of the motor vehicle, in which stable flame operation cannot be assured, given the variation gas pressures and different gas compositions. Moreover, the air swirl promotes good mixing and thus efficient combustion. The flame holder 14 or metal net 14 furthermore stabilizes combustion, once induced, of the fuel delivered via the injection valve 1 and evaporated by means of the glow plug 4. In the region of the outlet opening 6 from the swirl chamber and the spark plug 7, superstoichiometric conditions prevail (lambda value between 1.1 and 1.2), so that the fuel delivered via the injection valve 1 can be combusted completely. In burner operation in the region of the spark plug, upon combustion of the fuel from the injection valve 1, combustion conversions are attained that lead to a thermal output in the range between 0.5 and 3 kilowatts. Following the combustion, fuel is added as an initial product for the reformer catalytic converter 12 via the second low-pressure injection valve 9. Because of the high impetus of the fuel emerging from the nozzle opening of the injection valve 9, the fuel can be delivered through the combustion chamber 8 to the catalytic reformation process in the catalytic converter 12 without restricting the stability of the burner. The fuel, introduced in liquid form, from the injection valve 9 is evaporated quickly and completely in the hot burner exhaust gas, so that damage to the catalytic converter 12 from the occurrence of fuel droplets can be avoided. In the combustion chamber 8, the fuel delivered via the second injection valve 9 is evaporated completely, but only partially oxidized at most. If a reformer catalytic converter of this kind is used for partial oxidation, a large amount of hydrogen and carbon monoxide occurs. These molecules are to be preferred, despite their lesser reduction potential compared with liquid hydrocarbons, since because of their small size in comparison to long-chained hydrocarbons they are more-reactive and offer the advantage of not sooting up an NOx storage-type catalytic converter that has to be regenerated.
In an alternative embodiment, however, a cracking catalytic converter can also be employed. A cracking catalytic converter chops up long-chained hydrocarbon molecules into short molecule chains, which can likewise be used as reducing agents to regenerate NOx storage-type catalytic converters, although with the disadvantage of partial sooting up of downstream exhaust gas devices. Besides the regeneration of NOx storage-type catalytic converters or diesel particle filters, operating medium emerging via the outlet 13 can also be used in mobile fuel cell systems, in supplementary heaters for passenger cars, such as standby heaters and for reducing emissions in cold starting of vehicles. By mixing hydrogen and carbon monoxide in with the liquid fuel upstream of the engine, the combustion process in the engine can be favorably affected. Crude emissions are produced in a smaller quantity and cannot clog the still-cold exhaust gas catalytic converter. For this purpose, the starting times of the system must be very short, since a majority of the emissions is produced upon starting in approximately the first 30 seconds. In a further alternative embodiment, a second air delivery may be provided in the region of the outlet opening 11 from the combustion chamber, or in a region between the combustion chamber 8 and the catalytic converter 12, in order to deliver oxygen for the partial oxidation of the fuel metered by means of the injection valve 9.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2004 051 905.6 | Oct 2004 | DE | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/EP05/54459 | 9/8/2005 | WO | 4/20/2007 |
