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    • 专利摘要:
    The present invention relates to an apparatus and a method for reducing contaminants in exhaust of internal combustion engine (11). Radicals are produced using corona discharges 23, 30, 110 in the combustion gas material 18 of the engine 11 from water in the exhaust gas or in the pre-combustion gas flow. When radicals are produced in the exhaust gas stream 18, these radicals can be generated using corona discharges 23, 30 placed directly on the exhaust material moving to the catalytic converter 13, and a portion of the exhaust material 21. Moves to the remote corona discharge radical generator 23. In the generator corona discharge 23 generates radicals in the moving exhaust gas 21, after which the exhaust gas containing radicals is transferred to the exhaust gas stream 24 at an upstream point of the catalytic converter 13.
    公开号:KR20010030981A
    申请号:KR1020007003754
    申请日:1998-10-06
    公开日:2001-04-16
    发明作者:카렌로버트피；엑치안레온；엑치안잭에이
    申请人:리텍스 인코포레이티드；
    IPC主号:
    专利说明:

    TECHNICAL AND APPARATUS FOR USING FREE RADICALS TO REDUCE POLLUTANTS IN THE EXHAUST GASES FROM THE COMBUSTION OF A FUEL}
    As is known in the art, internal combustion engines absorb atmospheric air, mix air and fuel, inject a mixture of air and fuel into the combustion chamber where the air and fuel mixture is combusted. The exhaust gas treated to remove the contaminants is then discharged into the atmosphere. In general, combustion of the air / fuel mixture in the cylinder is effected by adiabatic compression of the air / fuel mixture or by an ignition device such as a spark plug, which heats the mixture to a temperature above the flash point.
    In gasoline powered internal combustion engines that are commonly used today, ambient air is passed through intake pipes or intakes to carburators or fuel injection systems, which are used to mix air and fuel to produce an air / fuel mixture. For engines with carburettors, as well as engines with fuel injection systems, the air / fuel mixture is transferred through the intake manifold to the engine's cylinders or combustion chamber. In a gasoline engine equipped with a port injection fuel injection system, air is directed through the intake manifold to the intake port of the combustion chamber before the fuel is mixed with the air. In diesel engines and other gasoline engines using fuel-injection systems, air and fuel are transferred separately to the cylinder or combustion chamber of the engine where the mixing takes place.
    After burning the air / fuel mixture, the exhaust gas is discharged from the combustion chamber to the exhaust manifold. Currently in almost all gasoline powered vehicles, the exhaust gas is transferred to the catalytic converter through the exhaust pipe where contaminants are removed from the exhaust gas. However, during operation of engines equipped with pollutant control devices such as catalytic converters and internal combustion engines, pollutants remain in the exhaust gas and are discharged to the atmosphere as described below.
    In addition to complete combustion materials such as carbon dioxide (CO 2 ) and water (H 2 O), internal combustion engines contain a number of pollutions, such as hydrocarbons (HC) caused by incomplete combustion, and toxic carbon monoxide (CO), which directly affects the human body. Generate exhaust gases containing substances. In addition, due to the very high temperatures generated by the combustion of hydrocarbon fuels accompanied by rapid cooling, thermal fixation of nitrogen in the air can produce harmful nitric oxide (NO x ) compositions and additional contaminants.
    The amount of CO, HC, NO x and other pollutants generated by the internal combustion engine will vary depending on the fuel and air used and the design and operating conditions of the engine. In particular, the amount of CO, HC, NO x contaminants is partly determined by the air-fuel ratio, so conditions that help reduce carbon monoxide and hydrocarbons, such as stoichiometric lean fuel mixtures that abnormally raise the combustion temperature, cause the NOx composition to increase. And a fuel rich or lean mixture that lowers the combustion temperature causes an increase in carbon monoxide and hydrocarbons in the exhaust gas of the engine.
    Although the presence of contaminants in exhaust gases from internal combustion engines is known since 1901, the control of internal combustion engine emissions in the United States has been legally sanctioned by the passage of the 1970 Clean Air Act. Engine manufacturers have researched a wide range of technologies that meet the above legal provisions, including the electrically controlled fuel injection system that allows accurate control of catalytic converters and air-fuel ratios, and receives data from various sensors in the combustion flow, and exhaust gas recirculation. come. The catalyst proved to be the most effective passive system.
    The function of the catalytic converter is to oxidize CO and HC to CO 2 and H 2 O and to reduce NO / NO 2 to N 2 in the three way catalyst. In current three-way catalytic converters (TWC) where all three pollutants are simultaneously reduced, NOx reduction is most effective in the absence of oxygen, while reduction of CO and HC requires oxygen. Thus, to prevent this emissions from occurring, the engine needs to be operated at stoichiometric air-fuel ratios.
    Today, almost all automotive catalytic converters are precious metals that are kept in a single crystal structure of honeycomb structure, which prevents the formation of gold under thermal shock and has good strength. The honeycomb structure and selected geometries provide a large overall surface area and relatively low pressure drop to increase the mass transfer control response to remove contaminants from the exhaust. The honeycomb structure is placed in a steel container and protected from vibration by an elastic mat.
    The adhesive washcoat, made of stabilized gamma alumina incorporating the catalyst components, is deposited on the walls of the honeycomb structure. The TWC technique for converting all three pollutants simultaneously uses noble metals platinum (Pt) and rhodium (Rh), where Rh is best suited for reducing NOx, and CO oxidation is mainly done by Pt. Cheaper Palladium Pd, which is now widely used, is used together with, or in place of, Pt and Rh. The active catalyst constitutes about 0.1-0.15% of the metals described above.
    Since exhaust gases from the combustion engine are transferred from high to low concentrations, an oxygen storage medium is added to the washcoat to absorb oxygen to the surface of the washcoat while in the low concentration portion of this cycle, and excess CO during the high concentration portion of the cycle. Releases oxygen to react with and HC Cerium oxide (CeO 2 ) is most widely used for the aforementioned purposes because of the preferred redox reactions.
    The Clean Air Act, amended in 1990, requires further reductions in the amount of pollutants released into the atmosphere by internal combustion engines. In order to meet these conditions, restrictions on the use of cars and trucks have been proposed. In other words, the use of HOV lanes and mass transit as well as rail lines was encouraged, and a number of measures were taken to limit the use of cars and trucks at considerable cost and inconvenience.
    Emissions can be reduced by increasing the efficiency of the internal combustion engine, replacing the use of cars and trucks. This approach can only have a limited impact. Because most studies show that pollution caused by cars is only a fraction of the total pollution of the vehicle on the road, the vehicle has an older model with an aging catalytic converter that generates an inefficient engine and a large amount of pollutants. to be. If the engine or vehicle is revised at high cost, older vehicles will not technically improve the overall combustion process.
    In addition, although significant improvements have been made to reduce the amount of pollutants in the exhaust gases of vehicle internal combustion engines such as automobiles and trucks, further reductions in the amount of pollutants in the exhaust gases of internal combustion engines are expensive and require significant technological advances. This is because the emissions from automobiles and trucks currently manufactured do not meet environmental protection standards.
    Instead of reducing emissions by reducing vehicle use or increasing the efficiency of internal combustion engines, another approach is to increase the efficiency of catalytic converters or catalysts. The conversion efficiency of the catalytic converter is measured as the ratio of the mass removal rate of a particular component to the mass flow rate constituting the catalytic converter. The conversion efficiency of the catalytic converter is a function of all parameters, including aging, temperature, stoichiometry, the presence of toxic catalysts such as lead, sulfur, carbon and phosphorus, the type of catalyst and the duration of the exhaust gas stay in the catalytic converter.
    Conventional methods for increasing the efficiency of catalytic converters have not been successful enough. Current TWC catalytic converters are helpful but expensive, have great difficulty in meeting future emission standards and have a limited performance life. The disadvantage of the catalytic converter is that the efficiency of the catalyst is low until the system reaches operating temperature.
