U.S. patent application number 14/616202 was filed with the patent office on 2015-08-13 for active control system for diesel particulate filter.
This patent application is currently assigned to Safety Power Inc.. The applicant listed for this patent is Robert M. Stelzer. Invention is credited to Robert M. Stelzer.
Application Number | 20150226099 14/616202 |
Document ID | / |
Family ID | 53774523 |
Filed Date | 2015-08-13 |
United States Patent
Application |
20150226099 |
Kind Code |
A1 |
Stelzer; Robert M. |
August 13, 2015 |
Active Control System for Diesel Particulate Filter
Abstract
An active control system for diesel particulate filter includes
a particulate filter unit, at least one sensor, a control unit, and
a bypass unit. The sensor is in fluid communication with the
particulate filter unit and electrically connected with the control
unit so that the sensor is able to communicate with the control
unit regarding the pressure and temperature readings of the exhaust
gas flow. The bypass unit is in fluid communication with the
particulate filter unit while a control valve of the bypass unit is
electrically connected with the control unit. The control unit is
able to operate the control valve depending upon the pressure and
temperature readings of the sensor so that the bypass unit can be
activated for the exhaust gas flow, where the bypass unit decreases
the particulate matter buildup within the particulate filter unit
and eliminates high engine exhaust back pressure.
Inventors: |
Stelzer; Robert M.;
(Richmond Hill, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Stelzer; Robert M. |
Richmond Hill |
|
CA |
|
|
Assignee: |
Safety Power Inc.
Mississauga
CA
|
Family ID: |
53774523 |
Appl. No.: |
14/616202 |
Filed: |
February 6, 2015 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
61937022 |
Feb 7, 2014 |
|
|
|
Current U.S.
Class: |
96/400 |
Current CPC
Class: |
Y02T 10/40 20130101;
F01N 3/031 20130101; F01N 11/002 20130101; F01N 2900/1602 20130101;
Y02T 10/20 20130101; F01N 9/00 20130101; Y02T 10/12 20130101; Y02T
10/47 20130101; F01N 2560/08 20130101; F01N 2560/06 20130101; F01N
2410/03 20130101; F01N 2410/10 20130101 |
International
Class: |
F01N 3/031 20060101
F01N003/031; F01N 9/00 20060101 F01N009/00; F01N 11/00 20060101
F01N011/00; F01N 3/021 20060101 F01N003/021 |
Claims
1. An active control system for diesel particulate filter
comprises: a particulate filter unit; at least one pressure sensor;
a control unit; a bypass unit; the particulate filter unit
comprises a housing, an exhaust inlet, an exhaust outlet, and a
diesel particulate filter (DPF); the bypass unit comprises at least
one control valve, a diverter duct, and a return duct; the at least
one pressure sensor being in fluid communication with the
particulate filter unit; the at least one pressure sensor being
electrically connected with the control unit; the bypass unit being
in fluid communication with the particulate filter unit through the
diverter duct and the return duct; and the at least one bypass unit
being electrically connected with the control unit.
2. The active control system for diesel particulate filter as
claimed in claim 1 comprises: the exhaust inlet and the exhaust
outlet being in fluid communication with the housing; the exhaust
inlet and the exhaust outlet being oppositely positioned of each
other across the housing; the DPF being internally connected to the
housing; and the DPF being positioned in between the exhaust inlet
and the exhaust outlet.
3. The active control system for diesel particulate filter as
claimed in claim 1 comprises: the diverter duct being in fluid
communication with the exhaust inlet; the at least one control
valve being in fluid communication with the diverter duct opposite
of the exhaust inlet; the return duct being in fluid communication
with the at least one control valve opposite of the diverter duct;
and the return duct being in fluid communication with the exhaust
outlet opposite of the at least one control valve.
4. The active control system for diesel particulate filter as
claimed in claim 3 comprises: the at least one control valve
comprises an input channel and an output channel; the at least one
control valve being in fluid communication with the diverter duct
through the input channel; and the at least one control valve being
in fluid communication with the return duct through the output
channel.
