Engine exhaust re-burner system

Abstract

As taught herein the present system is used for complete combustion and elimination of all pollutants from any diesel operated engine or the like, respectively. The system is very simple to construct and is adaptable for numerous applications of choice. The main components include a micro-controller for control of the system components and an elongated combustion chamber that is internally partitioned by flow conditions thus forming individual chambers therein. The system is completely self-contained and no additional power source is required other than the actual diesel engine's power means.

Description

FIELD OF THE INVENTION

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.

BACKGROUND OF THE INVENTION

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.

SUMMARY OF THE INVENTION

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.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic representation of a sectional view of a preferred embodiment of the present diesel engine exhaust re-burner system.

FIG. 2 is a basic representation of the computer algorithm to control the re-burner system.

FIG. 3 is an overview for the preferred embodiment for the flow conditioners.

DETAILED DESCRIPTION OF THE DRAWINGS

Referring now in detail to the drawings wherein like characters refer to like elements throughout the various views. As depicted in FIG. 1, the re-burner system of the present invention includes a system micro-controller (1) comprising of a single board computer system or micro-controller. It is to be noted no additional source of power is required for operation, as the micro-controller (1) is automatically energized upon ignition of the diesel engine to which it is in electrical communication with and upon actuation of the micro-controller (1) the re-burner system is automatically actuated as well.

As further depicted in FIG. 1, (2) represents an electrical lead for electrical DC communication between a thermo-coupler (22) and micro-controller (1). Thermo-coupler (22) functions as a temperature sensor and sends temperature data pertaining to the temperature within the re-burner system to the micro-controller (1), respectively. The DC voltage is to be proportional to the temperature within the re-burner system. It is to be noted the temperature within the re-burner system is to be kept as constant as possible as this temperature is critical to the destruction of the exhaust pollution.

Further illustrated in FIG. 1, (3) represents an electrical lead for electrical communication between fuel on/off valve (15) and micro-controller (1). Whereby, voltage from micro-controller (1) will cause fuel on/off valve (15) to remain in its open position during operation and when voltage is not applied fuel on/off valve (15) will remain in its closed position. Thus, when fuel on/off valve is in the open position fuel flows into air atomizing nozzle (30) and is then dispersed within the combustion chamber (27).

Further illustrated in FIG. 1, (4) represents an electrical lead for electrical communication between system igniter (19) and micro-controller (1). Whereby, voltage from micro-controller (1) upon initial startup or restart activates the system igniter (19) and which in turn supplies heat to initiate the combustion process.

Further depicted in FIG. 1, (5) represents an electrical lead for electrical communication between proportional air valve (13) and micro-controller (1). Thus, upon voltage from micro-controller (1) proportional air valve (13) is activated and in turn will adjust the amount of air and fuel upon startup and operation of the re-burner system. It is to be noted the amount of air is determined by the engine speed and temperature within the combustion chamber (27). Thus, air from proportional air valve (13) controls the amount of fuel dispersed into the combustion chamber (27) by atomization of fuel dispersed by the air-atomizing fuel nozzle (30).

With further reference to FIG. 1, (6) represents an electrical lead for electrical communication between air on/off valve (11) and micro-controller (1). Whereby, voltage from micro-controller (1) will cause air on/off valve (11) to remain in its open position during operation and when voltage is not applied air on/off valve (11) will remain in its closed position. Whereby, air on/off valve (11) controls the high-pressure air that is to be regulated and distributed into combustion chamber (27).

Still further depicted in FIG. 1, (7) represents an electrical lead for electrical communication between the air blower (14) and micro-controller (1). Whereby, voltage from micro-controller (1) will cause activation of the air blower (14) for providing fresh ambient oxygenated air to the combustion chamber (27) in a regulated manner.

As further depicted in FIG. 1, (8) represents an electrical lead for electrical communication between the flame detector (21) and micro-controller (1). Whereby, voltage from flame detector (21) to micro-controller (1) will determine if a flame is present within the combustion chamber (27). Thereafter, micro-controller (1) calculates the information for control of the system fuel igniter (4). Thus, system fuel igniter (4) is controlled via flame detector (21) and micro-controller (1) in combination and adjustments are determined according to presence of any flame. It is to be understood that fresh ambient air is needed to keep the flame detector (21) and air-atomizing nozzle (30) cool, thus reducing any overheating. Further cooling of the flame detector (21) and air-atomizing nozzle (30) is accomplished via air blower (14). It is to be understood that flame detector (21) functions to ensure that fuel is not continually dispensed into the combustion chamber (27) if no flame is present or if the system fuel igniter (19) is not activated upon initial startup or upon restart.

Further depicted in FIG. 1, (9) represents an electrical lead for electrical communication between the fuel pump (18) and micro-controller (1). Whereby, voltage from micro-controller (1) to fuel pump (18) regulates fuel supply to constant overflow fuel tank (16) of the re-burner system. It is to be understood that constant supply of fuel is required for the complete combustion process and the fuel supplied to the air-atomizing nozzle (30) is to be regulated at a constant and steady rate. Also, air-atomizing nozzle (30) is so designed as to provide a fine mist consisting of fuel that is required for ignition and continual combustion. As a result, excess fuel that is not used for the combustion process will be circulated back into the fuel tank via fuel return line (28).

Furthermore within FIG. 1, (10) represents an electrical lead for electrical communication between the engine speed sensor (25) and micro-controller (1). Whereby, voltage from engine speed sensor (25) to micro-controller (1) detects engine performance dynamically and in combination adjusts the re-burner system accordingly.