    Therefore, there is a need to provide a simple and economical device for reducing the amount of pollutants emitted by internal combustion engines and catalyst combinations that can be installed in existing engines as well as newly built engines. The present invention provides such a means.
    This application is a continuation of US Patent Application Serial No. 08 / 768,833, filed December 18, 1996, filed together.
    The present invention relates to a method and apparatus for reducing contaminants in exhaust gases produced by fuel combustion. In particular, the present invention relates to oxidizing gas species such as hydrogen peroxide, H 2 O 2 , nitrogen dioxide, NO 2 and ozone, O 3 and the like, which are produced by corona discharge from water vapor and residual oxygen in the exhaust gas, hydroxyl radicals, OH, hydro Apparatus and method for highly oxidizing free radicals such as peroxyl radicals, HO 2 , hydrogen atoms, H and oxygen atoms O and reducing the pollutants by introducing the radicals upstream of the catalytic converter into the combustion gas stream of the internal combustion engine Is related.
    1 is a side view of an internal combustion engine having a catalytic converter.
    2 is a schematic representation of an exhaust system including a remote corona discharge radical generator.
    3 shows a corona discharge device mounted on an exhaust shunt.
    4 shows a corona discharge device having concentric electrodes and internal electrodes coated with a dielectric.
    5 shows a corona discharge device having a concentric electrode and an external electrode coated with a dielectric.
    6 shows a remote ground corona discharge device.
    Fig. 7 shows a corona discharge device of the type shown in Fig. 5 with a spark shield.
    8 shows a compact corona discharge device.
    9 shows a compact corona discharge device having an extended skirt.
    10 shows a compact corona discharge device equipped with an orifice for injecting air.
    11 shows a corona discharge device mounted with the advantage of a pump action of varying pressure in the exhaust gas flow.
    FIG. 12 shows a corona discharge device mounted with a plenum that enhances the pump action of varying pressure in the exhaust gas flow. FIG.
    * Sign Description
    11 ... internal combustion engines 13 ... catalytic converters
    18 ... Combustion gas substances 21 ... Exhaust substances
    23,30,110 ... corona discharge
    It is an object of the present invention to provide a method and apparatus that can reduce contaminants in the exhaust gas of an internal combustion engine without the need for major modifications to the catalytic converter or internal combustion engine.
    It is another object of the present invention to provide an apparatus and method that is simple in structure and operation and inexpensive to apply and manufacture, in order to reduce contaminants due to incomplete combustion in the exhaust gas of an internal combustion engine.
    The present invention relates to an apparatus and method for reducing at least one contaminant in an exhaust stream of an engine, consisting of exhaust gases formed by fuel combustion, the engine comprising a pre-combustion gas stream and an exhaust gas stream and a post-combustion gas. Has a combustion flow consisting of flows. The apparatus according to the invention consists of a catalytic converter having an inlet and an outlet, a corona discharge device for generating corona discharge in the exhaust gas, so that radicals are generated from water or other gas species in the exhaust gas. A portion of the exhaust stream from the engine passes to the catalytic converter and the catalytic converter is arranged such that radicals enter the combustion gas stream, preferably the exhaust gas stream, at a point upstream of the inlet of the catalytic converter. However, in one embodiment of the present invention radicals are generated in the precombustion gas stream.
    In another embodiment, the radicals are generated by the corona discharge device from the water in the exhaust gas from the exhaust stream and flow back into the exhaust stream at a point upstream of the inlet of the catalytic converter. In general, the exhaust tube is attached to the inlet of the catalytic converter such that at least a portion of the exhaust stream passes through the exhaust tube to the catalytic converter and the exhaust tube includes fittings for positioning the corona discharge device in the exhaust stream. The discharge is generated in the exhaust stream upstream of the catalytic converter.
    Radicals may be generated in the exhaust gas in the remote corona discharge radical generator. In this embodiment, the exhaust pipe or manifold attached to the inlet or outlet of the catalytic converter has an exhaust gas starting portion for conveying a portion of the exhaust stream to the remote radical generator. In this generator a corona discharge device is used to generate radicals, such as hydroxyl radicals, from water in the exhaust gas, in a portion of the exhaust stream that is directed to the remote radical generator. The exhaust gas containing radicals generated from the remote radical generator is then introduced into the exhaust stream at one point upstream of the catalytic converter.
    Preferably in each of the embodiments described above an oxygen sensor is disposed between the inlet of the catalytic converter and one point upstream of the catalytic converter, wherein exhaust gases comprising radicals are introduced into the exhaust stream by generation or addition. The oxygen sensor is currently mounted upstream of the catalytic converters of all motor vehicles and allows the engine's fuel injection system to maintain stoichiometric air-fuel ratio.
    In another embodiment, the corona discharge device is disposed in a shunt attached to the exhaust pipe such that a portion of the exhaust flow enters the shunt from the exhaust pipe at the first point upstream of the catalytic converter and back to the exhaust pipe at the second point upstream of the catalytic converter. Inflow. In order to lower the operating temperature of the corona discharge device, this shunt consists of one or more elongated surfaces or other cooling devices that remove heat and lower the temperature of the shunt through the exhaust gas.
    Corona discharge devices generally include concentric electrodes, so that when the device is operating, a corona discharge is formed in the air gap between the electrodes. The concentric electrode includes an inner electrode and an outer electrode that can be formed of a dielectric material having a dielectric constant in the range of about 2 to 10 and a wire mesh. This dielectric material forms one layer on the inner surface of the outer electrode or on one side of the inner electrode. Since the outer electrode includes the upper end, the air gap is entirely surrounded by the electrode and the dielectric, and the outer electrode is used as a spark film. At least one flame arrester may be disposed in the exhaust pipe to prevent the propagation of sparks in the exhaust pipe upstream of the catalytic converter and downstream of the corona discharge device, for example to prevent exposure of the catalytic converter to the flame from combustion of residual fuel. Can be. Corona discharge devices can be used where the exhaust pipe is used as a remote ground electrode for the corona discharge device.
    In order to ensure that new exhaust gas is continuously exposed to the corona in the exhaust stream, the pressure fluctuations naturally occurring in the exhaust flow push the exhaust gas to the corona discharge device and contain radicals generated from the corona discharge from the corona discharge device. The corona discharge device is arranged to give the pumping action to exhaust. This pumping action can be increased by including a plenum of the appropriate size, placed adjacent to the corona discharge device, to allow exhaust gas to pass through the corona discharge from the exhaust pipe to the plenum and back to the exhaust pipe.
    The apparatus according to the invention comprises a device for injecting air into the exhaust stream in a fuel-rich cold start operation so that the corona discharge oxidizes the fuel in the exhaust stream.
    The present invention relates to a method for reducing at least one contaminant in an exhaust stream consisting of exhaust gas formed from combustion of fuel in an engine having an exhaust pipe attached to an inlet of a catalytic converter. This method allows the exhaust stream to pass through the catalytic converter and the exhaust pipe and uses a corona discharge to form radicals in a portion of the exhaust gas from the exhaust stream; Injecting radicals into the exhaust gas upstream of the catalytic converter. This radical is produced from residual O 2 or water in the exhaust gas. The radicals may then react with the gas species in the exhaust stream to form gaseous oxidizing species, including other radicals. Gas oxidized species and radicals produced in the corona discharge by the secondary reaction include OH, H, HO 2 , H 2 O 2 , NO 2 or O 3 . The radicals are formed in a portion of the exhaust stream and are injected into the exhaust tube at a point upstream of the catalytic converter, and a portion of the exhaust gas travels in the other direction from the exhaust stream and is carried to a remote radical generator, where the radicals are corona Is produced in the discharge. This radical is injected into the exhaust stream of the exhaust pipe at a point upstream of the catalytic converter. In each embodiment, an oxygen sensor is disposed in the exhaust pipe between the catalytic converter and a point upstream of the catalytic converter, where radicals are produced in the exhaust flow of the exhaust pipe.
