LNT desulfation strategy with reformer temperature management
View Patent ↗Desulfation methods for an exhaust treatment system having a fuel reformer configured upstream of a LNT. Reductant is injected upstream of the fuel reformer. The reductant reacts within the reformer to generate heat, but the system is configured for some reductant to breakthrough and react in the LNT to generate further heat. This configuration allows the LNT to operate at temperatures higher the than first device and facilitates independent control of the LNT and first device temperatures.
1. A method of operating a power generation system, comprising:
operating a compression ignition diesel engine to produce a lean exhaust;
channeling the exhaust through a fuel reformer and a lean NO X trap, in that order;
from time-to-time, heating the fuel reformer to an operating temperature range and the lean NO X trap to a desulfating temperature range; and
maintaining the lean NO X trap within the desulfating temperature range while desulfating the lean NO X trap by controlling a fuel injection into the lean exhaust upstream from the fuel reformer to be intermittent, creating alternating lean and rich phases within the fuel reformer and the lean NO X trap, in a manner that causes fuel, or reformed fuel from the rich phases to react with oxygen from the lean phases within the lean NO X trap to an extent that contributes to maintaining the lean NO X trap within the desulfating temperature range, causes the lean NO X trap to reach temperatures exceeding those reached by the fuel reformer, and enables the lean NO X trap to reach a peak temperature that is at least 50° C. above the peak temperature of the exhaust entering the lean NO X trap;
wherein during the rich phases, the fuel reformer consumes the majority of the oxygen in the exhaust while producing reformate; and
the lean NO X trap is a device that adsorbs NO X under lean conditions and reduces and releases adsorbed NO X under rich conditions.
2. The method of claim 1 , wherein controlling the fuel injection to maintain the lean NO X trap within the desulfating temperature range comprises controlling the periods and durations of the lean and rich phases.
3. The method of claim 1 , further comprising controlling the fuel reformer temperature by controlling the fuel injection.
4. The method of claim 3 , wherein the fuel injection control controls the temperature of the fuel reformer independently from the temperature of the lean NO X trap.
5. The method of claim 1 , wherein the reactions within the lean NO X trap cause the lean NO X trap to reach a peak temperature that is at least 100° C. above the peak temperature of the exhaust entering the lean NOX trap.
6. The method of claim 1 , wherein the rich conditions are not produced unless the fuel reformer is within its operating temperature range, which is a range above 450° C.
7. The method of claim 6 , further comprising following lean phases in which the fuel reformer cools below its operating temperature range, injecting fuel into the exhaust to create combustion within the fuel reformer under lean conditions to heat the fuel reformer to within its operating temperature range.
8. A power generation system comprising:
an engine;
a fuel reformer;
a lean NO X trap; and
a controller;
wherein the controller is programmed to operate according to the method of claim 1 .
9. A vehicle comprising the power generation system of claim 8 .