5. The active control system for diesel particulate filter as
claimed in claim 1 comprises: the at least one control valve
comprises an actuator; the actuator being operatively coupled to
the control valve; and the actuator being electrically connected to
the control unit.
6. The active control system for diesel particulate filter as
claimed in claim 1 comprises: the at least one pressure sensor
comprises an inlet pressure sensor and an outlet pressure sensor;
the inlet pressure sensor being in fluid communication with the
exhaust inlet adjacent to the housing; the outlet pressure sensor
being in fluid communication with the exhaust outlet adjacent to
the housing; and the inlet pressure sensor and the outlet pressure
sensor being electrically connected with the control unit.
7. The active control system for diesel particulate filter as
claimed in claim 1 comprises: the at least one pressure sensor
comprises an inlet pressure sensor; the inlet pressure sensor being
in fluid communication with the exhaust inlet adjacent to the
housing; and the inlet pressure sensor being electrically connected
with the control unit.
8. An active control system for diesel particulate filter
comprises: a particulate filter unit; at least one pressure sensor;
a control unit; a bypass unit; the particulate filter unit
comprises a housing, an exhaust inlet, an exhaust outlet, and a
diesel particulate filter (DPF); the bypass unit comprises at least
one control valve, a diverter duct, and a return duct; the at least
one pressure sensor being in fluid communication with the
particulate filter unit; the at least one pressure sensor being
electrically connected with the control unit; the exhaust inlet and
the exhaust outlet being in fluid communication with the housing;
the diverter duct being in fluid communication with the exhaust
inlet; the at least one control valve being in fluid communication
with the diverter duct opposite of the exhaust inlet; the return
duct being in fluid communication with the at least one control
valve opposite of the diverter duct; the return duct being in fluid
communication with the exhaust outlet opposite of the at least one
control valve; and the at least one bypass unit being electrically
connected with the control unit.
9. The active control system for diesel particulate filter as
claimed in claim 8 comprises: the exhaust inlet and the exhaust
outlet being oppositely positioned of each other across the
housing; the DPF being internally connected to the housing; and the
DPF being positioned in between the exhaust inlet and the exhaust
outlet.
10. The active control system for diesel particulate filter as
claimed in claim 8 comprises: the at least one control valve
comprises an input channel and an output channel; the at least one
control valve being in fluid communication with the diverter duct
through the input channel; and the at least one control valve being
in fluid communication with the return duct through the output
channel.
11. The active control system for diesel particulate filter as
claimed in claim 8 comprises: the at least one control valve
comprises an actuator; the actuator being operatively coupled to
the control valve; and the actuator being electrically connected to
the control unit.
12. The active control system for diesel particulate filter as
claimed in claim 8 comprises: the at least one pressure sensor
comprises an inlet pressure sensor and an outlet pressure sensor;
the inlet pressure sensor being in fluid communication with the
exhaust inlet adjacent to the housing; the outlet pressure sensor
being in fluid communication with the exhaust outlet adjacent to
the housing; and the inlet pressure sensor and the outlet pressure
sensor being electrically connected with the control unit.
13. The active control system for diesel particulate filter as
claimed in claim 8 comprises: the at least one pressure sensor
comprises an inlet pressure sensor; the inlet pressure sensor being
in fluid communication with the exhaust inlet adjacent to the
housing; and the inlet pressure sensor being electrically connected
with the control unit.
14. An active control system for diesel particulate filter
comprises: a particulate filter unit; at least one pressure sensor;
a control unit; a bypass unit; the particulate filter unit
comprises a housing, an exhaust inlet, an exhaust outlet, and a
diesel particulate filter (DPF); the bypass unit comprises at least
one control valve, a diverter duct, and a return duct; the at least
one pressure sensor being in fluid communication with the
particulate filter unit; the at least one pressure sensor being
electrically connected with the control unit; the exhaust inlet and
the exhaust outlet being in fluid communication with the housing;
the diverter duct being in fluid communication with the exhaust
inlet; the at least one control valve being in fluid communication
with the diverter duct opposite of the exhaust inlet; the return
duct being in fluid communication with the at least one control
valve opposite of the diverter duct; the return duct being in fluid
communication with the exhaust outlet opposite of the at least one
control valve; the at least one control valve comprises an
actuator; the actuator being operatively coupled to the control
valve; and the actuator being electrically connected to the control
unit.