    Injecting radicals into the exhaust gas stream upstream of the catalytic converter can remove the catalyst poison component from the surface of the catalytic converter by reacting the poison component with at least one of radicals or gaseous oxidized species formed from the reaction of the gas with the radicals in the exhaust stream. I found that. Catalyst poison components to be removed include sulfur, phosphorus or carbon compounds.
    Corona discharges are used to initiate oxidation of residual fuel or hydrocarbons in the exhaust stream in low temperature startup or unignition, thereby reducing the amount of residual fuel and hydrocarbons before reaching the catalytic converter. A controlled amount of air is introduced into the exhaust stream in a cold start state to provide the oxygen needed to burn excess fuel upon exhaust.
    In another embodiment, the present invention relates to a method for improving the performance and lifetime of an oxygen sensor, which may not be effected by sulfur, phosphorus and carbon, wherein the oxygen sensor is placed in an exhaust stream upstream of the catalytic converter. As in the case of catalytic converters, the highly reactive radicals generated by the corona device remove the poison components to ensure proper oxygen sensor function. The method includes producing radicals in the combustion gas stream using corona discharge and introducing the radicals into the combustion gas stream upstream of the oxygen sensor. This radical may be formed from residual oxygen and water in a portion of the exhaust gas from the precombustion gas stream or the exhaust stream. As mentioned above, part of the exhaust gas from the exhaust stream is transferred to the remote radical generator, where radicals are formed in the exhaust gas using corona discharge. This radical then enters the exhaust stream at a point upstream of the oxygen sensor.
    The corona discharge device useful in the present invention includes a small corona discharge device, which includes a first end or base, configured to attach to a fitting in the exhaust system to allow exhaust gas from the exhaust system to enter and exit the corona discharge device. And a second end configured to prevent leakage of exhaust gas from a corona discharge device in the form of a metal cap, the cylindrical outer electrode electrically and mechanically coupled to the first end, concentrically mounted, and partially by the external electrode. A dielectric insulator comprising an enclosed inner electrode, concentrically mounted, disposed between the inner and outer electrodes, forming an air gap between the electrodes, the dielectric insulator having a diameter defining a corona discharge device diameter, wherein the inner electrode is formed of a first electrode; 2 in the air gap adjacent to the end and in the air gap adjacent to the first end Provides coronal area has a longer length than the length of the external electrode so as to.
    Advantageously, each size of the corona discharge device is minimized, and the shunt resistance of the corona discharge, the capacitive power loss, is minimized. In general, the inner electrode is at least twice the length of the outer electrode, preferably four times the length, and at least four times, preferably six times the diameter of the small corona discharge device defined by the dielectric insulator. The small corona discharge device according to the present invention includes an extended skirt portion placed between the base and the external electrode to impart a low temperature to the small corona discharge device. To improve the loss from the small corona discharge device, the extended skirt includes at least one extended surface that dissipates or removes heat and cools the corona discharge device.
    The small corona discharge device includes an orifice at the cap or second end to supply a controlled air flow through the small discharge device for cooling. In this embodiment, the base of the small corona discharge device is attached to the Venturi portion of the exhaust system to provide low pressure to the device to absorb air through the sonic orifice.
    As used herein, "pre-combustion gas flow" refers to the flow of air or air / fuel mixture to the combustion chamber. As used herein, "afterburn gas flow" and "exhaust gas flow" refer to the flow of exhaust gas from the combustion chamber involved in the combustion of the air / fuel mixture. Pre-combustion and post-combustion gas streams are referred to as "combustion gas streams."
    In addition, "radical" and "free radical" refer to an atom having at least one unpaired electron; As used herein, the term refers to an electrically neutral species having the same number of electrons and protons.
    The present invention relates to an apparatus and method for reducing the amount of carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxides (NOx) in an exhaust gas stream generated by fuel combustion. The apparatus and method of the present invention are used with an internal combustion engine equipped with at least one catalytic converter in an exhaust system. Preferably the apparatus and method of the present invention are used in conjunction with an internal combustion engine comprising at least one oxygen sensor upstream of the catalytic converter that allows the engine's fuel injection system to maintain a stoichiometric air-fuel ratio. This oxygen sensor is now mounted upstream of the catalytic converter in all vehicles. In the process according to the invention, hydroxyl radicals, OH, hydroperoxyl radicals, HO 2 , hydrogen oxides, H and oxygen oxides such as free radicals O and hydrogen peroxide, H 2 O 2 , nitrogen oxides, NO 2 and Oxidizing gas species such as ozone, O 3 are added to the combustion gas stream, preferably the exhaust gas stream, upstream of the catalytic converter. The gaseous oxidizing species associated with this radical are oxidized to CO and HC to carbon dioxide (CO 2 ) and water (H 2 O) and to reduce NO x to nitrogen molecules (N 2 ), after passing through the catalytic converter, the exhaust stream is It has no substance other than 2 , H 2 O, N 2 and methane (CH 4 ).
    According to the present invention, gaseous molecular oxidants associated with free radicals are introduced into the combustion gas stream of the engine to reduce contaminants such as CO and HC. In particular, the hydroxyl radical, OH, can rapidly react with CO to produce CO 2 . It can be seen that in the presence of oxygen OH rapidly reacts with hydrocarbons (HC) to form formaldehyde or similar intermediates, which then further react with OH to produce H 2 O and CO 2 and regenerate OH. . Therefore, this reaction does not consume OH, but instead regenerates OH, so OH serves as a homogeneous catalyst.
    In the case of CO, convert CO to CO 2 and regenerate OH according to Scheme 1:
    In Scheme 1, the hydroperoxyl dissociates to hydroxyl groups by thermal decomposition in the exhaust stream.
    In the case of HC, a simple set of reactions will be described according to Scheme 2.
    Depending on the species of HC, there may be secondary reactions and other free radical intermediates and oxidants such as O, H, NO 2 , HO 2 and H 2 O 2 may be produced and react directly or go through Scheme 3 It may be.
    According to the invention it is important to know that OH is regenerated during the reaction, ie OH acts as a catalyst and the reaction proceeds rapidly depending on the nature of the free radical reaction.
    In the exhaust gases of combustion engines in the presence of essential oxygen, the presence of oxidants and gaseous molecular intermediates and free radicals, such as O, H, NO 2 , H 2 O 2 , HO 2 , O 3 , as well as the presence of OH, Very catalytically converts into non-polluting gas species, namely CO 2 and water vapor. The gaseous molecular oxidant produced by the reaction of OH with other free radicals and OH in gaseous species in the exhaust stream acts as a catalyst under or independently of the normal catalytic function of the catalytic converter.
    Therefore, the present invention provides reactive species associated with hydroxyl radicals to provide a catalytic cycle for reducing the CO and HC output of the engine to meet current and future very low vehicle "ULEV" and low emission vehicle "LEV" standards. Radicals such as, O, H, NO 2 , H 2 O 2 , HO 2 and O 3 are applied. OH and other free radicals and gaseous molecular oxidizing species serve as catalysts and require relatively small amounts of radicals to inject more CO and hydrocarbons to reduce to CO 2 and H 2 O in the presence of oxygen in the exhaust gas stream. .
    The introduction of radically related gaseous oxidizing species into the combustion gas stream upstream of the catalytic converter results in oxidation catalysis of CO and HC in the exhaust gas stream and rapid removal of contaminants. The hydrocarbon species by oxidation to CO 2 and H 2 O, The catalytic conversion of CO to CO 2, as well as when the exhaust gas state in the flow occurs in the wide surface of the wash coat in the catalyst converter. The conversion of CO and HC to CO 2 and H 2 O ends in a small region near the inlet of the catalytic converter, and the volume of the noble metal catalyst surface does not contribute to ending the reaction. Since the noble metal sites of the converter no longer need to catalyze low-reactive hydrocarbon species such as methane, ethane, ethene, benzene and formaldehyde, the catalytic activity at the noble metal sites can be reduced to nitrogen oxides with nitrogen and other non-polluting gas species. Reduce.