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 FIG. 1, (17) represents a fuel tank used for storage of the systems fuel. It is to be noted that air-atomizing nozzle (30) further includes an adaptor (20) and is used for support of air atomizing nozzle (30) and allows for connection to appropriate air and fuel lines. As can be further seen within FIG. 1, (24) represents a diesel engine exhaust passageway that is used to guide diesel engine exhaust around air-atomizing nozzle (30) and into the combustion chamber (27) thus heat is generated from combustion of the dispersed fuel and the diesel engine exhaust is completely destroyed within the combustion chamber (27). Further depicted herein, (25) represents the engine speed from the engine and this voltage is proportional to the speed of the engine and is used to control the fuel into the combustion chamber by varying the air through the air atomizing nozzle (30).

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 FIG. 4 wherein represented is an overview of the actual combustion chamber (27) of the present invention comprising of an exterior housing (16), however it is only partially shown for clarity purposes. The exterior housing (16) is substantially cylindrical in shape and is made from a metal shell containing an insulated material (not shown) to contain heat and thereby improve system efficiency and economy. It is to be understood any type of suitable insulating material of engineering choice may be used, as there are numerous types available.

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 FIG. 3, wherein the flow conditioners are exemplified. These are vane devices that are used to slow down, change direction and cause swirling of the gases inside of the combustion chamber. The swirling of the gases will keep the exhaust gases inside of the combustion chamber long enough to destroy all pollution compounds. It is believed the noted unusual results are mainly achieved due to the construction of the flow conditioners (34) that are positioned between the chambers (32 & 33). As can be seen in FIG. 3, each of the flow conditioners (34) are significantly in the form of a circular disc (made from a high heat resistant material) which is of a shape and size to be vertically positioned within the housing (16) of the combustion chamber (27), thus forming the noted chambers between each of the flow conditioners (34).

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 FIG. 3. Wherein each of the flow conditioners (34), are further defined having multiple slits there through which when bent outwardly form vanes (38), respectively, with each of the vanes directing airflow in a controlled angular manner outwardly there from. Each flow conditioner (34) includes multiple locating tabs (37) thereon that allow the flow conditioner to be correctly orientated within the combustion chamber housing and that is most advantageous.

As can further be seen within FIG. 3, flow conditioners (34) when formed do not include any centralized opening which is important as this does not allow the gases to escape there through, rather the gases are substantially restricted and channeled which in turn provides increased dwell time. This restriction can be accomplished in a number of ways, such as each flow conditioner may include multiple cross bars (39) that function to deflect, condition and block the gases from escaping from the central area, respectively until proper dwell time has been achieved. As previously noted, there are numerous embodiments for the actual construction of the complete flow conditioners (FIG. 3), whereby the shape, size, angle of the vanes, etc., may be modified for variable functions and/or applications depending on engineering choice.

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 C_x H_x 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 FIG. 4, when the pollution and ignited air/fuel mixture is input into the combustion chamber (27) and allowed to expand and combust lots of heat is created, including caloric values from the actual pollution itself burning. It can now be seen that due to the flow conditioners (34), the heated air, gases and pollution when transferred from one chamber to another are forced into a spiraling motion that in turn provides the unusual results. For example, when the hot polluted air, etc., is forced into the next chamber via the vanes of the flow conditioner, the noted spiraling motion thereof causes the heavier materials i.e. hydrocarbons, carbon and any other heavy molecules of the fuel therein to be directed to the outermost area of the associated compartment because of centrifugal force, respectively, and are retained in the outermost area until converted by combustion to a lighter substance, namely a gaseous form. Thereafter, once converted into a gaseous form it is then light enough to migrate back to the center area of the associated chamber and onto the next compartment via the next flow conditioner or exit the chamber.

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.

Claims

1. An engine exhaust re-burner system comprising: a system micro-controller; a thermo-coupler; a fuel on/off valve; an air atomizing nozzle; a system fuel igniter; a proportional air valve; a combustion chamber; a reactor chamber; an air on/off valve; a fuel nozzle adaptor; an air blower; a flame detector; a fuel pump; a fuel tank; an overflow fuel tank; an engine speed sensor; an air pressure regulator; an exhaust input; and a catalytic converter; said system micro-controller being in electrical communication with said thermo-coupler via an electrical lead, said system micro-controller being in electrical communication with said fuel on/off valve via an electrical lead, said system micro-controller being in electrical communication with said system fuel igniter via an electrical lead, said system micro-controller being in electrical communication with said proportional air valve via an electrical lead, said system micro-controller being in electrical communication with said air on/off valve via an electrical lead, said system micro-controller being in electrical communication with said air blower via an electrical lead, said system micro-controller being in electrical communication with said flame detector via an electrical lead, said system micro-controller being in electrical communication with said fuel pump via an electrical lead, and said system micro-controller being in electrical communication with said engine speed sensor via an electrical lead.

2. The engine exhaust re-burner system of claim 1 wherein said combustion chamber and said reactor chamber are formed within an exterior housing, said combustion chamber and said reactor chamber are arranged in sequence in-line, said combustion chamber and said reactor chamber being in open communication yet partitioned by a flow conditioner disc and said exterior housing having an air fuel inlet duct and an outlet duct.

3. The engine exhaust re-burner system of claim 2 wherein said flow conditioner disc comprising; a circular disc made from a high heat resistant material, said circular disc being of a shape and size to be vertically positioned within said exterior housing and said circular disc having multiple slits there through which when bent outwardly form vanes.

4. The engine exhaust re-burner system of claim 3 wherein said circular disc further includes locating tabs thereon that allow said circular disc to be correctly orientated within said exterior housing.