Patent Application
20060048500
This invention relates in general to new and improved devices used for reducing air pollution but more particularly pertains to a system where by, when installed in-line onto a diesel engine exhaust provides for the elimination and/or complete combustion of harmful emissions generated there from. Such emissions including but not limited too, compounds, such as oxides of nitrogen (NOx), hydrocarbons (Cx Hx), carbon monoxide (CO), odors, organic and inorganic particulates (VOC's). The diesel engine exhaust re-burner is of a very simple construction. It is basically formed from one elongated tube which forms a combustion chamber having internal compartments that are partitioned by flow conditioners, or vanes respectively, therein and which when combined with fuel and/or air will generate sufficient heat to then destroy pollution exiting from the engine exhaust. The system is extremely energy efficient in that all of its fuel is combusted and this in turn produces the required heat. Furthermore, the combustion chamber system does not require any moving parts or maintenance, respectively.
The pollution produced by the exhaust from internal combustion engines is increasingly of concern. These pollutants include hydrocarbon, carbon monoxide (CO), nitrogen oxide (NO.sub.x), and particulate emissions. The type and amount of emissions depend, among other things, on the type of engine and fuel system and on operating conditions. For example, diesel engines produce relatively low amounts of CO, but produce significant amounts of particulate matter in the form of soot, that is comprised of carbon, ash, that is comprised of inorganics, and polynuclear aromatic and aliphatic hydrocarbons (PAHs), that are condensed about the carbon nuclei of the soot. 1994 U.S. particulate emissions standards require that diesel engines emit particulates of no more than 0.1 g/BHP/hr. NO.sub.x emissions are also a significant problem for diesel engines.
Porous ceramic and other filters have been used to capture unwanted particulate matter in the form of soot, ash, and PAHs condensed about the carbon nuclei of the soot, which are entrained in the emission stream of diesel engines. The soot is “sticky” and adheres quite readily to the walls defining the pores of the ceramic and other filters. However, after prolonged filtration, the soot so accumulates in the filters as to obstruct the pores. An obstructed filter induces a back pressure in the exhaust line which can affect engine operation and reduce the effective throughput of the filters, necessitating the cleaning or replacement of the filters.
Thermal regeneration to remove the accumulated soot from the filters is known, such as by embedding resistive filaments in the ceramic matrix that oxidize the accumulated soot when energized. However, because hot spots tend to be formed thereby that cause thermal failures in the ceramic, not only is care required to prevent degradation of the filter matrix in the locale of the hot spots, but also degraded filters must be periodically monitored to ensure that they comply with the clean air emission standards. Fine ceramic particles can also be eroded and travel downstream, where they can cause damage to the exhaust system piping or to the engine. Further, the PAHs entrained in the diesel exhaust condense at and around 200.degree. to 400.degree. C. Filters which employ thermal regeneration techniques are generally located at the diesel exhaust manifold close to the engine and typically operate at temperatures well above the boiling point of the PAHs, which makes them generally unsuited to unburned PAH emission control or use in a recirculation line. Moreover, thermally regenerated filters are prone to failure by melting and cracking of the ceramic matrix during the high-temperature regeneration periods.
An alternative to thermal regeneration of the soot filters is aerodynamic regeneration using pulses of compressed air flowing through the trap in a direction opposite to the exhaust. In the aerodynamically regenerated traps, the filter encounters relatively low temperatures, in the range of 200.degree. C. to 300.degree. C., since these traps can be placed at any location in the exhaust pipe, even far from the engine. Moreover, the intermittent pulsing of the regeneration compressed air further cools the filter. An example of an aerodynamically regenerated trap is shown in U.S. Pat. No. 4,875,335, entitled “Apparatus and Method for Treating an Exhaust Gas From a Diesel Engine.” In U.S. Pat. No. 5,013,340, entitled “Rotating Diesel Particulate Trap”, incorporated herein by reference, particulates are continuously removed by rotating a particulate trap such that, while one sector thereof is exposed to diesel exhaust flowing in one direction, another sector thereof is exposed to a counter flowing stream of high-velocity (high-mass) air provided either by a fan or a compressed air tank.