    Since catalytic reactions of gaseous oxidizing species, such as radicals and hydroxyl radicals, occur not only on the surface of the catalytic converter, but also throughout the volume of the exhaust gas, the present invention is more effective than catalytic converters operating in conventional methods of reducing emissions of pollutants. Efficient Introduction of radicals to oxidize gas species upstream of the catalytic converter reduces emissions of nitrogen oxides below the levels obtained by conventional methods. Because the noble metal sites are removed in the conversion of CO and HC, it is possible to reduce the amount of noble metals or the use of relatively cheap metals and oxides in catalytic converters with the reduction of NOx achieved by conventional methods.
    In addition, generation of gaseous oxidized species by corona discharge in the radical and combustion gas streams and introduction into the exhaust stream upstream of the catalytic converter washes the catalytic converter by removing the poisonous components from the surface of the catalytic converter and reacting together. Catalyst poison components removed by the oxidation of gaseous oxidizing species associated with free radicals include sulfur compounds, such as sulfates and sulfides of precious metals in the catalyst, as well as elements of SO and sulfur that can be bonded to the surface forming the coating, Phosphorus elements such as phosphates and phosphates of noble metals, as well as phosphorus elements, PO 2 , P 2 O 3 , which may be bound to the surface of the catalyst forming the coating, are adsorbed on the surface and decomposed into oxygen and carbon atoms to carbonate Carbon compounds such as carbon monoxide, which may cause
    Oxidation of the catalyst poison component at the surface of the catalytic converter removes the poison from the catalyst surface, thereby increasing the efficiency of the catalysis and allowing the efficient use of catalyst beds having smaller volumes than those used in catalytic converters today. Thus, the influx of gaseous oxidizing species associated with free radicals generated by corona generators has two independent effects that reduce the emissions of pollutants. First, the catalytic reaction of radicals and gaseous oxidizing species removes contaminants from the exhaust gas stream. In addition, the removal of all poisonous components from the catalyst bed surface, especially from the precious metal surface, improves the efficiency of removing contaminant NOx by the catalytic converter.
    1 shows a general structure for a current automobile engine 11 with a catalytic converter 13. This catalytic converter 13 is arranged at the bottom of the motor vehicle and is placed in front of the muffler 17 in the exhaust gas flow 18 from the engine and in the exhaust pipe 12 downstream from the exhaust manifold 15. . Although this is a widely used structure today, there is an increasing trend in cars with coupled catalytic converters placed closer to the engine than shown in Figure 1, so that catalytic converters are placed adjacent to the exhaust manifold of the engine. In most automobiles produced today, the oxygen sensor 14 is arranged in the exhaust system directly upstream of the catalytic converter 13. The data obtained from the oxygen sensor 14 is used by the electrical controller of the fuel injection system to maintain the stoichiometric air-fuel ratio. Often, a second oxygen sensor 16 is placed immediately downstream of the catalytic converter to provide additional data for the state of the vehicle device and the fuel injection controller.
    As used herein, the catalytic converter 13 is any device provided for treating exhaust gases generated from combustion of fuels such as, for example, gasoline, gasoline compositions, diesel fuels, alcohols, natural gas and other fuels. Wherein the catalytic converter can be used to reduce at least one contaminant generated by combustion, such as CO, HC, and NOx, including three-way catalysts currently commonly used in automotive engines.
    The catalytic converter 13 comprises at least one pollution from exhaust gases produced by burning fuel, including devices having single crystal or granular ceramic materials, metal materials or all kinds of materials, and devices having precious metals or other types of catalytic materials. Includes any device for removing material. It is a device having a catalyst of ceramic type, such as alumina, silica-alumina and zeolite, used together with a metal catalyst or with an oxygen storage medium such as cerium oxide, or separately used, and a semiconductor, such as an oxide or sulfide of a transition component. A device having a catalyst.
    In an embodiment of the present invention, the oxidizing radicals and gaseous oxidizing species are introduced into the exhaust stream upstream of the oxygen sensor 14, preferably upstream of the catalytic converter, which is currently installed in all vehicles and trucks. The hydroxyl radicals, OH, hydrogen atoms, H are produced from water vapor in the exhaust gas of the engine by electric corona discharge. Similarly, corona discharge may generate oxygen atom O from residual oxygen O 2 in the exhaust gas. In general, these radical species react with other gas species in the exhaust stream to form other oxidizing species such as NO 2 , H 2 O 2 , HO 2 and O 3 .
    A portion of the downstream exhaust can be transferred to the radical generator and the exhaust gas used to generate free radicals at the downstream end of the catalytic converter can be obtained by introducing the output of the radical generator into the catalytic converter upstream exhaust as shown schematically in FIG. 2. By operating the corona discharge device in the exhaust gas obtained at the downstream end of the catalytic converter, the corona operates in a cleaner environment, and the action of the catalytic converter and the oxidizing radicals and associated gas species generated by the discharge and introduced upstream of the catalytic converter To remove contaminants. This increases the life of the discharge device and eliminates the contamination problems that can occur when the corona discharge device is placed upstream of the catalytic converter. However, when used upstream, the corona discharge itself reduces or reduces the possibility of self contamination.
    As shown in FIG. 2, a portion of the washed exhaust gas stream 21 passing through the catalytic converter is obtained in the rear exhaust pipe 22 and transferred to a remote corona discharge radical generator 23. The output 24 of the remote corona discharge radical generator 23 is enriched with radicals due to corona action in the exhaust gas 21 and flows into the exhaust gas in the exhaust pipe 12 upstream of the catalytic converter 13. Advantageously, the oxygen sensor 14, found in most modern vehicles and trucks, lies in the exhaust stream 18 upstream of the catalytic converter 13, but downstream of the point 25 where the oxide species enters the exhaust stream. It can also be placed on. However, due to the higher pressure in the exhaust system, the pumping action by the venturi is necessary to achieve direct injection of the remote generator output into the exhaust gas flow. Therefore, direct generation of free radicals by corona discharge action in residual oxygen and water vapor in the exhaust stream is the most preferred method.
    Advantageously, the gaseous oxidizing species associated with the radicals are produced in the exhaust upstream of the catalytic converter by a corona discharge device, in the shunt path parallel to the main exhaust gas stream or in the main exhaust pipe, as shown in FIG. 3. As shown in FIG. 3, the corona discharge device 30 is mounted to the exhaust shunt 31 at the mount 32. The exhaust shunt 31 exits the exhaust pipe at a first point 35, preferably at a second point 36 which is discharged from the exhaust pipe 12 upstream of the catalytic converter 13 and located upstream of the catalytic converter 13. By reflowing the gas, a portion of the exhaust gas stream 18 is allowed to bypass a portion of the exhaust tube 12. The exhaust shunt includes a restrictive orifice 33 or other device into the shunt to control or regulate the exhaust gas flow rate. Preferably, the heat loss of the shunt path is enhanced by, for example, giving increased surface area to the cooling fin 34 or similar device.
    The low temperature environment simplifies the selection and structure of the material for the corona discharge device, especially with respect to the electrical design of the device during thermal design and high temperature operation. This is important because the dielectric constant and loss tangent of the material in the corona discharge device change with increasing temperature. Changes in the properties that occur at high temperatures significantly reduce the efficiency of corona discharge devices and reduce the production of free radicals, thereby increasing the release of contaminants. When operating a corona discharge device at high temperature conditions, the choice of material is limited to materials that undergo changes with limited electrical properties with increasing temperature. However, when the corona discharge device is operated in a low temperature environment such as a shunt path, a less expensive material may be used which has desirable electrical properties at low temperatures but lacks desirable properties at high temperatures.
    Operation at low temperatures reduces or eliminates problems associated with thermal expansion coefficients and mismatches of materials in corona discharge devices, their supports and exhaust pipes. This reduces sealing failures and material deformation, as well as failures caused by the myriad thermal cycles that the corona discharge device undergoes over the life of the engine.
