U.S. patent application number 13/373994 was filed with the patent office on 2013-06-13 for particulate trap regeneration.
This patent application is currently assigned to Illinois Valley Holding Company. The applicant listed for this patent is John M. Bailey. Invention is credited to John M. Bailey.
Application Number | 20130145747 13/373994 |
Document ID | / |
Family ID | 48570759 |
Filed Date | 2013-06-13 |
United States Patent
Application |
20130145747 |
Kind Code |
A1 |
Bailey; John M. |
June 13, 2013 |
Particulate trap regeneration
Abstract
A particulate trap is regenerated with a valving mechanism
downstream of the trap for periodically creating a reverse pressure
of about 15 to 60 psig throughout the entire trap, a reversing
apparatus operative after the reverse pressure is created for
starting a regeneration cycle by creating a substantially
instantaneous reverse pressure drop across the porous walls of the
trap to dislodge accumulated particulate cake and by causing the
filtered exhaust gas to flow back through the porous walls to
remove the dislodged particulate from the trap, and controls for
starting and stopping a regeneration cycle.
Inventors: |
Bailey; John M.; (Dunlap,
IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Bailey; John M. |
Dunlap |
IL |
US |
|
|
Assignee: |
Illinois Valley Holding
Company
Chillicothe
IL
|
Family ID: |
48570759 |
Appl. No.: |
13/373994 |
Filed: |
December 7, 2011 |
Current U.S.
Class: |
60/274 ;
60/311 |
Current CPC
Class: |
F01N 3/0233 20130101;
Y02T 10/40 20130101; F01N 9/002 20130101; Y02T 10/47 20130101; F01N
2240/36 20130101 |
Class at
Publication: |
60/274 ;
60/311 |
International
Class: |
F01N 3/023 20060101
F01N003/023 |
Claims
1. In a system for regenerating a particulate trap in an exhaust
system of an internal combustion engine and including a wall-flow
particulate trap having a plurality of porous walls for filtering
engine exhaust and removing particulates therefrom to form a
particulate cake on the porous walls, a valving mechanism
downstream of said trap for periodically creating a reverse
pressure throughout said entire trap, a reversing apparatus
operative after the reverse pressure is created for periodically
creating a substantially instantaneous reverse pressure drop across
the porous walls of said trap to dislodge accumulated particulate
cake and causing the filtered exhaust gas to flow back through the
porous walls to remove the dislodged particulate from said trap,
and controls for starting and stopping a regeneration cycle, the
improvement comprising: the valving mechanism downstream of the
trap is operative to increase the back pressure to a range from
about 20 psig to about 35 psig which is within the limit of the
exhaust valve operation.
2. A system according to claim 1, further characterized in that the
valving mechanism downstream of the trap is also operative as an
exhaust brake.
3. A system for regenerating a particulate trap as set forth in
claim 1 wherein the valving mechanism includes a relief valve
having a first open position permitting flow of filtered exhaust to
atmosphere and a second position restricting flow of the filtered
exhaust until the pressure throughout the exhaust system reaches a
pre-selected level.
4. A system for regenerating a particulate trap as set forth in
claim 1 including a purge duct upstream of said trap for receiving
the dislodged particulate from said trap, and wherein the reversing
apparatus includes a valve associated with the purge duct.
5. A system for regenerating a particulate trap as set forth in
claim 4 wherein the controls are operative for opening the purge
duct valve to thereby drop the pressure at the inlet side of the
filter and thereby create a pressure drop sufficient to dislodge
portions of the cake.
6. A particulate trap system according to claim 1 wherein the
controls are actuated following attainment of a pre-selected trap
exhaust pressure drop during normal filtration operation of the
engine.
7. A particulate trap system according to claim 1 wherein the
wall-flow particulate trap has a porosity in the range of about 42
to 52%.
8. A particulate trap regeneration system comprising: (a) a
particulate trap in an exhaust system of an internal combustion
engine, the trap having a plurality of porous walls for filtering
engine exhaust and removing particulates therefrom to form a
particulate cake on the porous walls; (b) a valving mechanism
downstream of the trap for periodically creating a reverse pressure
of about 15 to 60 psig throughout the entire trap; (c) a reversing
apparatus operative after the reverse pressure is created for
starting a regeneration cycle by creating a substantially
instantaneous reverse pressure drop across the porous walls of the
trap to dislodge accumulated particulate cake and by causing the
filtered exhaust gas to flow back through the porous walls to
remove the dislodged particulate from the trap; and (d) controls
for starting and stopping a regeneration cycle.
