Engine exhaust emissions treatment system
An engine system includes a compression ignition diesel engine connected with an aftertreatment system. A source of diesel fuel, which may have a high sulfur content, is fluidly connected to the engine. The aftertreatment system includes a particle trap fluidly positioned between the engine and the tailpipe, and an SCR catalyst fluidly positioned on the particle trap or between the particle trap and the engine. The SCR catalyst is a sulfur tolerant SCR catalyst. A non-thermal particle trap regeneration system includes a valve fluidly positioned between a particulate volume and an inlet to the particle trap. A reductant system has a doser positioned, possibly in the exhaust manifold, to deliver a reductant into the aftertreatment system upstream from the SCR catalyst.
1. An engine system comprising:
a compression ignition diesel engine with an exhaust outlet fluidly connected with an aftertreatment system that terminates at a tail pipe;
a source of diesel fuel fluidly connected to the engine;
the aftertreatment system including a particle trap fluidly positioned between the engine and the tailpipe, and a SCR catalyst fluidly positioned on the particle trap or between the particle trap and the engine;
wherein the SCR catalyst is a sulfur tolerant SCR catalyst; and
a non-thermal particle trap regeneration system that includes a valve fluidly positioned between a particulate volume and an inlet of the particle trap;
a reductant system with a doser positioned to deliver a reductant into the aftertreatment system upstream from the SCR catalyst.
2. The engine system of claim 1 wherein the sulfur tolerant SCR catalyst is predominantly vanadium pentoxide.
3. The engine system of claim 1 wherein the source of diesel fuel is high sulfur has a sulfur content greater than fifteen parts per million of sulfur.
4. The engine system of claim 1 wherein the particle trap has a length over diameter ratio greater than one and a half.
5. The engine system of claim 1 wherein the particle trap and the SCR catalyst are positioned within a shared can.
6. The engine system of claim 5 wherein the SCR catalyst is coated on a substrate of the particle trap.
7. The engine system of claim 1 wherein the aftertreatment system includes a NOx adsorber positioned upstream from the SCR catalyst.
8. The engine system of claim 1 wherein the compression ignition diesel engine includes a low pressure fuel injection system with a maximum injection pressure less than 15,000 psi.
9. The engine system of claim 8 wherein the low pressure fuel injection system is one of a pump and line fuel injection system and a common rail fuel injection system.
10. The engine system of claim 1 wherein the dozer of the reductant system opens into an exhaust manifold of the compression ignition diesel engine.
11. The engine system of claim 1 wherein the compression ignition diesel engine is supported on, and operably coupled to propel, a mobile vehicle.
12. A method of operating an engine system that includes a compression ignition diesel engine with an exhaust outlet fluidly connected with an aftertreatment system that terminates at a tail pipe; a source of diesel fuel fluidly connected to the engine; the aftertreatment system including a particle trap fluidly positioned between the engine and the tailpipe, and a SCR catalyst fluidly positioned on the particle trap or between the particle trap and the engine; wherein the SCR catalyst is a sulfur tolerant catalyst; a non-thermal particle trap regeneration system that includes a valve fluidly positioned between a particulate volume and an inlet of the particle trap; and a reductant system with a dozer positioned to deliver a reductant into the aftertreatment system upstream from the SCR catalyst, the method comprising the steps of:
rapidly heating the SCR catalyst faster than the particle trap immediately after engine start up;
catalyzing a reduction reaction of NOx with the reductant with the sulfur tolerant SCR catalyst;
trapping particulate matter generated by burning diesel fuel in the compression ignition diesel engine in the particle trap;
non-thermally regenerating the particle trap by moving the particulate matter from within the particle trap, out through the inlet of the particle trap, through the valve and into the particulate settling volume.
13. The method of claim 12 including limiting an exhaust temperature seen by the SCR catalyst below 350 degrees Celsius by at least one of locating the SCR catalyst remotely downstream from the compression ignition diesel engine, cooling the exhaust stream, and temporarily de-rating the compression ignition diesel engine.
14. The method of claim 12 including improving NOx reduction effectiveness by passing exhaust through the particle trap that is coated with the SCR catalyst and has a length over diameter ratio greater than one and a half.
15. The method of claim 12 including hastening an occurrence of a NOx reduction reaction by injecting a reductant into an exhaust manifold of the compression ignition diesel engine.
16. The method of claim 12 wherein the engine is fitted with a low pressure fuel injection system with a maximum injection pressure less than 15,000 psi.
17. The method of claim 12 including supplying the compression ignition diesel engine with diesel fuel having at least fifteen parts per million of sulfur content.
18. The method of claim 12 including retarding the compression ignition diesel engine responsive to regenerating the particle trap.
19. The method of claim 12 including meeting an emissions regulation at the tail pipe; and
the emissions regulation is at least one of the United States Environmental Protection Agency US Tier 2 Bin 5, California Air Resources Board LEV III, and European Union Euro VI.
20. The method of claim 12 wherein the step of regenerating the particle trap is performed when the compression ignition diesel engine is providing engine braking.