    Free radicals may be generated in the precombustion gas stream by corona discharge upstream of the point where air and fuel are mixed, as in the intake manifold of an engine equipped with a fuel injection system. The disadvantage of injection or generation of oxidizing species in the intake manifold is that most of the high chemically active species are destroyed during the combustion process, only the active species present in the cracks and walls of the combustion chamber are effectively maintained and oxidize CO and HC. Where it is useful, it can enter the exhaust stream. In contrast, generators that produce the aforementioned species in the exhaust gas stream or directly inject free radicals and gaseous molecular oxidants can more efficiently transfer the active species into the exhaust stream where CO and HC need to be oxidized. Thus, the significant amount of radicals that have to be produced in order to provide a given amount of radicals in the catalytic converter are smaller when the oxide species enter or are produced in the exhaust gas stream than the amount required by other methods. This translates into a lower electrical input requirement proportional to the radical generator.
    The corona discharge device used with the present invention must be able to operate for about 3,000 to 4,000 hours in the high temperature environment of the exhaust flow of the internal combustion engine before it is replaced. Because of the space limitations of current automobiles, corona discharge devices require a power supply that is not larger than about 300 to 400 cm 3 with a small physical volume, for example, in the size of a spark plug. In an embodiment of the present invention, in addition to operating at a temperature of about 800 ° C., the corona discharge device must meet Automatic Electromagnetic Interference (EMI) conditions and be easily replaceable and millions of small where the temperature change is about 200 ° C. In addition to thermal transients, it must be able to withstand thousands of thermal transients of about 800 ° C while starting and cooling the engine. In preferred corona discharge devices, a high frequency of about 20 to 50 W and high power of about 1,000 to 1,000,000 Hz and about 5,000 to 20,000 V are required. However, more radical production can be expected under some transient operating conditions, such as engine cold start or hot start. In this case, the corona device must operate at high power of 200 to 300 watts. The transient power condition can be met by raising the frequency voltage product to the corona device by a factor of 5 to 10 for a period in the range of about 30 to 100 seconds. This can be accomplished through an appropriate corona unit using a control signal obtained from an engine controller or local starting temperature reading and having a high voltage power system design.
    Corona discharge devices useful in the present invention generally have a cylindrical symmetrical structure and in most cases comprise at least two concentric electrodes. There are at least three design alternatives for corona discharge devices with cylindrical symmetry. Three different designs are shown in FIGS. 4, 5 and 6. 4 is a cross sectional view of a cylindrical corona discharge device 40 having a concentric cylindrical electrode, an inner electrode 41 and an outer electrode 42. The device 40 includes a ferrule 44 at the base 47 that provides a gas seal, and screws 46 or other for mounting the device 40 to the exhaust pipe 12 or the shunt 31. Other means. The internal electrode 41 is surrounded by a dielectric layer 43 that prevents failure and maintains corona discharge. The overall efficiency of the device is important to have a prevailing voltage across the "air" gap 45 of the device. In the corona discharge device shown in FIG. 4, the dielectric layer 43 lies in the region where a high electric field exists, so the dielectric constant of this layer limits the voltage drop across the dielectric layer in the range of about 4-10. As a result, most of the voltage is present across the "air" gap of the corona discharge device, and the efficiency of the device is maintained.
    However, according to the design of the corona discharge device, the dielectric due to conductivity is used as the shunt conductive path since the current is effectively reduced by the corona discharge. Where the corona discharge device receives shunt capacitive losses in the region of the base 47 that increases with increasing dielectric constant, the relative importance of shunt capacitive losses and voltage drop across the dielectric in this base region This requires a decision on the design of the corona discharge device of the type described above. In practice, careful choice of corona discharge device design minimizes the effective area of shunt capacitance and provides the lowest possible dielectric constant.
    At high temperatures, resistive losses occur in the dielectric, and dielectric materials should be selected, where the resistive losses are acceptable enough, and the corona discharge device must run off the path of the exhaust system or operate in the chamber to allow operation at low temperatures. . Other designs include EMI, resistance to corrosion in caustics, high temperature conditions, contamination, water condensation and vibration during engine cooling. About EMI. Corona discharge devices, power supplies, and leads must be sufficiently sealed to meet automotive system EMI requirements.
    Based on high temperature conditions and the ability to withstand corrosive environments that can limit the permanence or longevity of the device, such as high temperature diffusion of contaminants, for example, a dielectric that can lower the dielectric resistance below the required value for maximum efficiency. The furnace material is selected and forms a partial or complete short circuit in the device. However, the corona discharge itself can reduce or eliminate contaminants in the device.
    The need for high dielectric constant can be reduced or eliminated by disposing the dielectric layer 43 on the inner surface of the outer electrode 42. This device 50 is shown in FIG. 5. The electric field generated in the region of the outer electrode 42 is relatively low compared to the electric field in the region of the center electrode 41, and a dielectric material having a low dielectric constant of about 2 to 3 may be used in the dielectric layer. This reduces shunt capacitive losses while maintaining a limited voltage drop across the dielectric layer.
    In addition, the need for an external electrode can be eliminated by using the exhaust shunt 31 or the exhaust pipe 12 as a remote ground for the corona discharge device. Such a remote grounding corona discharge device is shown in FIG. 6 and includes an internal electrode 41 having a sharp or short radius end that causes a failure, a dielectric insulator 43 and a ferrule that imparts the required sealing properties and prevents deformation. Only base 47 comprising 44 is required. Since the remote grounding device only considers the fundamental losses, this device allows the use of dielectric materials with low dielectric constants.
    It is also desirable to include one or more flame arresters in the design of the corona discharge device. This device is shown in FIG. 7, in which a corona discharge device 50 having an external electrode 42 coated with a dielectric layer 43 is overlaid with a flame screen 48 in the form of a wire screen. The flame arrester prevents ignition of exhaust gases containing oxygen and fuel when the engine is started and not ignited.
    However, combustion of the exhaust gas that initiates partial or complete combustion of residual fuel in the exhaust gas is preferred, thereby reducing harmful emissions under conditions where the engine is not ignited or during cold start phases in which the engine operates. Corona assisted combustion of residual fuels and hydrocarbons is possible without the production of additional NOx due to the low temperature combustion process in the exhaust stream.
    In conditions where the engine is not ignited, the fuel, air mixture is mixed along the stoichiometry and does not require any additional air to burn off the exhaust gases. However, in order to commence combustion of the residual fuel when exhausting at a low temperature starting state, since the exhaust gas is a fuel abundant under the above-mentioned conditions, it must be added to the exhaust gas flow upstream of the corona discharge device. Oxygen required for combustion may be provided by an air pump controlled by an upstream air pump or by an automatic pump action, such as the pump action of the venturi portion in the exhaust pipe. Quick acting valves, such as venturis and electromechanical valves or valves based on MEMS (Micro Mechanical-Electronic Systems) technology, need to terminate the air injection after the cold start period is over. Since the air injection rate is limited to the venturi, partial combustion of residual fuel is possible with the venturi pump action. However, the air pump is not subject to this limitation and can supply sufficient air for complete combustion of all residual fuel in the exhaust gas stream.
    Where it is necessary to ignite the exhaust gas by corona discharge, it is preferable to use a flame screen such as a wire screen to limit or limit the area of the exhaust flow, where corona secondary combustion is upstream of the corona discharge device, Downstream, up and down the device, a limited volume occurs around the corona discharge device.
    The corona discharge device shown in FIGS. 4 and 5 is a modified device similar to a pre-ignition ignition having a small center electrode 41 having a diameter of 0.1 to 0.3 cm. The internal electrode 41 fits in the hole in the dielectric layer 43 at the base 47 and remains in place. In the device where the dielectric layer 43 lies on the inner surface of the outer electrode 42, the dielectric layer 43 forms a cup with a hole in the base to position the inner electrode. The outer electrode has a length of about 1.5 to 3 cm and an inner diameter of about 1 to 2 cm. The dielectric layer has a wall thickness and base of about 1 to 3 mm, selected to provide the desired dielectric strength at the operating voltage of the corona discharge device.
    The dielectric layer adjacent to the inner wall of the outer electrode and the "air gap" between the dielectric layer and the inner electrode are two series capacitances. Since they are arranged in series, the current through the dielectric and the air gap is the same, and the instantaneous corona power dissipation for the cylindrical electrode can be represented by equation (1).