9. The system of claim 8 wherein the valving mechanism includes a
relief valve having a first open position permitting flow of
filtered exhaust to atmosphere and a second position restricting
flow of the filtered exhaust until the pressure throughout the
exhaust system reaches a pre-selected level.
10. The system of claim 9 additionally comprising a purge duct
upstream of the trap for receiving the dislodged particulate from
said trap, and wherein the reversing apparatus includes a purge
duct valve, associated with the purge duct.
11. The system of claim 10 wherein the controls are operative for
opening the purge duct valve to thereby drop the pressure at the
inlet side of the filter and thereby create a pressure drop
sufficient to dislodge portions of the cake.
12. A method of regenerating a particulate trap in an exhaust
system of an internal combustion engine, comprising the steps of:
creating a back pressure throughout the entire exhaust system from
a location downstream of the trap to a level of at least about 20
psig; releasing the back pressure at a location upstream of the
trap to create a pressure drop across the entire trap and reverse
flow through the entire trap sufficient to remove particulate
matter stored in the trap; collecting the released particulate
matter; and thereafter resuming normal filtration.
13. The method of claim 12 wherein the back pressure created is
about 20 to 35 psig.
14. The method of claim 12 wherein the back pressure is released to
create a substantially instantaneous pressure drop across the
entire trap.
15. The method of claim 14 wherein the back pressure is released by
opening a purge duct valve.
16. The method of claim 15 wherein the back pressure is created
with an exhaust brake.
Description
FIELD OF THE INVENTION
[0001] The present invention relates generally to methods and
apparatus for removal of particulate from engine exhaust and more
particularly to an improved particulate filter system, and a method
of operating.
BACKGROUND OF THE INVENTION
[0002] Diesel engines burn diesel fuel to produce power. The
exhaust gas from a diesel engine contains carbon dioxide and water.
However, the exhaust gas also contains particulates and nitrogen
oxides (NOx), both of which are air pollutants. The United States
Environmental Protection Agency (EPA) has issued increasingly
stringent standards for particulate and NOx emissions from diesel
engines. For example, the standards in place in October, 2002
include 0.1 gram per horsepower hour (g/hp-hr) for particulates and
2.0 g/hp-hr for NOx. In 2007 these were further reduced to 0.01
g/hp-hr for particulates and 0.2 g/hp-hr for NOx. Industry has
intensive programs aimed at achieving these requirements.
[0003] Bailey, U.S. Pat. No. 7,269,942, Sep. 18, 2007, discloses a
method and apparatus for filtering or trapping particulate from
engine exhaust and periodically disposing of the collected soot and
ash. The system uses a monolithic ceramic trap having passages with
porous walls through which the exhaust is passed to filter out the
particulates at very high (about 90 to 98%) trapping efficiency.
The systems use wall-flow traps in single or multi-trap
configurations. Each of these systems can be used with any diesel
engine and is capable of achieving the EPA particulate standards
for the foreseeable future. Engine manufacturers can concentrate on
achieving the very challenging NOx standards without concern for
particulate emissions control. The particulate trap system can also
be used for retrofit applications. Other particulate trap systems
are disclosed in Bailey et al., U.S. Pat. No. 6,233,926, May 22,
2001; Bailey et al., U.S. Pat. No. 6,989,045, Jan. 24, 2006; Bailey
et al., U.S. Pat. No. 7,273,514, Sep. 25, 2007; and Bailey, U.S.
Pat. No. 7,992,382, Aug. 9, 2011.
[0004] The wall-flow particulate trap systems use cordierite traps,
such as Corning EX-80 or RC-200, to filter the exhaust gas by
passing it through the porous walls of trap channels. This action
removes about 90 to 98% of the particulate and this collects on the
inside surfaces of the passages as a layer or cake which after a
few hours of operation increases the engine back pressure and must
be removed to prevent adverse affect on engine performance. Most
prior art trap systems remove this layer by burning the particulate
or soot in the trap. To avoid excessive temperatures during this
operation, expensive noble metal catalytic coatings are required
and ultra low sulfur fuel must be used which will not be broadly
available for a number of years. Also, the engines must be operated
at a relatively high average load factor to assure that burn-out
occurs before too much soot is collected. To assure that light-off
temperatures are reached, heaters such as burners or late injection
coupled with catalysts are increasingly employed. Finally, the
incombustible ash builds up and the traps and must then be cleaned
in an expensive and disruptive maintenance operation. It would be
desirable to overcome one or more of these problems.