15. The active control system for diesel particulate filter as
claimed in claim 14 comprises: the exhaust inlet and the exhaust
outlet being oppositely positioned of each other across the
housing; the DPF being internally connected to the housing; and the
DPF being positioned in between the exhaust inlet and the exhaust
outlet.
16. The active control system for diesel particulate filter as
claimed in claim 14 comprises: the at least one control valve
comprises an input channel and an output channel; the at least one
control valve being in fluid communication with the diverter duct
through the input channel; and the at least one control valve being
in fluid communication with the return duct through the output
channel.
17. The active control system for diesel particulate filter as
claimed in claim 14 comprises: the at least one pressure sensor
comprises an inlet pressure sensor and an outlet pressure sensor;
the inlet pressure sensor being in fluid communication with the
exhaust inlet adjacent to the housing; the outlet pressure sensor
being in fluid communication with the exhaust outlet adjacent to
the housing; and the inlet pressure sensor and the outlet pressure
sensor being electrically connected with the control unit.
18. The active control system for diesel particulate filter as
claimed in claim 14 comprises: the at least one pressure sensor
comprises an inlet pressure sensor; the inlet pressure sensor being
in fluid communication with the exhaust inlet adjacent to the
housing; and the inlet pressure sensor being electrically connected
with the control unit.
Description
[0001] The current application claims a priority to the U.S.
Provisional Patent application Ser. No. 61/937,022 filed on Feb. 7,
2014.
FIELD OF THE INVENTION
[0002] The present invention relates generally to exhaust emission
reduction systems for diesel engine exhaust streams that have
diesel particulate filters. More specifically, the present
invention is an active control system that reduces particulate
matter buildup in the diesel particulate filters while eliminating
high engine exhaust back pressure.
BACKGROUND OF THE INVENTION
[0003] Diesel Particulate Filters (DPF's) used in the exhaust
stream of a diesel engine are susceptible to plugging as a result
of particulate matter coming from the engine exhaust under certain
engine operating conditions. One, but not the only, example of such
an operating condition is during the engine start up when the DPF
has not reached a minimum operating temperature, known as the
activation temperature, necessary for it to burn off a portion of
the accumulated particulate matter. If the DPF is subject to an
exhaust flow while it is below its activation temperature for too
many operating hours, the channels in the DPF can become plugged
decreasing the efficiency of the DPF. A plugged DPF may create
engine exhaust back pressure, which exceeds the allowable
specifications for the diesel engine, resulting engine stalling or
possible damage to the engine. This disclosure provides a system to
ensure that the DPF is less likely to become plugged from an
exhaust gas flow. Additionally, the present invention also ensures
that the engine exhaust back pressure does not exceed beyond the
allowable specification of the diesel engine.
[0004] The present invention provides an active control system so
that the exhaust gas flow for the diesel engine can be diverted
into the present invention until the DPF reaches the activation
temperature. The diverting process for the exhaust gas flow is
carried out through a control unit as the pressure or temperature
across the DPF is determined through a sensor and compared with a
preset value of the control unit.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] FIG. 1 is a perspective view of the present invention,
showing the first configuration of the at least one pressure
sensor.
[0006] FIG. 2 is a side view of the present invention, showing the
first configuration of the at least one pressure sensor.
[0007] FIG. 3 is a side view of the present invention, showing the
first configuration of the at least one pressure sensor and the
off-position of the control valve.
[0008] FIG. 4 is a side view of the present invention, showing the
first configuration of the at least one pressure sensor and the
on-position of the control valve.