    Average power dissipation is represented by equation (2).
    In Equation 2, Cd is a solid dielectric capacitance, Cg is an air gap capacitance, Vg is a spark failure potential, Vo is an applied voltage, and f = ω / 2π.
    This means that a "spark plug" technique can be used to produce a compact, replaceable corona discharge unit with the required power level.
    The outer side of the outer electrode is equipped with an exhaust pipe or manifold, exhaust shunt path, and a corona discharge device in the front chamber, in an exhaust pipe, a mounting plate, and other simple devices equipped with a corona discharge device that provides good exhaust gas seal. It is used to This simple mounting method allows easy installation and removal of the corona discharge device in the exhaust system, and the shunt path or recess in the exhaust system rarely interferes with the main exhaust flow. In each case, the corona discharge device is placed in the exhaust gas of the engine so that the desired free radicals are produced directly from the water and residual oxygen upon exhausting.
    During cooling, condensation of water takes place shortly outside the corona discharge device, which is mounted on top of the exhaust pipe to minimize exposure to water even when the electrode is directed downward and the temperature is too low to drain the water. In addition, the vibration powder can prevent the problem of vibration by designing the wiring, the power supply and the device to have a natural resonance frequency above the vehicle vibration frequency.
    As mentioned above, the resistive and capacitive shunt losses of the dielectric layer used to provide insulation support between two electrodes of a corona discharge device are key considerations when designing the device. All reductions in shunt capacitance allow discharge operation at higher frequencies at a given capacitive power loss, and allow for a more compact design according to the basic design principle for corona devices with power output proportional to the frequency of the applied voltage. do. The more compact design is advantageous in that it allows the use of smaller corona gaps, leads to lower voltages across the gaps, and allows the use of lower operating voltages. Low operating voltages lead to low resistive and capacitive losses, increasing the efficiency of corona discharge devices. Smaller, more efficient corona discharge devices require smaller power supplies, which is advantageous in today's vehicles where space is important.
    The structure of the compact corona discharge device is shown in FIG. 8 shows the components of the efficient compact corona discharge device 80 as well as the critical device operation and device structure. The examples as well as the sizes given below illustrate the general structure, and those skilled in the art will understand all variations within the general structure ranges described and shown herein.
    The main feature of the embodiment shown in FIG. 8 includes a long, thin-walled dielectric insulator 81, which between the inner and outer 83 electrodes supported by the insulator 81, with appropriate selection of materials. Provides a path with high resistance to The thin metal cap 84 is provided as a gas seal. The inner electrode 82 is longer than the outer electrode, has a length about twice the length of the outer electrode 83, and preferably has four times the length of the outer electrode 83. The internal electrode length is about four times, preferably about six times, the diameter of the corona discharge device 80, as determined from the diameter of the dielectric insulator 81. The external electrode 83 is mechanically and electrically connected to the base 85 of the compact corona discharge device 80, where the base includes screws 86 and other similar mounting means for mounting the device 80, The exhaust gas enters the air gap 89. Due to the difference in length of the inner and outer electrodes 82 and 83, the air gap 89 is formed in the corona discharge region 87, that is, in the portion of the air gap 89 where the inner and outer electrodes overlap and the outer electrode 83. It is divided into a leaked volume 88 which is part of an air gap 89 extending up to the metal cap 84.
    A typical compact discharge device 80 has an external electrode 83 having a length of about 1 to 2 cm, preferably 1.5 cm, and about 4 to 8 cm, preferably about 5 to 7 cm, most preferably about An internal electrode 82 having a length of 6 cm is included. The dielectric insulator 81 of the device described above is made of a ceramic material such as FosteritE and has a diameter of about 0.7 to 1.3 cm, preferably about 1 cm, a length of about 3 to 5 cm, preferably about 4 cm. It can be used at temperatures up to about 900 ° C. in length and about 0.1-0.2 cm, preferably about 0.15 cm, with up to about 10% resistive power loss at a maximum operating voltage of about 5,000V. At relatively low temperature conditions, such as in an exhaust shunt, the temperature changes along the ceramic dielectric insulator 81, so that a higher operating voltage is possible and maintains an acceptable power loss. Corona discharge devices of this structure provide about 30-50 W of power operating at a frequency of about 100 Hz. However, in some transient operating conditions, such as engine cold or hot start, the generation of more radicals is desirable. In this case, the corona device requires operation at high power levels of 200 to 300 watts. This transient power state can be satisfied by raising the frequency voltage product to the corona device by a factor of 5 to 10 for about 30 to 100 seconds. This can be accomplished by the use of control signals from the engine controller or local starting temperature readings and by a suitable corona unit having a high voltage power system. The long isolation path and thin wall of insulator 81 minimize capacitive shunt losses to about 10% or less, even for insulators having a dielectric constant of 10 or greater at an operating frequency of 100 Hz. This high operating frequency allows the use of tiny high voltage power supplies.
    As described above, power dissipation in corona can be represented by Equation 3.
    In Equation 3, Cd and Cg represent a gap in the capacitance and the corona region of the dielectric, Va and Vo represent the spark breakdown voltage of the gap and the voltage applied to the corona device, and f is the frequency of the voltage applied to the device. The value of Vo = 5,000V, Va = 3,000V, Cd = 6 * 10 -12 Farad, Cg = 1 * 10 -12 Farad at 3 * 10 5 ㎐, Corona power is about 27W. This output can be measured by frequency, applied voltage, or capacitance. This output can be controlled by the frequency and voltage of the corona device power supply.
    The spark breakdown voltage is almost directly proportional to the density of the exhaust gas in the corona gap region, which is directly proportional to the temperature in the gap region. This breakdown voltage will change depending on the temperature of the gas and the operating temperature in the corona unit. If the gas temperature in the corona unit is half of the exhaust temperature, the low breakdown voltage will increase to 6,000V.
    9 and 10 show two variants of the structure described above. In FIG. 9 the skirt portion 91 is elongated and the extended surface 92 is applied to increase heat exchange to the atmosphere. Longer conducting paths, in conjunction with heat exchangers, are provided in particular for the cooling action of dielectric material 81, allowing for better performance and a wider selection of materials to apply sufficient resistance and capacitance at operating temperature. The test shows that a small amount of air injection (<10 cc / sec) upstream of the engine side oxygen sensor does not adversely affect engine performance or engine / catalyst exhaust performance. In FIG. 10, the pumping action is provided by the low pressure generated in the venturi portion 95 added to the exhaust system 96. The low pressure with the orifice 97 in the metal cap 84 of the compact corona discharge device 80 provides an air flow of about 10 cc / sec or less, which limits the temperature and cools the ceramic dielectric portion of the corona device. Helps to inject radicals from corona discharges.
    Under normal operating conditions, depending on the location of the exhaust system, the engine generates exhaust gas pressure vibrations having a frequency of about 30 to 100 Hz and a maximum change of about 20-80%. This pressure oscillation, together with the amount of leak 88, effectively and continuously pumps the radicals and other species generated from the corona discharge and transfers them to the exhaust stream. The pumping effect of the exhaust gas pumping vibration for all the corona discharge devices described above, in which the discharge device 110 is installed at one point of the exhaust pipe 112 where vibration occurs, is shown in FIG. 11, where the discharge device 110 is shown. ) Is mounted to a simple "T" 113 portion off the side of the exhaust pipe 112. The pumping effect and overall gas motion can be augmented with the plenum 114 as shown in FIG. In addition, cooling fins 116 may be added to lower the operating temperature for the discharge device 110. As mentioned above, the lower temperature operating environment improves the efficiency of corona discharge.
    According to an embodiment of the invention, free radicals or gaseous oxidizing species, in particular hydroxyl radicals, are added to the combustion gas stream at the catalytic converter or at one point upstream, for example with a fuel-injection system or carburator of the combustion chamber. It is added to the air intake duct, combustion chamber and air / fuel manifold, directly to the combustion chamber or to the exhaust manifold or exhaust of the combustion chamber.