[0005] Igarashi, U.S. Pat. No. 5,853,438, Dec. 29, 1998, discloses
a particulate filter regeneration system that employs high pressure
compressed air to dislodge accumulated soot and ash. It would be
desirable to eliminate the need for a high pressure compressed air
source.
OBJECTS AND ADVANTAGES
[0006] Accordingly, objects of the present invention include one or
more of the following: (1) provide apparatus for using an
instantaneously applied reverse pressure drop pulse of previously
filtered exhaust gas for effective dislodging and removal of the
soot/ash cake in a single trap or multi-trap particulate trap
systems; (2) provide apparatus for utilization of very high reverse
pressure drops such as those used with diesel engine exhaust brakes
without loss of component life or reliability; (3) provide for
regeneration in a simple and inexpensive arrangement which can be
independent of the engine or its controls; and (4) provide a
regeneration system which in one embodiment obtain the reverse
pressure across the porous walls of the trap from the high back
pressure utilized in diesel exhaust brake systems and using a
commercially available exhaust brake installed downstream of the
particulate trap.
SUMMARY OF THE INVENTION
[0007] In accordance with the present invention there is provided a
system for regenerating a particulate trap in an exhaust system of
an internal combustion engine and including a wall-flow particulate
trap having a plurality of porous walls for filtering engine
exhaust and removing particulates therefrom to form a particulate
cake on the porous walls, a valving mechanism downstream of said
trap for periodically creating a reverse pressure throughout said
entire trap, a reversing apparatus operative after the reverse
pressure is created for periodically creating a substantially
instantaneous reverse pressure drop across the porous walls of said
trap to dislodge accumulated particulate cake and causing the
filtered exhaust gas to flow back through the porous walls to
remove the dislodged particulate from said trap, controls for
starting and stopping a regeneration cycle, wherein the valving
mechanism downstream of the trap is operative to increase the back
pressure to a range from about 20 to 35 pounds per square inch
gauge (psig). The particulate trap system can be located almost
anywhere in the exhaust system and may be substantially independent
of the engine and its controls.
[0008] In accordance with another aspect of the present invention
there is provided a method of regenerating a wall-flow particulate
trap having a plurality of contiguous porous walls for filtering
particulate from an exhaust system of an internal combustion
engine, the method including the steps of: creating a back pressure
throughout the entire exhaust system from a location downstream of
the trap to a level of at least about 20 psig and preferably in the
range of about 20 to 35 psig; releasing the back pressure at a
location upstream of the trap to create a pressure drop across the
entire trap and reverse flow through the entire trap sufficient to
remove particulate matter stored in the trap; collecting the
released particulate matter; and thereafter resuming normal
filtration.
[0009] The disclosed particulate trap systems avoid the necessity
of using high pressure compressed air, used by some companies, by
using a reverse flow of filtered exhaust gas to create a
pulse-induced reverse pressure drop across the trap of sufficient
magnitude and duration to dislodge and erode the accumulated soot
and ash cake and to transport the dislodged particles to an
external chamber for suitable disposal. A feature of the present
invention is that the entire filter is regenerated at once and that
the time of regeneration is extremely short.
[0010] These and other objects and advantages will become apparent
as the same become better understood from the following detailed
description when taken in conjunction with the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] FIG. 1 is a diagrammatic illustration of a system for
regenerating a particulate trap embodying the present
invention.
[0012] FIG. 1-A is a diagrammatic illustration of a control system
utilizable in the FIG. 1 embodiment.
[0013] FIG. 2 is a view similar to FIG. 1 but illustrating a moved
position of the valve mechanism downstream of the trap.
[0014] FIG. 3 is a view similar to FIGS. 1 and 2 but illustrating
moved positions of valves upstream of the trap.
[0015] FIG. 4 illustrates the system and positions of the various
valves when returned to normal filtration.
[0016] FIG. 5 is a diagrammatic cross-section, of a rig used to
load traps for testing.
[0017] FIG. 6 is a diagrammatic cross-section of a rig used for
evaluating regeneration at various reverse pressures.
[0018] FIG. 7 is a table showing the 35 psig regeneration test
data.
[0019] FIG. 8 is a graph of the particulate trap regeneration test
results at 35 psig reverse pressure with a loaded Corning
DuraTrap.TM. 200/12.
[0020] FIG. 9 is a table showing the 20 psig regeneration test
data.
