U.S. patent application number 13/851962 was filed with the patent office on 2014-10-02 for exhaust purification device capable of performing regeneration by using quick combustion.
The applicant listed for this patent is WEN-LO CHEN. Invention is credited to WEN-LO CHEN.
Application Number | 20140294677 13/851962 |
Document ID | / |
Family ID | 51621044 |
Filed Date | 2014-10-02 |
United States Patent
Application |
20140294677 |
Kind Code |
A1 |
CHEN; WEN-LO |
October 2, 2014 |
Exhaust Purification Device Capable of Performing Regeneration by
Using Quick Combustion
Abstract
An exhaust purification device for vehicles comprises a
connection unit, a combustion unit, a buffer unit, a filtration
unit, an emission unit, and a control unit. The connection unit is
adapted to be connected to an exhaust pipe of a vehicle's engine.
The combustion unit includes a main housing, a fuel-atomization
nozzle, and an igniter. The nozzle and the igniter are arranged in
an open-end container. The nozzle is connected to a fuel tank. An
air pump is connected to the open-end container. The buffer unit is
provided with a temperature sensor, an exhaust-buffering mask, and
a fan. The filtration unit can remove the soot contained in the
exhaust gas. The emission unit includes an L-shaped porous tail
pipe being sealed with a porous cover. The control unit is
electrically connected with the igniter, the fuel pump, the air
pump, and the temperature sensor for controlling their
operations.
Inventors: |
CHEN; WEN-LO; (Taipei City,
TW) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
CHEN; WEN-LO |
Taipei City |
|
TW |
|
|
Family ID: |
51621044 |
Appl. No.: |
13/851962 |
Filed: |
March 28, 2013 |
Current U.S.
Class: |
422/109 |
Current CPC
Class: |
Y02A 50/2322 20180101;
F01N 3/32 20130101; F01N 3/0256 20130101; F01N 2240/14 20130101;
Y02A 50/20 20180101; F01N 2240/20 20130101 |
Class at
Publication: |
422/109 |
International
Class: |
F01N 3/26 20060101
F01N003/26 |
Claims
1. An exhaust purification device for vehicles, comprising: a
connection unit including an inlet and an outlet, the inlet adapted
to be connected to an exhaust pipe of a vehicle's engine; a
combustion unit including a main housing, a fuel-atomization
nozzle, and an igniter, wherein the main housing is connected to
the outlet of the connection unit, the main housing defining a
combustion chamber therein and being provided therein with a
protective shell and an open-end container at a location that is
not aligned with the outlet of the connection unit, the open-end
container being located within the protective shell and leaving a
gap with the protective shell, the fuel-atomization nozzle and the
igniter being arranged in the open-end container and facing towards
the combustion chamber, the fuel-atomization nozzle being connected
to a fuel tank containing a fuel pump via a tube being provided
with an electrical valve, an air pump being connected to the
open-end container, a buffer unit including a first buffer zone and
a second buffer zone communicating with the first buffer zone,
wherein the first buffer zone is connected to the main housing of
the combustion unit and is provided therein with an
exhaust-buffering mask near the main housing of the combustion unit
and a fan near the second buffer zone to allow exhaust gas to go
past the exhaust-buffering mask and then rotate the fan to enter
the second buffer zone, whereby exhaust gas can flow into the
second buffer zone more uniformly, thereby reducing exhaust gas
being transferred back to the combustion unit; a filtration unit
connected to the second buffer zone of the buffer unit for
receiving exhaust gas therefrom; an emission unit connected to the
filtration unit, wherein the emission unit includes an L-shaped
tail pipe having a porous pipe wall and being sealed with a porous
cover at its outlet; a temperature sensor provided in the first
buffer zone of the buffer unit for detecting temperature therein;
and a control unit electrically connected with the igniter, the
fuel pump of the fuel tank, the air pump, and the temperature
sensor for controlling their operations.
2. The exhaust purification device for vehicles as claimed in claim
1, wherein the open-end container defines a plurality of through
holes at its bottom.