[0009] FIG. 5 is a side view of the present invention, showing the
second configuration of the at least one pressure sensor and the
off-position of the control valve.
[0010] FIG. 6 is a side view of the present invention, showing the
second configuration of the at least one pressure sensor and the
on-position of the control valve.
DETAIL DESCRIPTIONS OF THE INVENTION
[0011] All illustrations of the drawings are for the purpose of
describing selected versions of the present invention and are not
intended to limit the scope of the present invention.
[0012] The present invention is an active control system for a
diesel exhaust system so that the particulate filter of the diesel
exhaust system is able to efficiently function with a minimum
amount of particulate matter buildup. As a result of minimum
particulate matter buildup, the present invention also eliminates
unnecessary back pressure of the exhaust system that can damage the
engine. The present invention comprises a particulate filter unit
1, at least one pressure sensor 6, a control unit 9, and a bypass
unit 10. The general configuration of the present invention is
shown In FIG. 1 and FIG. 2, where the at least one pressure sensor
6 is in fluid communication with the particulate filter unit 1
while the at least one pressure sensor 6 electrically connects with
the control unit 9. The bypass unit 10 is also in fluid
communication with the particulate filter unit 1 through a diverter
duct 15 and a return duct 16 of the bypass unit 10. Additionally,
the bypass unit 10 is electrically connected with the control unit
9 so that the control unit 9 is able to control the generated
exhaust gas with respect to the particulate filter unit 1 and the
bypass unit 10.
[0013] The particulate filter unit 1 generally reduces particle
emissions in the generated exhaust gas. The details of how the
particulate filter unit 1 reduces amount of particle emissions are
known to those with ordinary skill in the art and are not discussed
further herein. In reference to FIG. 3-6, the particulate filter
unit 1 comprises a housing 2, an exhaust inlet 3, an exhaust outlet
4, and a diesel particulate filter (DPF) 5. More specifically, the
exhaust inlet 3 and the exhaust outlet 4 are in fluid communication
with the housing 2 as the exhaust inlet 3 and the exhaust outlet 4
are oppositely positioned of each other across the housing 2. The
exhaust inlet 3 generally allows the generated exhaust gas to flow
into the housing 2 while the exhaust outlet 4 discharges the
purified exhaust gas from the housing 2. The purification of the
generated exhaust gas is completed through the DPF 5, where the DPF
5 can be a single filter or a plurality of filters. More
specifically, the DPF 5 is internally connected to the housing 2 in
such a way that the DPF 5 is positioned in between the exhaust
inlet 3 and the exhaust outlet 4. As a result, the generated
exhaust gas that enters into the housing 2 is purified through the
DPF 5 and then discharged through the exhaust outlet 4 as purified
exhaust gas when the DPF 5 is at the activation temperature.
[0014] When the DPF 5 is at the activation temperature, the
particulate filter unit 1 is able to efficiently burn off the
particulate matter that accumulates within the DPF 5. However, when
the DPF 5 is below the activation temperature, the particulate
matter builds up within the DPF 5 as the particulate matter buildup
negatively affects the functionality of the DPF 5. More
specifically, the efficiency of the DPF 5 drastically reduces
within the exhaust system due to the particulate matter buildup,
resulting in high back pressure within the exhaust system. The
bypass unit 10, which decreases the high back pressure from the
exhaust system, comprises at least one at least one control valve
11 in addition to the diverter duct 15 and the return duct 16. In
reference to FIG. 4 and FIG. 6, bypass unit 10 is in fluid
communication with the particulate filter unit 1 so that the
present invention is able to divert the generated exhaust gas away
from the DPF 5 in the event that the DPF 5 is below the activation
temperature. More specifically, the diverter duct 15 is in fluid
communication with the exhaust inlet 3 so that the generated
exhaust air can be diverted into the bypass unit 10. The at least
one control valve 11 is in fluid communication with the diverter
duct 15 opposite of the exhaust inlet 3 as the flow of the
generated exhaust gas is controlled through the at least one
control valve 11. More specifically, the at least one control valve
11 is in fluid communication with the diverter duct 15 through an
input channel 12 of the at least one control valve 11. The return
duct 16 is in fluid communication with the at least one control
valve 11 opposite of the diverter duct 15. More specifically, the
at least one control valve 11 is in fluid communication with the
return duct 16 through an output channel 14 of the at least one
control valve 11. In order to complete the bypass unit 10, the
return duct 16 is in fluid communication with the exhaust outlet 4
opposite of the at least one control valve 11. In reference to FIG.
