Diesel exhaust fluid storage tank conduit connected to air compressor and method thereof

Abstract

The invention relates to a diesel exhaust fluid injection improvement system. A diesel exhaust fluid storage tank ventilation line or conduit connected to an air compressor is provided for mitigating negative air pressure and cavitation in a diesel exhaust fluid injection fluid storage tank and related components. The diesel exhaust fluid storage tank ventilation line or conduit connected to the air compressor may include a fluid storage tank, an engine intake filter, a conduit, and a pressure regulating component. A method of mitigating negative air pressure and cavitation in a diesel exhaust fluid injection tank and related components using the diesel exhaust fluid tank ventilation line or conduit connected to an air compressor is also provided. In addition, the disclosure also relates to a system for improving a diesel engine exhaust fluid injection function and a method for improving a diesel engine exhaust fluid injection function.

Description

Technical Field

[0001] The present disclosure relates to a diesel exhaust fluid storage tank ventilation pipeline or conduit connected to an air compressor. More specifically, the present disclosure relates to alleviating negative air pressure and cavitation in a diesel exhaust fluid storage tank and associated components. Background Art

[0002] Diesel Exhaust Fluid (DEF) plays a crucial role in ensuring compliance with emission regulations. DEF is stored in a fluid storage tank and is distributed to the exhaust system via a pump, such as to a DEF injector. According to EPA regulations, a controlled amount of DEF is injected into the exhaust system to reduce nitrogen oxide (NOx) emissions. However, there are various challenges in maintaining the integrity of the DEF injection system at the current state of the art.

[0003] First, DEF injection requires that DEF must be substantially free of debris or other contaminants. The amount and size of debris in DEF must be carefully monitored to prevent damage to the DEF injector and maintain its durability. Any contaminants or foreign objects will disrupt the accuracy of the injection process, potentially leading to system failures and non-compliance with emission standards.

[0004] In addition, as DEF is discharged from the fluid storage tank, a negative pressure is created within the tank. If not managed, the fluid storage tank is at risk of collapsing under this negative pressure. At the current state of the art, vents are typically included to allow external air to balance the pressure within the tank. However, this ventilation mechanism may inadvertently introduce external debris into the DEF storage tank, which may lead to operational problems. If a filter is applied to the vent located on the storage tank, this will add an additional component that requires separate maintenance.

[0005] Furthermore, in DEF systems at the current state of the art, altitude can pose additional challenges. At higher altitudes, the lower atmospheric pressure may cause a reduction in pressure on the suction side of the DEF pump. Depending on the system design, this low pressure may cause cavitation within the DEF pump. Cavitation occurs when DEF reaches its boiling point due to the reduced pressure at high altitude, which may damage the pump hardware and result in incorrect injection of DEF into the exhaust system.

[0006] Maintaining the integrity of the DEF system is crucial for emission control and compliance.

[0007] A system is needed to mitigate the undesirable effects of negative pressure within a fluid storage tank capable of storing diesel exhaust fluid. A system is needed that uses an engine air intake filter to supply filtered air to the fluid storage tank. A system is needed that supplies filtered air to a fluid storage tank capable of storing diesel exhaust fluid, the exhaust fluid being compressed to a positive pressure by a forced induction compressor of an engine. A system and method are needed to mitigate cavitation caused by high altitude by supplying filtered air from a forced induction compressor of an engine. SUMMARY OF THE INVENTION

[0008] One aspect of the present invention provides a system for mitigating the undesirable effects of negative pressure within a fluid storage tank capable of storing diesel exhaust fluid. One aspect of the present invention provides a system that uses an engine air intake filter to supply filtered air to the fluid storage tank. One aspect of the present invention provides a system that supplies filtered air to a fluid storage tank capable of storing diesel exhaust fluid, the exhaust fluid being compressed to a positive pressure by a forced induction compressor of an engine. One aspect of the present invention provides a system and method for mitigating cavitation caused by high altitude by supplying filtered air from a forced induction compressor of an engine.

[0009] Accordingly, the present disclosure may be characterized by a diesel exhaust fluid injection improvement system that includes filtered air, a conduit, and a fluid storage tank. The filtered air may be provided by an engine air intake filter. The conduit may provide a path through which at least a portion of the filtered air may pass. The fluid storage tank may be capable of storing diesel exhaust fluid and receiving the filtered air. By receiving the filtered air, the fluid storage tank pressure may be maintained within the fluid storage tank at least at ambient pressure. The engine air intake filter may convert unconditioned air into filtered air to be received by the fluid storage tank and the engine via the conduit.

[0010] In another aspect, the conduit may include an engine conduit end and a fluid storage tank conduit end. The engine conduit end may be operatively attached to an air passage located between the engine air intake filter and the engine to receive the filtered air. The fluid storage tank conduit end may be distal to the engine conduit end and may be operatively attached to the fluid storage tank to supply the filtered air to the fluid storage tank. The filtered air flows from the engine conduit end through the conduit to the fluid storage tank conduit end.