3. The exhaust purification device for vehicles as claimed in claim
1, wherein the exhaust-buffering mask has a conical wall that
defines a plurality of through holes.
Description
TECHNICAL FIELD OF THE INVENTION
[0001] The present invention relates to an exhaust purification
device that can be mounted to an exhaust pipe of a vehicle's engine
to allow the accumulated soot to be quickly removed, so that the
exhaust gas can be expelled more smoothly
DESCRIPTION OF THE PRIOR ART
[0002] For a diesel-engine vehicle, as the exhaust gas flow through
a filter, the particulate matter or shoot contained in the exhaust
gas can accumulate at the filter. After the vehicle has been used
for a period of time, the accumulated particulate matter or soot
can cause the filter to be plugged, thereby increasing the pressure
in the exhaust pipe that mounts the filter. To solve the problem,
the automobile industry employed a pressure sensor that can be
installed in the exhaust pipe to detect the pneumatic pressure
therein, so that the plugged condition of the filter can be
obtained. With the pressure sensor detecting a high pressure, an
engine management system of the vehicle can know the particulate
matter accumulated in the filter has reached a noticeable amount.
Under this condition, the engine management system can issue a
signal that can increase the working temperature of the engine, so
that the exhaust gas can consume the particulate matter to make the
filter clean again, which is known as "filter regeneration".
However, since vehicles are often driven at low speeds on city
streets, the working temperature of the engines cannot be increased
to a level at which a regeneration process can be performed
properly. To remove the accumulated particulate matter, the user
has to request a service factory to burn the accumulated shoot up
or replace the plugged filter with a new filter, and this is
uneconomical and troublesome.
[0003] To solve the disadvantages of the conventional device, the
applicant filed for a patent application (application Ser. No.
12/477,932) concerning a diesel-engine exhaust purifier. The
primary feature of the application is that the purifier includes a
burner system and a filter system, which are sequentially arranged
from an exhaust pipe of a vehicle and controlled by a
microcontroller. The burner system includes a first pressure sensor
whereas the filter system includes a second pressure system. When
the first pressure sensor detects a high pressure, the
microcontroller can activate a fuel pump to supply fuel to a
nozzle, and energize an igniter to ignite the fuel spray ejecting
from the nozzle, to allow the burner system' temperature to reach
about 400 degrees C. Then, the high-temperature exhaust gas can
flow through the filter system to remove the accumulated soot. When
the second pressure sensor detects a low pressure, which means the
filter system has been restored to a clean state, the
microcontroller can deactivate the fuel pump to stop the burning
process.
[0004] Later, the applicant also filed for another patent
application (application Ser. No. 13/596,025) concerning an exhaust
purifier for solving the disadvantages of the conventional device.
The primary feature of the application is that the exhaust purifier
includes a burner system and an exhaust buffer-filter system, which
are sequentially arranged from an exhaust pipe of a vehicle. There
are multiple channels provided in the burner system. The exhaust
gas can flow through the multiple channels of the burner system. An
igniter of the burner system can ignite fine spray of fuel from a
nozzle to start a burning. Then, the high-temperature exhaust gas
can sequentially go past a buffer unit and a filter unit of the
exhaust buffer-filter system. The buffer unit can reduce the flow
speed of the exhaust gas. Also, the buffer unit allows the exhaust
gas to be distributed more uniformly. Thereafter, the exhaust gas
can flow through the filter unit to consume the accumulated soot
therein, so that the exhaust gas expelled from the engine can flow
through the purifier smoothly again.
[0005] However, the above application (application Ser. No.
13/596,025) is disadvantageous in that the exhaust gas expelled
from the exhaust pipe may be hindered by the nozzle structure in
the burner system, thereby causing an unsmooth exhaust emission and
an incomplete combustion, or causing the engine to stall suddenly.
Besides, the soot-removing speed and the heat-removing speed are
not adequate. Thus, there is a need for further improvement.
SUMMARY OF THE INVENTION
[0006] The primary object of the present invention is to provide an
exhaust purification device for vehicles, which can solve the
disadvantage of the conventional purification device that results
from failure of increasing the working temperature of an
engine.