[0021] FIG. 10 is a graph of the particulate trap regeneration test
results at 20 psig reverse pressure with a loaded Corning
DuraTrap.TM. 100/17.
DETAILED DESCRIPTION OF THE INVENTION
[0022] Reference is now made to the drawings wherein like reference
characters represent the same parts or components throughout the
several views.
[0023] FIGS. 1 through 4 show the salient features of a new and
improved particulate trap system 10 in normal filtration mode. Flow
from the engine exhaust enters the particulate trap system from the
left side of the drawing as indicated by the arrows. It then passes
through a normally-open two-way valve Y, then through porous walls
of a wall-flow filter 20, and then through a valving mechanism
(valve X) before exiting the particulate trap system and entering
the atmosphere. Examples of the wall-flow filter are hereinafter
described. The filter 20 generally has a porosity is in the range
of about 42 to 52%. Filters of this porosity range are generally
required to withstand thermal regeneration. Filters having greater
porosities are suitable for use in the regeneration system of this
invention which does not employ thermal regeneration.
[0024] Valve X may be an ordinary two-way valve. However, the
embodiment illustrated is a D-Celerator.RTM. diesel exhaust brake,
generally designated at 21, marketed by United States Gear Corp.
for use as a remote actuated relief valve. This exhaust brake is
electrically actuated and is available in various sizes. It has
been developed to provide pressures up to about 60 psig for diesel
engine braking. The maximum exhaust brake pressure is limited by
the engine. If the back pressure is too great, the springs
operating the engine valves may have insufficient force to close.
When regeneration is carried out in concert with exhaust braking,
the use of a back pressure of about 20 to 35 psig is generally
preferred because the published literature states that this lower
pressure is safe for all diesel engines without modification. This
pressure exceeds the reverse pressure required for regeneration of
a 42 to 52% porosity filter under all conditions that might be
expected in service. However, unless used as an exhaust brake, the
D-Celerator.RTM. is adjusted to provide only enough pressure to
assure adequate regeneration. Greater pressures of about 60 psig or
more are suitable for engines having stronger exhaust valve
springs.
[0025] A pressure switch 22, open during normal filtration, is
operative to close when the particulate trap has been loaded with
particulate and the pressure drop across the filter 20 (i.e.,
upstream pressure P1 minus downstream pressure P2) reaches about 40
inches water gauge (in. W.G.) as sensed by an associated
differential pressure sensor diagrammatically illustrated at 22S.
Forty inches W.G. is a level that typically is chosen for the
particulate to be removed in a process called regeneration.
[0026] A two-position dump valve Z, located in a purge duct 34, is
normally closed but is snapped open to create an almost instantly
imposed reverse pressure drop across the porous walls of the trap
20 to dislodge and remove the collected soot cake or particulate
cake. Hence valve Z operatively provides a reversing apparatus for
back flow through the filter. A tank 36 receives and stores the
dislodged particulate particles. Tank 36 contains a very high
temperature Nichrome wire coil 38 to ignite and burn the collected
particulate matter in the tank. Tank 36 and coil 38 together are
sometimes herein called a particulate disposal unit. A
normally-closed check valve 39 opens to allow effluent from the
tank to be recycled through particulate trap 20. Operation of the
various moveable components is controlled, in part, by a
microprocessor 40 shown in FIG. 1-A.
[0027] Normal filtration shown in FIG. 1 occurs during operation of
the diesel engine. EPA standards require that the exhaust
particulate be removed to present a clean exhaust to atmosphere. As
noted above, during this period the remote actuated relief valve A
and an associated Valve B are wide open. Consequently, the
unfiltered engine exhaust enters the particulate trap system
without restriction and enters the wall-flow porous ceramic trap
20. As the exhaust passes through the porous walls of the trap, the
soot is filtered out and collects on the inner surfaces of the
inlet passages and accumulates as a cake on these surfaces. The
collection of the soot cake results in an exhaust pressure drop
which requires the cake to be dislodged and removed when the
differential pressure across the trap reaches a pre-selected level,
i.e. about 40 in. W.G. This requires the particulate trap system to
be regenerated as shown in FIGS. 2 to 4.
[0028] Referring now to FIG. 2, regeneration of the trap 20 will be
described. As noted earlier, when the pressure drop sensed by
pressure sensor 22S and fed to the microprocessor 40 reaches a
pre-selected level this action starts a number of events:
[0029] Electrical power is supplied by microprocessor 40 causes
valve X to close and thus increasing back pressure in the exhaust
system upstream of valve X to a preselected level hereinafter
described.