    And while the present invention has been described with reference to a catalytic converter, it can be seen that only the high surface area generated by the converter is required with the injection of hydroxyl radicals in order to reduce the pollutants in the exhaust gas of the combustion engine.
    Although the invention has been described with reference to preferred embodiments, those skilled in the art will understand that various changes and modifications are possible and the scope of the invention is limited only by the appended claims and not by the description herein.
    权利要求:
    Claims (49)
    [1" claim-type="Currently amended] An apparatus for reducing one or more contaminants in an exhaust stream comprising exhaust gases resulting from combustion of fuel in an engine, the apparatus comprising:
    A catalytic converter having an outlet and an outlet, wherein the catalytic converter is arranged such that a portion of the exhaust flow from the engine passes through the catalytic converter;
    And a corona discharge device for generating corona discharge in the exhaust gas such that radicals are generated from water or other gas species in the exhaust gas and the radicals enter the exhaust stream at a point upstream of the catalytic converter inlet.
    [2" claim-type="Currently amended] 2. An exhaust tube according to claim 1, comprising an exhaust tube attached to the inlet of the catalytic converter such that a portion of the exhaust gas stream passes through the exhaust pipe and the catalytic converter, the exhaust tube for positioning the corona discharge device in the exhaust stream or a portion thereof. Having a fitting, the corona discharge is generated in an exhaust stream upstream of the catalytic converter.
    [3" claim-type="Currently amended] 3. The apparatus of claim 2 comprising an oxygen sensor located between the inlet of the catalytic converter and the corona discharge device.
    [4" claim-type="Currently amended] 3. The corona discharge device of claim 2, wherein a portion of the exhaust gas flow enters the shunt from the exhaust pipe at the first point and flows back into the exhaust pipe at the second point upstream of the catalytic converter. Apparatus characterized in that the.
    [5" claim-type="Currently amended] 5. The apparatus of claim 4, wherein the shunt includes one or more elongated surfaces for removing heat from the shunt.
    [6" claim-type="Currently amended] The apparatus of claim 1, wherein the corona discharge device comprises concentric electrodes, such that the corona discharge device forms corona discharge in the air gap between the electrodes.
    [7" claim-type="Currently amended] 7. The apparatus of claim 6, wherein the concentric electrode consists of a dielectric material, an outer electrode having an inner surface and an outer surface, and an inner electrode, forming a layer on either the inner surface or the inner electrode of the outer electrode.
    [8" claim-type="Currently amended] 8. The device of claim 7, wherein the external electrode consists of wire or reticulated tissue.
    [9" claim-type="Currently amended] 9. The external electrode of claim 8, wherein the external electrode comprises a wire screen or net top, such that the air gap is completely surrounded by the electrode and the dielectric, and the wire screen or net portion of the external electrode serves as a flame shield. Device.
    [10" claim-type="Currently amended] 3. An apparatus according to claim 2, comprising one or more flame arresters arranged to prevent the transmission of sparks in the exhaust pipe.
    [11" claim-type="Currently amended] The device of claim 10, wherein the one or more flame arresters are disposed downstream of the corona discharge device and upstream of the catalytic converter.
    [12" claim-type="Currently amended] 8. The device of claim 7, wherein the dielectric material has a dielectric constant in the range of about 2-10.
    [13" claim-type="Currently amended] 3. The corona discharge device of claim 2, wherein the naturally occurring pressure fluctuations in the exhaust stream cause a pumping action to cause the exhaust gas to enter the corona discharge device, and the corona discharge device to exhaust the gas containing radicals generated from the corona discharge from the corona discharge device. Device, characterized in that the arrangement.
    [14" claim-type="Currently amended] 14. The apparatus of claim 13, comprising a plenum disposed adjacent to the corona discharge device such that the exhaust gas passes from the exhaust pipe, through the corona discharge, into the plenum and back to the exhaust pipe.
    [15" claim-type="Currently amended] The device of claim 2 wherein the exhaust pipe serves as a remote ground for the corona discharge device.
    [16" claim-type="Currently amended] 3. An apparatus according to claim 2, comprising a device for injecting air into the exhaust stream in a fuel-rich cold start operation such that the corona discharge causes combustion of residual fuel in the exhaust stream.
    [17" claim-type="Currently amended] The method of claim 1,
    An exhaust pipe attached to the inlet of the catalytic converter,
    A suction pipe attached to the outlet of the catalytic converter such that a portion of the exhaust stream passes from the exhaust pipe to the catalytic converter and the suction pipe,
    A suction tube having an exhaust gas outlet for directing a portion of the exhaust stream to the remote radical generator, including a corona discharge device, to generate radicals in the exhaust gas at the portion of the exhaust stream carried to the remote radical generator,
    And a remote radical generator output for returning exhaust gas comprising radicals to the exhaust stream at a point upstream from the remote radical generator, wherein the exhaust gas comprising radicals is injected into the exhaust stream.
    [18" claim-type="Currently amended] 18. The apparatus of claim 17, comprising an oxygen sensor located between the catalytic converter inlet and a point upstream of the catalytic converter into which exhaust gas comprising radicals enters the exhaust stream.
    [19" claim-type="Currently amended] An apparatus for reducing one or more contaminants in an exhaust gas stream comprising exhaust gases resulting from combustion of fuel in an engine having a combustion flow, the exhaust gas stream and the pre-combustion gas stream, comprising:
    A catalytic converter having an inlet and an outlet, wherein the catalytic converter passes a portion of the exhaust from the engine through the catalytic converter;
    And a corona discharge device for generating radicals that lie in the combustion gas flow of the engine, the radicals entering the combustion gas stream upstream of the inlet of the catalytic converter.
    [20" claim-type="Currently amended] 20. The apparatus of claim 19, wherein the radicals are generated in the precombustion gas stream.
    [21" claim-type="Currently amended] 20. The device of claim 19, wherein the radicals are injected into the precombustion gas stream.
    [22" claim-type="Currently amended] An apparatus for reducing one or more contaminants in an exhaust stream comprising exhaust gases resulting from combustion of fuel in an engine, the apparatus comprising:
    A catalytic converter having an inlet and an outlet, wherein the catalytic converter is arranged such that a portion of the exhaust stream from the engine passes through the catalytic converter,
    A corona discharge device for generating corona discharge in the exhaust gas such that radicals are generated from water or other gas species in the exhaust gas, and radicals are introduced from the exhaust stream at a point upstream of the inlet of the catalytic converter,
    An exhaust comprising a fitting attached to the inlet of the catalytic converter so that a portion of the exhaust gas flow passes through the exhaust pipe and the catalytic converter, attaching the corona discharge device to the exhaust pipe and configured to allow the exhaust gas to enter and exit the corona discharge device Includes a tube,
    Corona discharge device here,
    A first end configured to be attached to the fitting such that exhaust gas discharged from the exhaust pipe flows into and out of the corona discharge device,
    A second end configured to prevent leakage of exhaust gas from the corona discharge device,
    A cylindrical external electrode, electrically, mechanically connected to the first end,
    An inner electrode concentrically mounted and partially enclosed by the outer electrode,
    Concentrically mounted, disposed between the inner electrode and the outer electrode, formed of a dielectric insulator having a diameter forming an air gap between the electrodes, defining the diameter of the corona discharge device,
    Wherein the inner electrode has a length longer than the length of the outer electrode to provide a corona region in the air gap adjacent the first end and to provide a leakage amount in the air gap adjacent the second end.
    [23" claim-type="Currently amended] 23. The apparatus of claim 22, wherein each size of the corona discharge device is formed to a minimum such that shunt resistive and capacitive power losses of the corona discharge are minimized.
    [24" claim-type="Currently amended] 24. The method of claim 23, wherein the inner electrode is at least twice the length of the outer electrode and at least four times the diameter of the compact corona discharge device defined by the dielectric insulator, such that shunt resistive and capacitive power losses of the compact corona discharge are minimized. Characterized in that the device.