[0007] Another object of the present invention is to provide an
exhaust purification device that can make the emission of the
exhaust gas smooth, and increase the speed of removing soot and the
speed of removing heat.
[0008] To achieve the above objects, the exhaust purification
device may comprise a connection unit, a combustion unit, a buffer
unit, a filtration unit, an emission unit, a temperature sensor,
and a control unit. The connection unit includes an inlet and an
outlet, wherein the inlet is adapted to be connected to an exhaust
pipe of a vehicle's engine. The combustion unit includes a main
housing, a fuel-atomization nozzle, and an igniter. The main
housing is connected to the outlet of the connection unit. The main
housing defines a combustion chamber therein and is provided
therein with a protective shell and an open-end container at a
location that is not aligned with the outlet of the connection
unit, wherein the open-end container is located within the
protective shell and leaves a gap with the protective shell. The
fuel-atomization nozzle and the igniter are arranged in the
open-end container and face towards the combustion chamber. The
fuel-atomization nozzle is connected to a fuel tank containing a
fuel pump via a tube being provided with an electrical valve. An
air pump is connected to the open-end container. The buffer unit
includes a first buffer zone and a second buffer zone communicating
with the first buffer zone, wherein the first buffer zone is
connected to the main housing of the combustion unit and is
provided therein with an exhaust-buffering mask near the main
housing and a fan near the second buffer zone to allow the exhaust
gas to go past the exhaust-buffering mask and then rotate the fan
to enter the second buffer zone, whereby the exhaust gas can flow
into the second buffer zone uniformly, thereby reducing the exhaust
gas being transferred back to the combustion unit. The filtration
unit is connected to the second buffer zone of the buffer unit for
receiving the exhaust gas therefrom. The emission unit is connected
to the filtration unit, wherein the emission unit includes an
L-shaped tail pipe having a porous pipe wall and being sealed with
a porous cover at its outlet. The temperature sensor is provided in
the first buffer zone of the buffer unit for detecting temperature
therein. The control unit is electrically connected with the
igniter, the fuel pump of the fuel tank, the air pump, and the
temperature sensor for controlling their operations.
[0009] The primary feature of the present invention is that the
exhaust purification device includes a connection unit, a
combustion unit, a buffer unit, a filtration unit, an emission
unit, and a control unit, wherein the combustion unit is connected
to an exhaust pipe of a vehicle's engine through the connection
unit such that the exhaust gas expelled from the exhaust pipe would
not be hindered by a nozzle provided in the combustion unit.
Furthermore, an air pump is provided for the combustion unit to
allow the fuel spray ejecting from the nozzle to be mixed with
adequate air to achieve a complete combustion. Still furthermore,
the buffer unit includes an exhaust-buffering mask and a fan
therein, which can reduce the speed of the exhaust gas and achieve
a uniform exhaust flow, so that the exhaust gas transferred back to
the combustion unit can be reduced. Still furthermore, since the
high-temperature exhaust gas can consume the soot accumulated in
the filter unit, the regeneration process can be performed
properly. The emission unit includes a porous tail pipe sealed with
a porous cover, which can increase the speed of removing heat and
eliminate the occurrence of sparks.
[0010] According to another feature of the present invention, the
nozzle is provided in an open-end container that defines a
plurality of through holes at its bottom, so that unburned fuel can
flow out of the container via the through holes.
[0011] According to a further feature of the present invention, the
exhaust-buffering mask has a conical wall that defines a plurality
of through holes, so that the exhaust gas can go past the mask via
the through holes to achieve the purpose of speed reduction.
[0012] Other objects, advantages, and novel features of the present
invention will become more apparent from the following detailed
description when taken in conjunction with the accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] FIG. 1 shows a schematic view of an exhaust purification
device for vehicles according to one embodiment of the present
invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0014] To allow those skilled in the art to implement the present
invention easily, one embodiment is illustrated in detail in the
following paragraphs with reference to the accompanying
drawings.