Early aerodynamically regenerated traps channeled the regeneration air to bag-houses, where the soot was retained in fiber bags. The bags were cleaned or replaced as needed. The traps functioned effectively in this configuration, since the large filtration area of the fiber bags offered minimal resistance or back-pressure to the flow of the regeneration air through the ceramic filter. However, periodically, the bags must be collected and removed, creating a disposal problem. Thus, particulate trap systems were developed incorporating incinerator sections that burned the particulates in a separate chamber, away from the ceramic filter. By burning the particulates away from the ceramic filter, the filter does not experience elevated temperatures and thermal failures are avoided.
A known incineration system uses a dead-flow cylinder positioned directly below the ceramic filter. A heating element is located at the bottom of the cylinder. If the volume of the dead-flow cylinder is sufficiently large, the momentum of the regeneration air is dissipated in the cylinder and the soot eventually settles on the heater. If the volume of the dead-flow cylinder is small, however, the effectiveness of this system is reduced. The performance of this system is satisfactory if regeneration is performed off line, i.e., while the engine is stopped and no exhaust is flowing through the filter. If regeneration occurs on-line, the cleaning effectiveness of the filter deteriorates with time, probably caused by the re-entrainment of soot in the engine-exhaust stream and re-entry into the ceramic filter. Blocking the exit of the incineration chamber with a fibrous filter has not been found to improve the system since the filter creates large back pressures this impedes the flow of the regeneration air, and quickly becomes plugged.
Exhaust gas re-circulation (EGR) is another known pollution control technique that has been successfully used to reduce NO.sub.x emissions in the exhaust stream from a diesel engine. With EGR, a portion of the exhaust is re-circulated back into the engine. The exhaust gas replaces a portion of the combustion air in the engine, resulting in less oxygen available to enter into the reactions, and lowers the temperature at which combustion occurs. A lower concentration of NO.sub.x emissions in the exhaust gas stream results.
It is therefore an object of the present invention to provide an engine pollution re-burner system that overcomes the drawbacks and disadvantages associated within the known prior art. For example, the present invention has been simplified and accomplishes unusual results heretofore not achieved. The system itself includes substantially an elongated tube that is internally partitioned forming interconnected multiple compartments that are individually partitioned by flow conditioners (vanes) for controlling velocity and swirling of the gases.
Another object of the present invention is to provide an engine pollution re-burner system that requires little or no maintenance, and is extremely efficient and durable.
Still another object of the present invention is to provide an engine pollution re-burner system that can be easily manufactured, is extremely cost effective, very efficient and marketable.
It is a very important object of the present invention to provide an engine pollution re-burner system that eliminates all, or at least a very large percentage, such as 99.99% of all the contaminants associated with the engine pollution from diesel engines.
Yet another important object of the present invention is to provide an engine pollution re-burner system wherein all of the typical pre-existing components, such as the fuel dispensing means, igniters, blowers, etc., that most other pollution systems require are now completely eliminated which is most advantageous and cost effective.
Another object of the present invention is to provide an engine pollution re-burner system that eliminates the need for any particulate traps to catch and hold particulate matter and other unburnt compounds to be dealt with at a later time. Additional fuels and/or air mixtures associated with the prior art are also eliminated, as the present system is completely self-contained and operational only requiring a power source, the same power source as the system engine. Unburnt fuel, VOC's and odors will also be eliminated by the reburner system.
Still another important object of the present invention is to provide an engine pollution re-burner system that is, to a large extent a retrofit, and no modifications to the actual diesel engine are required.
Other objects and advantages will be seen when taken into consideration with the following specification and drawings, etc.
Referring now in detail to the drawings wherein like characters refer to like elements throughout the various views. As depicted in
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Still further within figure (1), (12) represents the air pressure regulator that is used to reduce air pressure coming in from air on/off valve (11) to a lower pressure usable by the re-burner system. For example, air from air pressure regulator (12) is variable by the proportional valve (13) depending on the requirements for more or less heat needed for the re-burner system.