    [25" claim-type="Currently amended] 25. The device of claim 24, wherein the length of the inner electrode is at least four times the length of the outer electrode and at least six times the diameter of the compact corona discharge device.
    [26" claim-type="Currently amended] 23. The device of claim 22, comprising an extended skirt portion located between the base and the external electrode to impart a low temperature to the compact corona discharge device.
    [27" claim-type="Currently amended] 27. The apparatus of claim 26, wherein the elongated skirt comprises one or more elongated surfaces to enhance heat loss from the compact corona discharge device.
    [28" claim-type="Currently amended] 23. The device of claim 22, comprising an orifice in the cap to supply a controlled air flow through the corona discharge device for cooling, wherein the base of the compact corona discharge device exhausts to impart low pressure to the device to suck air through the orifice. Apparatus characterized in that the part is attached to the Venturi part.
    [29" claim-type="Currently amended] 23. The corona discharge of claim 22, wherein the naturally occurring pressure change in the exhaust gas provides a pumping action to allow the exhaust gas to enter the corona discharge device and to exhaust a gas containing radicals generated in the corona discharge from the corona discharge device. Apparatus characterized in that the device is arranged.
    [30" claim-type="Currently amended] A method of reducing one or more contaminants in an exhaust stream comprising exhaust gases formed from combustion of fuel in an engine having an exhaust pipe attached to the inlet of the catalytic converter, the method comprising:
    Passing the exhaust gas stream through the exhaust pipe and the catalytic converter;
    Use of corona discharge to form radicals in a portion of the exhaust gas stream;
    And introducing radicals into the exhaust gas stream upstream of the catalytic converter.
    [31" claim-type="Currently amended] 31. The method of claim 30, wherein radicals are generated from residual O 2 or water in the exhaust gas.
    [32" claim-type="Currently amended] 31. The method of claim 30, wherein the gas species and radicals react in the exhaust stream to form gas oxidizing species.
    [33" claim-type="Currently amended] 33. The method of claim 32, wherein the radical and gas oxidizing species consist of OH, O, H, HO 2 , H 2 O 2 , NO 2 , or O 3 .
    [34" claim-type="Currently amended] 31. The method of claim 30 including forming radicals in the exhaust stream of the exhaust pipe at a point upstream of the catalytic converter.
    [35" claim-type="Currently amended] 35. The method of claim 34, wherein the oxygen sensor is disposed at an exhaust pipe between the catalytic converter and an upstream point of the catalytic converter where radicals are formed in the exhaust stream in the exhaust pipe.
    [36" claim-type="Currently amended] 31. The method of claim 30, wherein a portion of the exhaust gas stream is diverted, the diverted exhaust gas stream is conveyed to a remote radical generator, a radical is formed in the diverted exhaust gas stream using a corona discharge in the radical generator, upstream of the catalytic converter. In the process of injecting radicals into the exhaust gas stream of the exhaust pipe.
    [37" claim-type="Currently amended] 37. The method of claim 36, wherein the oxygen sensor is disposed in the exhaust tube between the catalytic converter and an upstream point of the catalytic converter where radicals are injected into the exhaust stream in the exhaust tube.
    [38" claim-type="Currently amended] 31. The method of claim 30, comprising removing the catalyst poison from the surface of the catalytic converter by reacting the poison component with one of the radical or gas oxidizing species formed from the reaction of the radical with the gas in the exhaust stream.
    [39" claim-type="Currently amended] 39. The process of claim 38, wherein the catalyst poison consists of one of compounds of sulfur, phosphorus or carbon.
    [40" claim-type="Currently amended] 31. The method of claim 30, wherein the corona discharge assists the combustion of hydrocarbons or fuels in the exhaust stream in the cold start phase or without ignition.
    [41" claim-type="Currently amended] 41. The method of claim 40, wherein a controlled amount of air is injected into the exhaust gas flow in a cold start state to provide oxygen for combustion.
    [42" claim-type="Currently amended] A method for reducing one or more contaminants in an exhaust stream consisting of exhaust gas formed from combustion of fuel in an engine having a combustion gas flow, consisting of a pre-combustion gas stream and an exhaust gas stream, and an exhaust pipe attached to the inlet of the catalytic converter. In
    Moving the exhaust stream through the exhaust pipe and the catalytic converter;
    Use of corona discharge to form radicals in the combustion gas stream;
    A process consisting of introducing radicals into the combustion gas stream upstream of the catalytic converter.
    [43" claim-type="Currently amended] 43. The method of claim 42, comprising forming radicals in the precombustion gas stream.
    [44" claim-type="Currently amended] In a method for improving the performance and lifetime of an oxygen sensor of an engine having a combustion gas flow, consisting of a pre-combustion gas stream and an exhaust stream, the oxygen sensor is located in an exhaust stream upstream of the catalytic converter having an inlet and an outlet, Generating radicals in the combustion gas stream and introducing radicals into the combustion gas stream upstream of the oxygen sensor to prevent and remove deposition of poisonous components with the oxygen sensor.
    [45" claim-type="Currently amended] 45. The method of claim 44, comprising forming radicals in the precombustion gas stream.
    [46" claim-type="Currently amended] 45. The method of claim 44, comprising forming radicals from water in the exhaust gas portion from the exhaust stream.
    [47" claim-type="Currently amended] 47. The method of claim 46, comprising forming radicals in the exhaust stream at a point upstream of the oxygen sensor.
    [48" claim-type="Currently amended] 47. The method of claim 46, wherein a portion of the exhaust gas is diverted from the exhaust gas stream, the converted exhaust gas is conveyed to a remote radical generator, a radical is formed in the exhaust gas using a corona discharge in the radical generator, and at a point upstream of the oxygen sensor. Injecting radicals into the exhaust stream.
    [49" claim-type="Currently amended] A compact corona discharge device for forming corona discharge in exhaust gas in an exhaust system of an internal combustion engine to reduce one or more contaminants,
    A first end configured to attach to the exhaust system so that exhaust gas from the exhaust system can enter and exit the corona discharge device,
    A second end, configured to prevent leakage of the exhaust gas in the corona discharge device,
    A cylindrical external electrode, electrically, mechanically connected to the first end,
    An inner electrode concentrically mounted, partially surrounded by an outer electrode,
    Mounted concentrically and disposed between the inner and outer electrodes, forming an air gap between the electrodes, consisting of a dielectric insulator having a diameter defining a corona discharge device diameter,
    And the inner electrode has a length longer than the length of the outer electrode to provide a corona region in the air gap adjacent to the first end and to provide a leakage amount in the air gap adjacent to the second end.
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    同族专利:
    公开号 | 公开日
    ZA989145B|1999-10-20|
    CN1281528A|2001-01-24|
    JP2001519497A|2001-10-23|
    WO1999018333A1|1999-04-15|
    EP1021643A4|2001-11-14|
    CA2305238A1|1999-04-15|
    IL135500D0|2001-05-20|
    EP1021643A1|2000-07-26|
    US6029442A|2000-02-29|
    BR9813853A|2000-09-19|
    DE1021643T1|2001-04-19|
    ZA9809145B|1999-10-20|
    US6330794B1|2001-12-18|
    AU9603098A|1999-04-27|
    WO1999018333A8|1999-06-10|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    1997-10-07|Priority to US08/947,287
    1997-10-07|Priority to US8/947,287
    1998-10-06|Application filed by 리텍스 인코포레이티드
    1998-10-06|Priority to PCT/US1998/021042
    2001-04-16|Publication of KR20010030981A
    优先权:
    申请号 | 申请日 | 专利标题
    US08/947,287|US6029442A|1996-12-18|1997-10-07|Method and apparatus for using free radicals to reduce pollutants in the exhaust gases from the combustion of fuel|
    US8/947,287|1997-10-07|
    PCT/US1998/021042|WO1999018333A1|1997-10-07|1998-10-06|Method and apparatus for using free radicals to reduce pollutants in the exhaust gases from the combustion of a fuel|
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