[0011] In another aspect, the filtered air may be compressed to a pressure higher than ambient pressure before being received by the fluid storage tank.

[0012] In another aspect, the filtered air may be compressed to greater than 1 atmosphere.

[0013] In another aspect, a forced intake compressor is operably attached to an air box that houses an engine air filter to compress filtered air. An air passageway can be located between the forced intake compressor and the engine, and the compressed filtered air is transferred from the air passageway to a fluid storage tank via a conduit.

[0014] In another aspect, the forced intake compressor can be provided at least in part by a compressor housing of a turbocharger.

[0015] In another aspect, a regulator can be located between the air passageway and the fluid storage tank to regulate the pressure level of the filtered air before it is received by the fluid storage tank.

[0016] In another aspect, a pressure relief valve can be operably mounted to the fluid storage tank to release filtered air that exceeds a maximum pressure threshold.

[0017] According to an embodiment implemented by the present disclosure, a system is provided to improve the function of diesel exhaust fluid injection. The system can include a filtered air source to provide filtered air. The system can also include a conduit through which at least part of the filtered air can pass. The system can include a fluid storage tank capable of storing diesel exhaust fluid and receiving filtered air. Additionally, the system can include a compressor to compress the filtered air to a pressure above ambient pressure before it is received by the fluid storage tank. Further, the system can include a regulator located between the compressor and the fluid storage tank to regulate the pressure level of the filtered air before it is received by the fluid storage tank.

[0018] In another aspect, the filtered air source can be an engine air filter for converting unregulated air into filtered air to be received by the fluid storage tank and the engine via a conduit. The conduit has an engine conduit end that is operably attached to an air passageway located between the engine air filter and the engine to receive filtered air. The conduit can also have a fluid storage tank conduit end that is distal to the engine conduit end and is operably attached to the fluid storage tank to provide filtered air to the fluid storage tank. The filtered air can flow from the engine conduit end through the conduit to the fluid storage tank conduit end.

[0019] In another aspect, the filtered air can be compressed to above 1 atmosphere.

[0020] In another aspect, an air box can be provided that includes an engine air filter. The unregulated air passing through the engine air filter can be conditioned into filtered air to be received by the engine and the fluid storage tank. A forced intake compressor is operably attached to the air box to compress the filtered air. Additionally, an air passageway can be located between the forced intake compressor and the engine, and the compressed filtered air is transferred from the air passageway to the fluid storage tank via a conduit.

[0021] In another aspect, the forced intake compressor can be provided at least in part by the compressor housing of a turbocharger.

[0022] In another aspect, a pressure relief valve can be operably mounted to a fluid storage tank to release filtered air that exceeds a maximum pressure threshold.

[0023] Embodiments implemented in accordance with the present disclosure provide a method for improving the functionality of a diesel exhaust fluid injection system. The method can include (a) providing filtered air via an engine intake filter. The method can also include (b) transferring at least a portion of the filtered air through a conduit to a fluid storage tank capable of storing diesel exhaust fluid. Additionally, the method can include (c) receiving the filtered air from the conduit by the fluid storage tank. Further, the method can include (d) maintaining a fluid storage tank pressure within the fluid storage tank at at least ambient pressure via receiving the filtered air.

[0024] In another aspect of the method, step (a) can further include (i) converting unconditioned air into filtered air via the engine intake filter; and (ii) providing the filtered air to the fluid storage tank and the engine via the conduit. The conduit can have an engine conduit end that is operably attached to an air passage located between the engine intake filter and the engine to receive the filtered air. The conduit can also have a fluid storage tank conduit end that is distal to the engine conduit end and is operably attached to the fluid storage tank to provide the filtered air to the fluid storage tank. The filtered air can flow through the conduit from the engine conduit end to the fluid storage tank conduit end.

[0025] In another aspect, the method can include (e) compressing the filtered air to a pressure above ambient pressure before being received by the fluid storage tank.

[0026] In another aspect of the method, step (e) can further include (i) passing unconditioned air through an air box that includes the engine intake filter to condition the unfiltered air into filtered air received by the engine and the fluid storage tank. Step (e) can also include (ii) compressing the filtered air via a forced intake compressor operably attached to the air box. Additionally, step (e) can include (iii) transferring the compressed filtered air from the air passage through the conduit to the fluid storage tank.

[0027] In another aspect of the method, the forced intake compressor can be provided at least in part by the compressor housing of a turbocharger.

[0028] In another aspect, the method can further include (f) regulating a pressure level of the filtered air before being received by the fluid storage tank via a regulator located between the air passage and the fluid storage tank. The method can also include (g) releasing filtered air that exceeds a maximum pressure threshold via a pressure relief valve operably mounted to the fluid storage tank.

[0029] The terms and expressions used throughout this disclosure should be interpreted in a broad sense. The terms are intended to be understood according to the definitions provided in this specification. Technical dictionaries and common meanings understood within the applicable field are intended to supplement these definitions. If a suitable definition cannot be determined from the specification or technical dictionary, the terms should be understood according to their plain and common meaning. However, any definition provided in this specification will take precedence over all other sources. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is a block diagram of an exemplary engine with supercharging according to an embodiment of the present disclosure.