Further depicted in
Further depicted herein, (26) represents exhaust input from the diesel engine. Whereby, exhaust from the engine is fed through this tube past the exhaust passage way (24) around the nozzle system and on into the combustion chamber to be destroyed. Still further, the re-burner system includes a catalytic converter (29). Thus, when the engine is sped up it will produce more Nox, Co and other pollutants than normal and the catalytic converter will address and resolve such pollutants as required accordingly. It is to be understood that before the pollution and/or combustible gases enter the exhaust inlet, the engine speed sensor will indicate an increase in the engines RPM's, thus the voltage input to the micro-controller will be proportional to engine speed, respectively.
Referring now in detail to
Exterior housing (16) is substantially internally partitioned via multiple flow conditioner disks (31) so as to form a combustion chamber (32), and at least one reactor chamber (33) each of which are in open communication with each other via a centralized flow conditioner disc opening (34) and each of the chambers (32 & 33) are arranged in sequence in-line. The turbulator disks (31) not only function as a partition means but further cause turbulence to create dwell time or delay of the gases when passing from one chamber to the next. Whereby each of the chambers (32 & 33) are designed to retain the pollution and cause delay before allowing the pollution to proceed out to the next chamber or exit the system. This delay or dwell time is very important as this provides for more complete combustion and decomposition of the hydrocarbon fuel and thus provides unusual results heretofore not taught.
Combustion chamber (27) includes an inlet duct (35) for receiving ignited fuel and air mixture that is blown there through from a blower (not shown). The actual blower mechanism is not herein taught as many variations of suitable blowers exist, and such blower mechanisms are well known within the field. However, the blower mechanism used to provide fresh air is to be powered by a motor capable of providing enough fresh air to sustain the combustion process within the combustion chamber. Combustion chamber (27) further includes an outlet duct (36) for expelling the now pollution free gases for use in an environmentally friendly manner.
The actual process or method comprises the gaseous or atomized liquid fuel being injected into the combustion chamber (27) through the air fuel inlet duct (35) to produce intense heat. Exhaust from the diesel engine is input into the system via the diesel engine exhaust passageway (24). Wherein the combustion chamber (27) is used for heating the system up to a temperature sufficient to burn any un-burnt hydrocarbon fuel. Whereby virtually all hydrocarbon fuel within the exhaust gases has been digested or destroyed. The reactor chamber (31) is used for receiving the superheated gases from the combustion chamber (32) and will eliminate all pollutant material within the gases being digested or destroyed in the combustion chamber (32) as well as any un-burnt fuel and is allowed to burn as hot as possible.
Referring now to
It is to be understood each of the flow conditioners (34) can be fixedly attached in place by any suitable attachment means of choice, such as by welding or the like. Also, there are many variations for the actual construction of each of the flow conditioners, therefore the following is only exemplary of one possible configuration and thus the invention is not to be limited thereto.
For more descriptive clarification of the flow conditioners (34), I refer now to
As can further be seen within
Whereby, it can now be seen that due to use of the flow conditioners (34) the system provides highly increased dwell and/or burn time and this is the key or secret to total combustion. This is easily accomplished due to the variable angle of the vanes (38) on the flow conditioners that set the direction and velocity of the swirling gases. This allows the heated gases to be retained inside each chamber and elevated to a high temperature for a period of time instead of being immediately exhausted throughout the outlet duct (36). This process is continued until there is nothing left but purified gases, thus no Cx Hx fuels particulate matter, etc. Thereafter the heated gases are expelled from within the housing via the outlet duct, respectively.
Once the pollution and/or hot gases are combusted, the now pollution free hot gases and/or air may be used for energy purposes in an environmentally friendly manner, such as for heating or the like if desired.
Therefore as can be seen in
It can now be seen I have herein provided a re-burner system that is of simple construction, is environmentally friendly, economical to produce and manufacture, is extremely efficient and adaptable for numerous uses of choice.
Although the invention has been herein shown and described in what is conceived to be the most practical and preferred embodiment, it is recognized that departures may be made there from within the scope and spirit of the invention, which is not to be limited to the details disclosed herein but is to be accorded the full scope of the specification so as to embrace any and all equivalent devices and apparatuses.
| Number | Date | Country | |
|---|---|---|---|
| 60609063 | Sep 2004 | US |