3-6, at least one control valve 11 further comprises an actuator
13, where the actuator 13 is operatively coupled to the at least
one control valve 11. The actuator 13 allows the at least one
control valve 11 to operate in between an off-position and an
on-position as the actuator 13 is electrically connected to the
control unit 9.
[0015] Depending on the amount of generated exhaust gas of the
present invention, the bypass unit 10 can comprise multiple control
valves 11 as each of the control valves 11 is control by the
respective actuator 13. The input channel 12 and the output channel
14 of each of the control valves 11 are able to jointly connect
with the diverter duct 15 and the return duct 16 respectively so
that the control valves 11 are able to meet the increase amount of
generated exhaust gas within the present invention.
[0016] The at least one pressure sensor 6 of the present invention
can comprise different configurations as a sample reading measured
from the at least one pressure sensor 6 is either an upstream
pressure value or an upstream pressure value and a downstream
pressure value. A preset value that is entered by the user of the
control unit 9 is required for the functionality of the bypass unit
10 and is determined based on the allowable exhaust gas back
pressure listed in the engine manufacturer's specifications.
[0017] In reference to FIG. 3-4, a first configuration of the at
least one pressure sensor 6, the at least one pressure sensor 6
utilizes the inlet pressure sensor 7 and the outlet pressure sensor
8 to measure the sample readings. The inlet pressure sensor 7 is in
fluid communication with the exhaust inlet 3 and positioned
adjacent to the housing 2 so that the inlet pressure sensor 7 is
able to measure the generated exhaust gas pressure before the
generated exhaust gas is entered into the DPF 5. The outlet
pressure sensor 8 is in fluid communication with the exhaust outlet
4 and positioned adjacent to the housing 2, where the outlet
pressure sensor 8 is able to measure the generated exhaust gas
pressure after the generated exhaust gas is existed from the DPF 5.
The inlet pressure sensor 7 and the outlet pressure sensor 8 are
electrically connected to the control unit 9 so that the inlet
pressure sensor 7 and the outlet pressure sensor 8 are able to send
out the generated exhaust gas pressure before the DPF 5 and after
the DPF 5 as the sample readings to the control unit 9
respectively. More specifically, the inlet pressure sensor 7
provides the upstream pressure value while the outlet pressure
sensor 8 provides the downstream pressure value to the control unit
9. Then the control unit 9 calculates a sample value from the
upstream pressure value and the downstream pressure value to
determine the pressure-gradient value across the DPF 5. The
pressure-gradient value is then compared with the preset value so
that the control unit 9 is able to determine that the bypass unit
10 needs to be activated or not. If the pressure-gradient value
exceeds the preset value of the control unit 9, the at least one
control valve 11 is switched into the on-position from the
off-position through the actuator 13. Once the at least one control
valve 11 is at the on-position, a portion of the generated exhaust
gas flows through the diverter duct 15 and into the input channel
12 while the other portion of the generated exhaust gas flows into
the exhaust inlet 3. The generated exhaust gas within the at least
one control valve 11 is then able to flow into the return duct 16
through the output channel 14. Then the return duct 16 discharges
the generated exhaust gas of the bypass unit 10 into the exhaust
outlet 4. Once the pressure-gradient value falls below the preset
value, the at least one control valve 11 is switched into the
off-position from the on-position through the actuator 13 and the
control unit 9.