[0031] Figure 2 is a block diagram of an exemplary diesel exhaust fluid injection system that supplies filtered air from an air box according to an embodiment of the present disclosure.

[0032] Figure 3 is a block diagram of an exemplary diesel exhaust fluid injection system according to an embodiment of the present disclosure, which is supplied with filtered air compressed from an air passage.

[0033] Figure 4 is a flowchart of an exemplary method for providing filtered air to a fluid storage tank according to an embodiment of the present disclosure.

[0034] Figure 5 is a flowchart of an exemplary method for providing filtered air compressed by a supercharging compressor to a fluid storage tank according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0035] The following disclosure is provided to describe various embodiments of a diesel exhaust fluid storage tank conduit connected to an air compressor or other filtered air source. Those skilled in the art will understand additional embodiments and uses of this system and method beyond the examples of this disclosure. The terms included in any claims should be interpreted according to the definitions in this disclosure. Singular forms should be understood to contemplate and disclose plural alternatives. Similarly, plural forms should be understood to contemplate and disclose singular alternatives. Conjunctions should be understood as inclusive unless otherwise stated.

[0036] Expressions such as "at least one of A, B, and C" should be understood to allow any one of A, B, or C alone or in combination with the remaining elements. Additionally, such groups may include multiple instances of one or more elements in the group, which may be included with other elements of the group. Unless otherwise explicitly stated, all numbers, measurements, and numerical values are given as approximations.

[0037] To clearly describe the components and features discussed throughout this disclosure, some common terms will now be defined, but are not limited thereto. The term "diesel exhaust fluid" as used throughout this disclosure is defined as a chemical solution, typically including urea and deionized water, for use in a diesel engine equipped with a selective catalytic reduction (SCR) system to reduce nitrogen oxide (NOx) emissions to nitrogen and water. The term "filtered air" as used throughout this disclosure is defined as air that has passed through a filter or filtration system to remove impurities, particles, or contaminants, thereby producing cleaner air than unconditioned air.

[0038] The term "duct" as used throughout this disclosure is defined as a passageway, tube, or pipe for guiding, containing, and transporting a fluid, such as a liquid or gas, from one location to another. The term "ambient pressure" as used throughout this disclosure is defined as the pressure of the air or environment surrounding a location, typically approximately equal to the atmospheric pressure at that location.

[0039] The term "forced induction compressor" as used throughout this disclosure is defined as a device for increasing the pressure and density of air supplied to an internal combustion engine, such as a supercharger or turbocharger. The term "turbocharger" as used throughout this disclosure is defined as an embodiment of a forced induction compressor that increases air pressure by rotating an impeller driven by exhaust gases. The term "regulator" as used throughout this disclosure is defined as a device for controlling and maintaining a target pressure level in a pneumatic system by regulating the flow rate of air or the release of air to reduce pressure fluctuations. The term "pressure level" as used throughout this disclosure is defined as a measure of the force per unit area exerted by a fluid, gas, or liquid within a confined space.

[0040] Aspects of the present disclosure will now be described in detail, but are not limited thereto. In the following disclosure, a diesel exhaust fluid storage tank ventilation line or duct connected to an air compressor will be discussed. Those skilled in the art will understand alternative labels for a diesel exhaust fluid storage tank ventilation line or duct connected to an air compressor, such as a fluid storage tank ventilation line system, a power system air compressor for supplying a fuel storage tank, a fuel storage tank filtration and compressed air supply system, or other similar names. Similarly, those skilled in the art will understand alternative labels for a diesel exhaust fluid storage tank ventilation line or duct connected to an air compressor, such as a method for controlling the pressure of a fluid storage tank, a method for alleviating negative pressure and cavitation in a diesel exhaust fluid storage tank, a method for improving a diesel exhaust fluid injection system, method, or function of operation, or other similar names. Those skilled in the art should not consider any alternative labels to be limiting in any way.

[0041] Now refer to Figures 1-5, the diesel engine exhaust fluid storage tank ventilation line or conduit connected to the air compressor will now be discussed in more detail. The diesel engine exhaust fluid storage tank ventilation line or conduit connected to the air compressor may include a fluid storage tank, an engine air intake filter, a conduit, a pressure regulating component, and additional components that will be discussed in more detail below. The diesel engine exhaust fluid storage tank ventilation line or conduit connected to the air compressor may operate one or more of these components that interact with other components to relieve negative air pressure and cavitation in the diesel engine exhaust fluid injection fluid storage tank and related components.

[0042] An exemplary engine will now be discussed in more detail, which will be used to illustrate various applications discussed throughout this disclosure. Figure 1 The exemplary engine is highlighted and may also be shown in other figures. Those skilled in the art will understand that although an example of a diesel vehicle engine is given, the teachings of this disclosure can be widely applied to almost any engine system that will also benefit from diesel engine exhaust fluid injection, and are not limited thereto.