[0030] Electrical power is supplied to the coil 38 to provide
resistance heat sufficient to ignite the dislodged particulate
matter.
[0031] The above rise in back pressure will be sensed by pressure
sensor 22S and when it reaches a desired level (generally in the
range of about 20 to 35 psig for existing filters and engines), the
pressure sensor 22S is operative to actuate and close valve Y. As
previously discussed, greater pressures (about 60 psig or more) are
suitable for engines having stronger exhaust valve springs.
[0032] Turning now to FIG. 3, an on-going part of the regeneration
phase will be described. After valve Y is fully closed, dump valve
Z is actuated to almost instantly snap open. The pressure at the
volume between the closed valve Y and the inlet side of wall-flow
trap 20 almost instantly drops to tank 36 pressure. This, in turn,
causes a sharp reverse pressure drop across the porous walls of the
wall-flow trap 20. Depending upon the preselected pressures
described above, the reverse pressure drop is generally in the
range of about 20 to 35 psig. This causes a reverse pressure pulse
which quickly breaks off (dislodges) the particulate cake and
carries the particles out of the trap 20 and into the tank 36.
[0033] Further, this greatly increased pressure (i.e., the range of
about 20 to 35 psig) provides an unobvious result. Attention is
directed to the description of test results hereinafter in this
specification which records that at the lower pressure of the
claimed pressure range (i.e., 20 psig or 1.38 bar gauge) the time
for regeneration (i.e. time of back-flow through the filter) was
reduced to 0.13 seconds! That figure does not represent the total
time from the start of build-up of back pressure until normal
operation is resumed. However, the total time is very short and, in
one measured test, was 2.4 seconds. It can be appreciated that the
regeneration is substantially instantaneous. The term
"substantially instantaneous" is used herein to mean less than
about one second. These times are in stark contrast to the existing
commercial units which require burning of the particulate cake in
situ and which can take six to thirty minutes in duration (i.e.,
360 to 1800 seconds). Further, this reduced time allows
regeneration even while the engine is operating under load. Still
further, the preferred arrangement which utilizes an exhaust brake
21 allows for a synergistic regeneration each time the exhaust
brake is actuated.
[0034] Engine performance, depending on operating conditions and
control, can be altered while the engine is producing power through
combustion, but the significant reduction in time (0.13 seconds)
for the regeneration to be completed allows for operation in this
region without significant increase in the total amount of soot
generated by the engine and subsequent number of regenerations per
day.
[0035] FIG. 4 shows collection and oxidation of the dislodged soot
particles in the tank 36. As the dislodged particulate has been
carried into the tank 36, the pressure in the tank will increase
and will reach a preselected pressure at which pressure the switch
will go from closed to open. This will let the holding relay open
and cause the main timer to expire and the connection at this time
with the DC supply voltage will be broken resulting in deactivation
of valve X and valve Y and these will open and the deactivated dump
valve will be closed by its spring. These actions will drop the
pressure in the particulate trap system to ambient. Also as a
result, the accumulated pressure in the settling tank will begin to
flow out through the normally closed check valve carrying
particulate particles through the 2000 F Nichrome coils to be
burned. It will be noted that the products of combustion of the
soot will enter the trap and be re-filtered before passing to the
atmosphere. However, it is obvious that the igniter coils must not
be cooled by the flow and will continue to burn the particulate
until the settling tank is empty. To accomplish this, the Nichrome
coils will continue to be electrically heated by connecting them to
the 12 volt supply by the igniter pressure switch when the settling
tank pressure is at or above about 2 psig indicating that the
regeneration phase 4 is still in progress. Following the
regeneration of the trap or engine shut down the settling tank
pressure will drop to ambient and the igniter coils will be removed
from the 12 volt supply and turned off.
[0036] FIG. 5 is a cross section of a test rig 200 used to load the
trap by connection to the diesel engine exhaust as shown. The test
engine (not shown) is a small 3600 rpm Onan diesel engine such as
used for a generator set in recreational vehicles. The three
cylinder four cycle engine has a displacement of 43.85 cubic inches
(0.72 liters) and a rating of 16.6 HP at 3600 rpm and uses
conventional No. 2 diesel fuel having less than 500 ppm sulfur. The
load of the engine can be varied from idle, one air conditioner
operating or two air conditioners operating (actual hp steps
unknown). A 5.66 in. diameter by 6.00 in. long particulate trap
module T is loaded axially and the gaskets G define a 3.5 in.
diameter opening at each end which provides an effective trap
volume of 57.73 cubic inches (0.95 liters). As exhaust flows from
the engine and through the trap T the pressure drop across the trap
is measured by a manometer and the test is ended when the pressure
drop totals 36 in. W.G. An effort was made to keep the same overall
average load factor during operation, portions of which included
idle and with one or two air conditioners.