[0018] In reference to FIG. 5-6, a second configuration of the at
least one pressure sensor 6, the at least one pressure sensor 6
utilizes only the inlet pressure sensor 7 to measure the sample
readings. The inlet pressure sensor 7 is in fluid communication
with the exhaust inlet 3 and positioned adjacent to the housing 2
so that the inlet pressure sensor 7 is able to measure the
generated exhaust gas pressure before the generated exhaust gas is
entered into the DPF 5. The inlet pressure sensor 7 is electrically
connected to the control unit 9 so that the inlet pressure sensor 7
is able to send out the generated exhaust gas pressure as the
sample reading to the control unit 9. More specifically, the inlet
pressure sensor 7 provides the upstream pressure value to the
control unit 9. Then the control unit 9 calculates the sample value
from the upstream pressure value to determine the inlet pressure
value of the DPF 5. The preset value entered by the user of the
control unit 9 that is required for the functionality of the bypass
unit 10 is determined based on the allowable exhaust gas back
pressure listed in the engine manufacturer's specifications. The
preset value is then compared with the sample value so that the
control unit 9 is able to determine that the bypass unit 10 needs
to be activated or not. If the sample value exceeds the preset
value of the control unit 9, the at least one control valve 11 is
switched into the on-position from the off-position through the
actuator 13. Once the at least one control valve 11 is at the
on-position, a portion of the generated exhaust gas flows through
the diverter duct 15 and into the input channel 12 while the other
portion of the generated exhaust gas flows into the exhaust inlet
3. The generated exhaust gas within the at least one control valve
11 is then able to flow into the return duct 16 through the output
channel 14. Then the return duct 16 discharges the generated
exhaust gas of the bypass unit 10 into the exhaust outlet 4. Once
the sample value from the upstream pressure value reaches the
preset inlet pressure value, the at least one control valve 11 is
switched into the off-position from the on-position through the
actuator 13 and the control unit 9.
[0019] Additionally, the present invention may comprise an inlet
temperature sensor and an outlet temperature sensor, where the
inlet temperature sensor and the outlet temperature sensor can be
jointly or individually utilized in conjunction with the at least
one pressure sensor 6. In a first alternative embodiment, the
present invention utilizes the inlet temperature sensor, where the
inlet temperature sensor is in fluid communication with the exhaust
inlet 3. Then the control unit 9 is able to measure the temperature
of the generated exhaust gas through the inlet temperature sensor
as the inlet temperature sensor is electrically connected with the
control unit 9. In a second alternative embodiment, the present
invention utilizes the outlet temperature sensor, where the outlet
temperature sensor is in fluid communication with the exhaust
outlet 4. Then the control unit 9 is able to measure the
temperature of the purified exhaust gas or the generated exhaust
gas that exists from the DPF 5 before the activation temperature
through the outlet temperature sensor as the outlet temperature
sensor is electrically connected with the control unit 9. In a
third alternative embodiment, the present invention utilizes the
inlet temperature sensor and the outlet temperature sensor, where
the inlet temperature sensor and the outlet temperature sensor are
in fluid communication with the exhaust inlet 3 and the exhaust
outlet 4 respectively. Then the control unit 9 is able to measure
the temperature of the generated exhaust gas and the purified
exhaust gas or the generated exhaust gas that exits from the DPF 5
through the inlet temperature sensor and the outlet temperature
sensor as the inlet temperature sensor and the outlet temperature
sensor are electrically connected with the control unit 9. The
control unit 9 can then use an algorithm that takes into account
exhaust temperature and pressure to control the operation of the
bypass unit 10. The algorithm calculates the loading of particulate
matter in the DPF 5 based on the long term temperature and pressure
from the sensors. When the algorithm determines that the loading of
particulate matter in the DPF 5 is too high the bypass unit 10
opens.
[0020] Although the invention has been explained in relation to its
preferred embodiment, it is to be understood that many other
possible modifications and variations can be made without departing
from the spirit and scope of the invention as hereinafter
claimed.
* * * * *