[0043] Now referring to Figure 1 , the engine 100 may have a power system 102 that includes a plurality of cylinders. The cylinders in the power system 102 may be fluidly connected to an intake system 104 and an exhaust system 106. A forced induction compressor may be included. In an example of the engine 100, the forced induction compressor is provided by a turbocharger 120, which includes a turbine housing 122 and a compressor housing 126. The turbine housing 122 has a turbine inlet 124 connected to the exhaust system 106, and the compressor housing 126 is connected to the intake system 104 via a compressor outlet 128. The engine air intake filter 112 may receive unregulated air 114, and the unregulated air 114 may be regulated to filtered air 116 via the engine air intake filter 112. In some embodiments, the engine air intake filter 112 may be housed within an air box 110. The engine air intake filter 112 may be connected to the inlet of the compressor housing 126. After driving the turbine housing 122 of the turbocharger 120, the exhaust gas may continue through an exhaust passage 174, where it may be discharged from the vehicle, for example, into the atmosphere.

[0044] Looking more closely at the intake system 104, the compressor outlet 128 of the compressor housing 126 is connected to an air passage 130. In the example provided by the engine 100, the air passage 130 includes a hot air passage 132, a cold air passage 136, and related components. An air cooler 134, such as an intercooler, may receive filtered air via a hot air passage 132 through an air cooler inlet. As those skilled in the art will understand, the air cooler 134 may reduce the temperature of the received filtered air, thereby increasing the density of the filtered air. The outlet of the air cooler 134 may be connected to an intake throttle valve 138 via a cold air passage 136.

[0045] The conduit 150 is operably connected between an air passageway (e.g., the cold air passageway 136 of the air passageway) and the fluid storage tank 160. Filtered air and / or compressed air can be provided from the air passageway (such as the cold air passageway 136) to the fluid storage tank 160. For example, the conduit 150 can be connected from the engine conduit end 152 to the cold air passageway 136. The conduit 150 can extend a given length from the air passageway 136 to the fluid storage tank 160, allowing filtered air and / or compressed air to pass through the internal volume of the conduit 150, where it can be discharged into the fluid storage tank 160 via the conduit 150 at its fluid storage tank conduit end 154. In one embodiment, the regulator 156 can be disposed along the conduit 150, such as at the engine conduit end 152 and / or the fluid storage tank conduit end 154 or at a target location between the engine conduit end 152 and the fluid storage tank conduit end 154. In one embodiment, the regulator 156 can be located at or near the point where the engine conduit end 152 of the conduit 150 interfaces with the air passageway 130.

[0046] The fluid storage tank 160 can be arranged to hold DEF 162, and the remaining volume provided by the fluid storage tank 160 is filled with air 164. The fluid storage tank 160 can be operably connected to the DEF injector 170 via the DEF fluid line 172. The DEF injector 170 can be at least partially inserted into the exhaust passageway 174 to dispense DEF into the exhaust gas, which can at least partially neutralize the nitrogen oxides (NO X ) emissions. The pressure regulating valve 180 can be mounted to the fluid storage tank, which can allow the discharge of excess gas if a maximum pressure threshold is reached or exceeded.

[0047] The air passageway can additionally be connected to the intake system 104 of the power system 102. During normal engine operation, the cooled intake air enters the power system 102 according to the opening level provided by the intake throttle valve 138. When the engine 100 is operating at idle or near idle, when the engine speed is low and there is little torque load on the engine, the intake throttle valve 138 can be substantially closed. When the engine 100 is operating above idle conditions, the intake throttle valve 138 can be substantially open or open greater than 5%. The cooled intake air leaving the air cooler 134 can pass through the intake throttle valve 138 via the cold air passageway 136, where it can be consumed by the power system 102.

[0048] The fluid storage tank will now be discussed in more detail. Figures 1-3Highlights an example of a fluid storage tank, which may also be shown in other figures. Engines 100, 200, 300 may include diesel exhaust fluid (DEF) storage tanks 160, 260, 360, components in modern diesel engines equipped with a selective catalytic reduction (SCR) system. In one embodiment, DEF may be provided as a solution comprising at least urea and deionized water. The fluid storage tanks 160, 260, 360 store DEF, which is used to reduce harmful nitrogen oxide (NOx) emissions generated during the combustion process of diesel engines.

[0049] The fluid storage tanks 160, 260, 360 can be used as storage reservoirs for DEF. The fluid storage tanks 160, 260, 360 can be constructed using almost any durable material, such as plastic or stainless steel. The fluid storage tanks 160, 260, 360 can be sized according to vehicle design, exhaust volume, intended use, and / or other considerations.