[0037] The particulate traps T obtained for the tests were two 5.66
in. diameter by 6 in. long Corning DuraTrap.TM. 200/12 modules, one
of which was identified as and permanently labeled "A" and the
other "B". Also obtained were two Corning DuraTrap.TM. 100/17
modules, one of which was identified as and permanently labeled "C"
and the other "D". All of the new traps were dried at 400 degrees
Fahrenheit for 4 to 5 hours and then weighed using a scale with an
accuracy of plus or minus 0.01 grams. During the tests each of the
traps used were similarly weighed following each loading and each
regeneration of the traps.
[0038] FIG. 6 is a cross section of a trap regeneration test rig
210. It consists of the same trap holding and sealing arrangement.
Two inch pipes are used to provide air under the desired reverse
pressure to the clean end of the trap from a 5.5 cubic foot surge
tank ST which is supplied from a small air compressor through a
pressure reducing control valve V. Flow leaves the dirty end of the
trap and, initially, is prevented from leaving the rig by a snap
open one inch diameter ball valve. Thus, air pressure is permitted
to gradually build up to a desired reverse pressure (e.g., 35 psig,
20 psig, etc.).
[0039] Following stabilization of the air pressure at the desired
level, the snap-open ball valve is very quickly snapped open. This
results in an almost instantaneously applied reverse pressure
across the porous walls and a similarly quick dislodgement of the
particulate cake and removal of the resulting particles.
[0040] FIG. 7 lists the results of the various dry weight changes
of a Corning DuraTrap.TM. 200/12 trap module starting with a new
clean dry trap when regenerated with 35 psi reverse pressure
drop.
[0041] FIG. 8 is a graph of the data in FIG. 7 illustrating the dry
trap weight gains following loading and the dry trap weight losses
following regeneration. It can be seen that after the first two
loadings and regenerations the weight gains during loading and
weight loss following regeneration are equal. This shows the
effectiveness of regeneration at 35 psi reverse pressure. This is a
normal reverse pressure during exhaust braking obtained by closing
a remote actuated relief valve (e.g. D-Celerator.RTM. 76 diesel
exhaust brake).
[0042] FIG. 9 lists the results of the various dry trap weight
changes of a Corning DuraTrap.TM. 100/17 trap module starting with
a new clean dry trap when regenerated with 20 psi reverse pressure
drop.
[0043] FIG. 10 is a graph of the data in FIG. 9 that illustrates
the dry trap weight gains following loading and the dry trap weight
losses following regeneration. It can be seen that after the first
three loadings and regenerations the weight gains during loading
and weight loss following regeneration are generally equal. This
shows the effectiveness of the 22 psi reverse pressure obtained by
closing the remote actuated relief valve (e.g. D-Celerator.RTM.. 76
diesel exhaust brake) during engine low idle operation.
[0044] Movies were made of the reverse flow being emitted from the
exit of the ball valve during a 20 psi regeneration and it was
found that all of the added particulate was removed from the entire
0.95 liter trap in just 0.13 seconds!
[0045] The method of regenerating a wall-flow particulate trap
having a plurality of contiguous porous walls for filtering
particulate from an exhaust system of an internal combustion
engine, includes the steps of: creating a back pressure from a
location downstream of the trap to a level in the range of about 20
to 35 psig; releasing the back pressure at a location upstream of
the trap to create a pressure drop across the entire trap and
reverse flow through the entire trap sufficient to remove
particulate matter stored in the trap; collecting the released
particulate matter; and thereafter resuming normal filtration.
[0046] While the exhaust system in which the trap 20 is used can be
the usual system of an entire engine; there can be more than one
exhaust system for an engine. For example an eight cylinder engine
may have dual exhausts. In some very large engines there may be
even more exhaust systems. Thus, while the above description
discloses increasing the back pressure across the entire exhaust
system, it should be understood that separate exhaust systems may
or may not be simultaneously so increased.
[0047] It is deemed that there has been shown and described
particulate trap systems embodying various operating ranges and
methods of operation; however, it is to be understood that
variations and modifications can be made thereto within the skill
of those skilled in the art.
* * * * *