[0015] Referring to FIG. 1, an exhaust purification device for
vehicles according to one embodiment of the present invention is
shown, which generally comprises a connection unit 1, a combustion
unit 2, a buffer unit 3, a filtration unit 4, an emission unit 5,
and a control unit 6.
[0016] The connection unit 1 can be formed as a pipe 11, which has
an inlet 111 and an outlet 112, wherein the inlet 111 is adapted to
be connected to an exhaust pipe of a vehicle's engine (not
shown).
[0017] The combustion unit 2 includes a main housing 20, a
fuel-atomization nozzle 23, and an igniter 24. The main housing 20
is connected to the outlet 112 of the connection unit 1. The main
housing 20 defines a combustion chamber 200 therein and is provided
therein with a protective shell 21 and an open-end container 22 at
a location that is not aligned with the outlet 112 of the
connection unit 112, so that the exhaust gas expelled from the
outlet 112 would not be hindered by those structures. The open-end
container 22 is located within the protective shell 21 and leaves a
gap with the protective shell 21. The fuel-atomization nozzle 23
and the igniter 24 are arranged in the open-end container 22 and
face towards the combustion chamber 200. The fuel-atomization
nozzle 23 is connected to a fuel tank 25, which is located outside
the main housing 20 and contains a fuel pump therein (not shown),
via a tube that is provided with an electrical valve 251, such as a
solenoid valve. An air pump 26 is connected to the open-end
container 22 via a tube for pumping ambient air into the container
22. The igniter 24 is provided with insulators 241 which each is
provided with a protective sleeve 242 for preventing soot
accumulation.
[0018] The buffer unit 3 includes a first buffer zone 3A and a
second buffer zone 3B communicating with the first buffer zone 3A.
The first buffer zone 3A is connected to the main housing 20 of the
combustion unit 2 and is provided therein with an exhaust-buffering
mask 31 near the main housing 20 of the combustion unit 2 and a fan
32 near the second buffer zone 3B, so that the exhaust gas expelled
from the combustion unit 2 can go past the exhaust-buffering mask
31 and then rotate the fan 32 to enter the second buffer zone 3B.
The temperature sensor 7 is provided in the first buffer zone 3A of
the buffer unit 3 for detecting temperature therein. Preferably,
the exhaust-buffering mask 31 can be formed as a generally conic
body, wherein it has a conical wall that defines a plurality of
through holes 311, through which the exhaust gas can pass, and thus
the flow speed of the exhaust gas can be achieved. The fan 32 has a
central axle 321 mounted at a structure between the first buffer
zone 3A and the second buffer zone 3B. As such, the exhaust gas can
force the fan 32 to rotate and thus enter the second buffer zone
3B.
[0019] The filtration unit 4 is connected to the second buffer zone
3B of the buffer unit 3 for receiving exhaust gas therefrom. The
filtration unit 4 is provided with a cellular-structure filter 41
therein.
[0020] The emission unit 5 is connected to the filtration unit 4.
The emission unit 5 includes an L-shaped tail pipe 51 that has a
porous pipe wall 511 and is sealed with a porous cover 52 at its
outlet. The porous pipe 511 is referred as a pipe wall defining
multiple tiny through holes or as a fine-mesh pipe wall. The porous
cover 52 is referred as a cover defining multiple tiny through
holes or as a fine-mesh cover.
[0021] The control unit 6, which is based on a microprocessor, is
electrically connected with the igniter 24, the fuel pump of the
fuel tank 25 (not shown), the air pump 26, and the temperature
sensor 7 for controlling their operations. Furthermore, a battery
or other backup power sources can be provided for the control unit
6, so that the control unit 6 can continue time-related operations
when the vehicle is stopped. The control unit 6 can be set with
various routines for a regeneration process. For example, the
control unit 6 can be set with a daily regeneration count and a
required operation time for extending the service life of the
filter. Also, during regeneration, the combustion temperature and
duration can be measured so that when the measured regeneration
period reaches the setting value, the regeneration combustion can
be stopped. For example, the control unit 6 can be set in a way
that allows a vehicle to automatically perform a regeneration
process at its daily first starting. For example, the control unit
6 can display information about the combustion temperature, the
fuel supply, the initial time of a regeneration process, and the
duration of the regeneration process. Also, the associated
regeneration data can be recorded if necessary.