[0050] When the diesel engine is operating, a small amount of DEF can be drawn from the fluid storage tanks 160, 260, 360 along the DEF fluid lines 172, 272, 372 and injected into the exhaust passages 174, 274, 374 via injectors 170, 270, 370 before reaching the SCR catalyst. This injection can be carefully controlled by the engine's electronic control unit (ECU) to ensure precise dosing. The exhaust gas and the injected DEF may enter the SCR catalytic converter of the vehicle's exhaust system together. Inside the catalytic converter, DEF reacts with the NOx emissions, causing a chemical reaction that converts at least part of the NOx into harmless nitrogen (N 2 ) and water vapor (H 2 O).

[0051] Those skilled in the art will understand that the DEF fluid must have high purity to ensure the proper operation of the SCR system. The fluid storage tanks 160, 260, 360 can be designed to protect the DEF from contamination and maintain its quality, for example, by sealing to prevent moisture and impurities from entering. Over time, the DEF inside the storage tank is consumed as the engine uses it to reduce emissions. As the DEF level drops, a negative pressure may develop inside the fluid storage tanks 160, 260, 360. This negative pressure can be offset by introducing air at ambient temperature or air above ambient temperature, for example, by ventilation and / or compression. In at least one embodiment, air can be provided to the fluid storage tanks 160, 260, 360 via ducts 150, 250, 350.

[0052] The engine air intake filter and related components will now be discussed in more detail. Figures 1-3Examples of the engine air intake filter, air box, air passage, and other components are highlighted, which may also be shown in other figures. The main function of the engine air intake filters 112, 212, 312 is to ensure that only clean, debris-free air enters the power systems 102, 202, 302. Those skilled in the art will understand that the engine air intake filters 112, 212, 312 serve as a protective barrier between the unconditioned air present in the environment and the internal components of the engine. Generally, the engine air intake filters 112, 212, 312 are housed in the air boxes 110, 210, 310, which can draw in unconditioned air 114, 214, 314 to pass through the engine air intake filters 112, 212, 312, thereby generating filtered air 116, 216, 316. Then, the filtered air 116, 216, 316 can be conveyed to various components of the power system, such as the intake system 104, 204, 304, turbochargers 120, 220, 320, and other forced induction compressors, via the exhaust system 106, 206, 306 or other components of the engine, such as the DEF fluid storage tanks 160, 260, 360. Those skilled in the art will understand that embodiments including the turbochargers 120, 220, 320 can provide forced induction compression via the compression housings 126, 226, 326, which can be driven by turbines located in the turbine housings 122, 222, 322.

[0053] The engine air intake filters 112, 212, 312 are typically made of fibrous materials and are designed to capture and retain contaminants in the unconditioned air. As the unconditioned air 114, 214, 314 flows through these fibers, particles larger than the distance between the fibers are captured, allowing only the filtered air 116, 216, 316 to pass through the engine air intake filters 112, 212, 312. Over time, the engine air intake filters 112, 212, 312 will collect debris, which means they will be replaced or cleaned during regular maintenance. Since the maintenance of the engine air intake filter has been scheduled as part of the regular maintenance of the engine, any component that receives the filtered air, such as the fluid storage tanks 160, 260, 360, will advantageously have its filtering components effectively maintained as part of the normal process of engine maintenance.

[0054] The engine air intake filters 112, 212, 312 can be encapsulated within the air boxes 110, 210, 310, which are typically made of plastic or metal. The air boxes 110, 210, 310 provide structural support for the engine air intake filters 112, 212, 312, hold them in place, and ensure that all incoming unconditioned air 114, 214, 314 passes through the engine air intake filters 112, 212, 312 to be conditioned into filtered air 116, 216, 316.

[0055] The catheter will now be discussed in more detail. Figures 1-3 An example catheter is highlighted, which may also be shown in other figures. The filtered air that has passed through the engine air filters 112, 212, 312 can then reach the fluid storage tanks 160, 260, 360 through the catheters 150, 250, 350, advantageously maintaining the cleanliness and quality of the DEF stored in the fluid storage tanks 160, 260, 360. The catheters 150, 250, 350 can be provided as tubes or pipes designed to convey air. At the start of the catheters 150, 250, 350, near the engine catheter ends 152, 252, 352, an inlet or opening can be provided through which the filtered air is drawn in. In some embodiments, the filtered air can be compressed, for example, via a supercharger.

[0056] Once the filtered air passes through the inlet at the engine catheter ends 152, 252, 352, the filtered gas is conveyed through the catheters 150, 250, 350 towards the fluid storage tanks 160, 260, 360. The catheters are typically designed to withstand the airflow and maintain the integrity of the filtered air. Near the fluid storage tank ends 154, 254, 354 of the catheters 150, 250, 350, it can be connected to the fluid storage tanks 160, 260, 360. Example connections include, but are not limited to, dedicated ports, valves, or fittings, which are designed to introduce the filtered air into the tank.

[0057] The pressure regulating components will now be discussed in more detail. Figure 1 and Figure 3 Examples of pressure regulating components are highlighted, which may also be shown in other figures. The regulators 156, 356 can be provided at one of the catheter ends or at positions along the catheters 150, 350 to control the pressure of the filtered air supplied to the fluid storage tanks 160, 360. For example, in embodiments where the filtered air is compressed before being received by the catheters 150, 350, the regulators 156, 356 can control the pressure level to reduce the risk that the pressure level inside the fluid storage tanks 160, 360 exceeds the maximum pressure threshold. In embodiments where the filtered air is compressed before being received by the catheters 150, 350, the filtered air delivered to the fluid storage tanks 160, 360 can be above ambient pressure. In some embodiments, the filtered air delivered to the fluid storage tanks 160, 360 can be equal to or higher than 1 atmosphere, which can be above ambient pressure when operating at high altitudes.

[0058] Those skilled in the art will understand that an air pressure regulator is a device designed to control and maintain a target pressure level in a pneumatic system. It operates by reducing the incoming high-pressure air to a target lower pressure, ensuring a consistent and controlled air supply to downstream components and equipment. The high-pressure compressed air enters the regulator through an inlet port from an air source (usually an air compressor, such as a forced induction compressor). The outlet port is connected to downstream components or equipment that utilize the regulated air supply, such as a fluid storage tank.

[0059] The fluid storage tanks 160, 260, 360 may also have pressure relief valves 180, 280, 380 or vent valves to release any excess pressure, advantageously reducing the likelihood that the pressure level within the fluid storage tanks 160, 260, 360 exceeds a maximum threshold pressure. Those skilled in the art will understand that the pressure relief valves 180, 280, 380, commonly referred to as safety valves or pressure relief safety valves, can protect the fluid storage tanks 160, 260, 360 from overpressure conditions by releasing excess pressure when the maximum pressure threshold is exceeded. In one example, the pressure relief valves 180, 280, 380 may be constructed with a spring or weight-loading mechanism to apply a force on a sealing element to keep it closed in a normal operating state. The pressure relief valves 180, 280, 380 may include an adjustment mechanism that allows an operator to set a target maximum pressure threshold at which the pressure relief valves 180, 280, 380 will open. When the pressure within the fluid storage tanks 160, 260, 360 exceeds the maximum pressure threshold, the force exerted by the pressure acting on the sealing element overcomes the opposing force exerted by the spring or gravity, causing the pressure relief valves 180, 280, 380 to lift or open and discharge the excess pressure.

[0060] Now refer to Figure 2Referring now to the example shown in [FIGURE], exemplary systems implemented by the present disclosure will now be discussed, where the filtered air is from an air box, but is not limited thereto. In one embodiment, as shown in engine 200, conduit 250 may extend from a filtered air source, such as provided by air box 210 which may include an engine intake filter 212. For example, conduit 250 can be operatively attached to an air passage located between the engine intake filter and power system 202 to receive filtered air at its engine conduit end 252. Fluid reservoir 260 may receive filtered air from conduit 250 via its fluid reservoir conduit end 254, which is distal to the engine conduit end 252 and is operatively attached to fluid reservoir 260 to supply filtered air to fluid reservoir 260. The conduit can be almost any practical length to adequately connect fluid reservoir 260 to the filtered air source, such as air box 210, where the filtered air flows through conduit 250 from the engine conduit end 252 to the fluid reservoir conduit end 254. Filtered air not received by conduit 250 can be directed to air passage 230, which may include a hot air passage 232, an air cooler 234, a cold air passage 236, and / or other components to direct the filtered air to power system 202.

[0061] Now reference Figure 3 Referring now to the example shown in [FIGURE], exemplary systems implemented by the present disclosure will now be discussed, where the filtered air is from a forced induction compressor, but is not limited thereto. In one embodiment, as shown in engine 300, conduit 350 may extend from a filtered air source, such as provided by air passage 330 located after a forced induction compressor, such as turbocharger 320, but is not limited thereto. The forced induction compressor may receive filtered air from engine intake filter 312, which may be housed in air box 310 leading to fluid reservoir 360. For example, conduit 350 can be operatively attached to an air passage located between turbocharger 320 and power system 302 to receive filtered air at its engine conduit end 352. Fluid reservoir 360 may receive filtered air from conduit 350 via its fluid reservoir conduit end 354, which is distal to the engine conduit end 352 and is operatively attached to fluid reservoir 360 to supply filtered air to fluid reservoir 360. Conduit 350 can be almost any practical length to adequately connect fluid reservoir 360 to the filtered air source, such as air passage 330, where the filtered air flows through conduit 350 from the engine conduit end 352 to the fluid reservoir conduit end 354. Filtered air not received by conduit 350 from air passage 330 can be directed to power system 302, which air passage 330 may include a hot air passage 332, an air cooler 334, a cold air passage 336, and / or other components.