[0022] Normally, the combustion unit 2 is inactive when driving a
vehicle. The exhaust gas from the exhaust pipe can sequentially
flow through the combustion unit 2, the buffer unit 3, the
filtration unit 4, and the emission unit 5, wherein the filtration
unit 4 can be used to filter out the particulate matter contained
in the exhaust gas, and the filtered exhaust gas can be expelled
from the emission unit 5. After the vehicle has been driven for a
period of time, the particulate matter contained in the exhaust gas
may plug the cellular-structure filter 41, and the plugged filter
would hinder the emission of the exhaust gas. To remove the plugged
particulate matter, a regeneration process for the filter 41 can be
manually initiated by a user or automatically initiated by the
control unit 6, to allow the fuel pump of the fuel tank 25 to pump
fuel to the electrical valve 251, which can be opened at a later
time to allow the fuel-atomization nozzle 23 to spray fine drops of
fuel, which can be ignited by the igniter 24 to start a combustion,
so that the temperature in the combustion chamber 200 can be
increased. At the same time, the air pump 26 can be started to pump
ambient air into the open-end container 22 to allow the atomized
fuel to be mixed with air at an optimum ratio of fuel to air for
obtaining a complete combustion. The unburned fuel during the
combustion can flow out of the open-end container 22 via the
through holes 221 defined at the portion of the container. On the
other hand, the burned high-temperature exhaust gas can go past the
exhaust-buffering mask 31 via the through holes 311, thereby
reducing the flow speed of the exhaust gas. Thereafter, the
high-temperature exhaust gas can drive the fan 32 to rotate,
thereby guiding the high-temperature exhaust gas to enter the
second buffer zone 3B. As such, a uniform exhaust flow can be
obtained, and the exhaust gas being transferred back to the
combustion unit 2, which may blow out the burning flame therein,
can be reduced. Thereafter, the high-temperature exhaust gas can
flow through the filter unit 4 to consume the particulate matter
plugged in the cellular-structure filter 41, thereby cleaning the
filter. Thus, the exhaust gas can go past the cellular-structure
filter 41 smoothly to enter the emission unit 5, at which the
exhaust gas can be expelled to the environment. Additional
advantages of the emission unit 5 are that the porous tail pipe 51
can facilitate the exhaust gas to be quickly and efficiently
expelled to the environment; the porous cover 52 can eliminate the
occurrence of sparks, which may occur at the outlet of the porous
tail pipe 51.
[0023] In conclusion, the present invention has the following
advantages:
[0024] 1. The combustion unit 2 is connected to an engine's exhaust
pipe through a connection unit 1 such that the exhaust gas expelled
from the exhaust pipe would not be hindered by the nozzle structure
provided in the combustion unit 2, so that the exhaust gas can be
expelled more smoothly.
[0025] 2. The air pump 26 allows the fuel spray from the nozzle 23
to be mixed adequate air to increase the combustion efficiency.
[0026] 3. The buffer unit 3 employs the exhaust-buffering mask 31
and the fan 32 to reduce the flow speed of the exhaust gas and
achieve a uniform exhaust gas. This can reduce the exhaust gas
being transferred back to the combustion unit 2.
[0027] 4. The high-temperature exhaust gas can effectively consume
the soot accumulated in the filtration unit 4.
[0028] 5. The emission unit 5 employs a porous tail pipe 51 sealed
with a porous cover 52, which can increase the speed of removing
heat and eliminate the occurrence of sparks.
[0029] Although the present invention has been described with a
certain degree of particularity, it is understood that the present
disclosure is made by way of example only and the combination and
arrangement of parts may be resorted to without departing from the
spirit and scope of the invention hereinafter claimed.
* * * * *