[0062] In one embodiment, discussed in conjunction with the exemplary engine 300 shown in Figure 3 at least a portion of the filtered air can be directed from the hot air passage 332 to the fluid storage tank to provide a heat source. Those skilled in the art will understand that DEF will freeze in cold weather conditions. To mitigate the negative effects of frozen DEF, many DEF storage tanks are equipped with heating elements or heaters that heat the DEF fluid to keep it in a liquid state. This ensures that the SCR system can continue to operate effectively in cold climates. In the embodiments provided by the present disclosure, the heated filtered air provided from the hot air passage 332 of the air passage 330 can help maintain the target DEF temperature. In additional embodiments, the conduit 350 can have selectable sources that allow for the provision of heated filtered air from the hot air passage 332, cooled filtered air from the cold air passage 336, or different temperatures by mixing air sources from the hot air passage 332 and the cold air passage 336.

[0063] Those skilled in the art will understand that the conduit can be connected to various aspects of the engine intake system to receive filtered air at other locations. For example, in some embodiments, the conduit can receive this air before the filtered air may enter an intercooler. In these examples, providing heated air can help keep the DEF at the target temperature. In other embodiments, the conduit can be connected to multiple points along the intake system, such as before and after the intercooler in a forced induction application. In this example, when it is desired to increase the temperature of the DEF held within the fluid storage tank, the hotter filtered air can be used as an air source, which can be switched to the cooler filtered air after the intercooler, but is not limited thereto. In some embodiments, the compression of the filtered air can be provided by a discrete compressor that can be driven mechanically, electrically, hydraulically, and / or in other ways, as will be understood by those skilled in the art after reading the present disclosure.

[0064] In operation, a method is provided for mitigating negative air pressure and cavitation in a diesel exhaust fluid injection storage tank and associated components. Those skilled in the art will understand that the following methods are provided to illustrate embodiments of the present disclosure and should not be considered as limiting the present disclosure to these methods or aspects. After reading the present disclosure, those skilled in the art will understand other methods for performing the operations provided in the following examples within the scope and spirit of the present disclosure. The present disclosure is intended to include such other methods.

[0065] Now referring to Figure 4Flowchart 400, which will describe an example method for providing filtered air to a fluid storage tank, but is not limited thereto. Starting from block 402, operation may begin by generating filtered air by passing unregulated air through an engine intake filter (block 410). Then, the filtered air may be provided to an air passage (block 414). Meanwhile, DEF may be withdrawn from the fluid storage tank for injection into an exhaust passage (block 420). As DEF is withdrawn from the fluid storage tank, the pressure level in the fluid storage tank may drop below ambient pressure (block 422).

[0066] This operation may continue by causing the filtered air to flow from the air passage to the fluid storage tank along a conduit (block 430). By receiving the filtered air via the conduit, the pressure level within the fluid storage tank may be restored to a target pressure level, which may be at least ambient pressure (block 432). Then, operation may terminate at block 450.

[0067] Now referring to Figure 5 Flowchart 500, which will describe an example method for providing filtered air to a fluid storage tank, the filtered air being compressed by a forced induction compressor, but is not limited thereto. Starting from block 502, operation may begin by generating filtered air by passing unregulated air through an engine intake filter (block 510). Then, the filtered air may be provided to a forced induction compressor, such as a turbocharger (block 512). Then, the compressed filtered air may be provided to an air passage (block 514). Meanwhile, DEF may be withdrawn from the fluid storage tank for injection into an exhaust passage (block 520). As DEF is withdrawn from the fluid storage tank, the pressure level in the fluid storage tank may drop below the target pressure level (block 522).

[0068] This operation may continue with at least a portion of the filtered air that is compressed and regulated to a target compression level in the air passage for delivery to the fluid storage tank via a conduit (block 530). Then, the conduit may convey the regulated filtered air from the air passage to the fluid storage tank (block 532). Those skilled in the art will understand that the regulator may be located at virtually any position along the conduit between the air passage and the fluid storage tank, and is not limited thereto. By receiving the filtered air via the conduit, the pressure level within the fluid storage tank may be restored to a target pressure level, which may be above ambient pressure, such as at least 1 atmosphere (block 534).

[0069] Then, the operation can determine whether the pressure level in the fluid storage tank exceeds a maximum pressure threshold (block 540). If it is determined at block 540 that the maximum pressure threshold has been exceeded, the pressure relief valve can discharge some excess air, thereby reducing the pressure level in the fluid storage tank (block 542), and then the operation can return to block 534. If it is determined at block 540 that the pressure in the fluid storage tank does not exceed the maximum pressure threshold, the operation can then terminate at block 550.

Claims

1. A diesel engine exhaust fluid injection improvement system, comprising: Filtered air, the filtered air being provided by an engine air intake filter; a conduit through which at least a portion of said filtered air passes; a fluid storage tank capable of storing diesel exhaust fluid and receiving the filtered air; wherein a fluid storage tank pressure within the fluid storage tank is maintained at at least ambient pressure via receiving the filtered air; and Wherein the engine air intake filter converts unconditioned air into the filtered air for receipt by the fluid storage tank and the engine via the conduit.

2. The system according to claim 1, characterized in that The catheter comprises: an engine duct end operably attached to an air box and / or air passage between the engine air intake filter and the engine to receive the filtered air; and a fluid storage tank conduit end, the fluid storage tank conduit end being distal to the engine conduit end, and operably attached to the fluid storage tank to provide the filtered air to the fluid storage tank; and The filtered air flows from the engine conduit end through the conduit to the fluid storage tank conduit end.

3. The system according to claim 1, characterized in that The filtered air is compressed to above ambient pressure before being received by the fluid storage tank.

4. The system according to claim 3, characterized in that The filtered air is compressed to above 1 atmosphere.

5. The system according to claim 3, characterized in that Also includes: a forced air induction compressor operably attached to an air box housing the engine air intake filter to compress the filtered air; as well as An air passage is located between the forced induction compressor and the engine, and the compressed filtered air is transferred from the air passage to the fluid storage tank via the conduit.

6. The system according to claim 5, characterized in that The forced induction compressor is at least partially provided by a compressor housing of the turbocharger.

7. The system according to claim 5, characterized in that Also includes: A regulator is located between the air passage and the fluid tank to adjust the pressure level of the filtered air before it is received by the fluid tank.

8. The system according to claim 1, characterized in that Also includes: A pressure relief valve is operably mounted to the fluid storage tank to release the filtered air above a maximum pressure threshold.

9. A system for improving the exhaust fluid injection function of a diesel engine, comprising: A filtered air source, the filtered air source is used to provide filtered air; a conduit through which at least a portion of said filtered air passes; a fluid storage tank capable of storing diesel exhaust fluid and receiving the filtered air; a compressor for compressing the filtered air to a pressure above ambient before the filtered air is received by the fluid storage tank; as well as A regulator is located between the compressor and the fluid storage tank to adjust the pressure level of the filtered air before it is received by the fluid storage tank.

10. The system according to claim 9, characterized in that the filtered air source being an engine air intake filter for converting unconditioned air into the filtered air for receipt by the fluid storage tank and the engine via the conduit; Wherein, the catheter comprises: an engine duct end operably attached to an air passage between the engine air intake filter and the engine to receive the filtered air; and a fluid tank conduit end distal to the engine conduit end and operably attached to the fluid tank to provide the filtered air to the fluid tank; and The filtered air flows from the engine conduit end through the conduit to the fluid storage tank conduit end.

11. The system according to claim 9, characterized in that The filtered air is compressed to above 1 atmosphere.

12. The system according to claim 9, characterized in that Also includes: an air box including an engine air intake filter, wherein unconditioned air passing through the engine air intake filter is conditioned into the filtered air for receipt by the engine and the fluid storage tank; a forced air induction compressor operably attached to the air box to compress the filtered air; and An air passage is located between the forced induction compressor and the engine, and the compressed filtered air is transferred from the air passage to the fluid storage tank via the conduit.

13. The system according to claim 12, characterized in that The forced induction compressor is provided at least in part by a turbocharger.

14. The system according to claim 9, characterized in that Also includes: A pressure relief valve is operably mounted to the fluid storage tank to release the filtered air above a maximum pressure threshold.

15. A method for improving diesel engine exhaust fluid injection function, comprising: (a) Provide filtered air through the engine air intake filter; (b) transferring at least a portion of the filtered air through the conduit to a fluid storage tank capable of storing diesel exhaust fluid; (c) receiving the filtered air from the conduit via the fluid storage tank; and (d) maintaining a fluid storage tank pressure within the fluid storage tank at at least ambient pressure via receiving the filtered air.

16. The method according to claim 15, characterized in that Step (a) further comprises: (i) converting unconditioned air into said filtered air via said engine air intake filter; and (ii) providing the filtered air to the fluid storage tank and the engine via a conduit; Wherein, the catheter comprises: an engine duct end operably attached to an air passage between the engine air intake filter and the engine to receive the filtered air; and a fluid tank conduit end distal to the engine conduit end and operably attached to the fluid tank to provide the filtered air to the fluid tank; and The filtered air flows from the engine conduit end through the conduit to the fluid storage tank conduit end.

17. The method according to claim 16, characterized in that Also includes: (e) compressing the filtered air to a pressure above ambient pressure before the filtered air is received by the fluid storage tank.

18. The method according to claim 17, characterized in that Step (a) further comprises: (i) passing the unconditioned air through an air box including the engine air intake filter to condition the unconditioned air into the filtered air received by the engine and the fluid storage tank; (ii) compressing the filtered air via a forced induction compressor operably attached to the air box; and (iii) transferring the compressed filtered air from the air passage to the fluid storage tank via the conduit.

19. The method according to claim 18, characterized in that The forced induction compressor is at least partially provided by a compressor housing of the turbocharger.

20. The method according to claim 18, characterized in that Also includes: (f) regulating the pressure level of the filtered air via a regulator located between the air passage and the fluid storage tank before the filtered air is received by the fluid storage tank; as well as (g) releasing the filtered air above a maximum pressure threshold via a pressure relief valve operably mounted to the fluid storage tank.

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