EP0306743A2 - Procédé de filtrage de suie et filtre de suie pour un moteur diesel - Google Patents

Procédé de filtrage de suie et filtre de suie pour un moteur diesel Download PDF

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Publication number
EP0306743A2
EP0306743A2 EP88113462A EP88113462A EP0306743A2 EP 0306743 A2 EP0306743 A2 EP 0306743A2 EP 88113462 A EP88113462 A EP 88113462A EP 88113462 A EP88113462 A EP 88113462A EP 0306743 A2 EP0306743 A2 EP 0306743A2
Authority
EP
European Patent Office
Prior art keywords
soot filter
filter device
combustion chamber
burner
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP88113462A
Other languages
German (de)
English (en)
Other versions
EP0306743A3 (en
EP0306743B1 (fr
Inventor
Elmar Goller
Heinrich Prof. Dr. Ing. Eickhoff
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deutsches Zentrum fuer Luft und Raumfahrt eV
Original Assignee
Deutsches Zentrum fuer Luft und Raumfahrt eV
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Deutsches Zentrum fuer Luft und Raumfahrt eV filed Critical Deutsches Zentrum fuer Luft und Raumfahrt eV
Priority to AT88113462T priority Critical patent/ATE81887T1/de
Publication of EP0306743A2 publication Critical patent/EP0306743A2/fr
Publication of EP0306743A3 publication Critical patent/EP0306743A3/de
Application granted granted Critical
Publication of EP0306743B1 publication Critical patent/EP0306743B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/14—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a fuel burner
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a soot filter device for a diesel engine according to the preamble of patent claim 1.
  • diesel engines produce soot, which should be filtered out of the exhaust gases.
  • Ceramic soot filters are being tested, which can absorb the soot from 5 to 8 hours of driving.
  • the filter must then be regenerated.
  • the regeneration is carried out by burning the soot particles with high exhaust gas temperatures of at least 600 ° C.
  • Such high exhaust gas temperatures are not available in diesel engines due to the high excess air.
  • Methods are currently being tested in which the filter device has its own burner. Because this burner does not counter the pulsating exhaust gas pressure of the diesel engine facilities are being tested, in which the filter is bridged by an additional silencer during regeneration.
  • the invention has for its object to provide a soot filter device of the type specified in the preamble of claim 1, in which the regeneration of the filter can be carried out during operation of the diesel engine without redirecting the engine exhaust.
  • soot filter device only a partial combustion of the fuel supplied takes place in the main combustion chamber of the burner with the aid of air that is forcibly fed in a certain volume flow, but without soot formation.
  • the unburned part of the fuel is fed together with the fuel gases to the afterburning chamber, where it burns due to the oxygen contained in the engine exhaust.
  • the first part of the combustion is carried out with external air supplied, and the engine exhaust gases are used only for post-combustion. Since compressed air is only supplied in substoichiometric amounts for the main combustion, the air requirement is relatively low.
  • the atomizer nozzle of the burner is preferably an annular nozzle provided with swirl elements.
  • This ring nozzle has an annular atomizing tongue, along which fuel passes along the inside, which is generated by the rotating air flow to form a flow cone is atomized. Reliable, stable combustion is achieved despite the pulsating back pressure and despite the lack of air by using such an "air atomizing nozzle". If all the air for the main combustion is supplied with a differential pressure of at least 10 mbar, an intensive mixture of fine fuel mist with the combustion air is obtained directly behind the nozzle. Together with the hot gas recirculation caused by the swirl elements of the atomizer nozzle, this leads to a combustion that is independent of the pressure pulsations.
  • the compressed air supplied to the burner can be taken from the compressed air system of the vehicle and fed to the atomizer nozzle via a nozzle operated with a supercritical pressure ratio.
  • Supercritical pressure ratio means that the air flows in the narrowest nozzle cross-section at least at the speed of sound. A burner output that is independent of the pressure pulsations of the engine exhaust gas can thus be operated.
  • the combustion air can be conveyed by a displacement fan.
  • the air mass flow is not or only slightly influenced by the back pressure of the diesel exhaust gas flow, and burner operation is ensured with an air flow rate unaffected by the pulsating engine pressure and thus unaffected burner output. If you couple the air compressor with the speed of the diesel engine and also deliver the fuel with a positive displacement pump, you get a speed-proportional mixture quantity control. If the speed of the diesel engine changes, the burner output adapts accordingly changed exhaust gas mass flow. This allows the temperature at the filter to be optimally maintained during regeneration.
  • the burner is so small that it can easily be installed in the filter housing and cooled with the engine exhaust gas by means of a heat exchanger.
  • the filter device shown in FIG. 1 has a cylindrical housing 10.
  • the housing 10 has a radial or tangential inlet 11 for the engine exhaust gases at one end and contains a ceramic filter 12 which takes up the entire housing cross section.
  • a ceramic filter 12 which takes up the entire housing cross section.
  • the outlet connection 13 At the other end of the housing 10 there is the outlet connection 13, through which the engine exhaust gases and combustion gases emerge from the housing.
  • the exhaust gas inlet 11 leads into an annular distributor chamber 14 which surrounds the main combustion chamber 15 of the burner 16.
  • the atomizing nozzle 17 is attached to the cover wall 18 of the nozzle housing 19. This cover wall 18 is flanged to the end wall of the housing 10 and delimits the main combustion chamber 15.
  • the fuel line 20 leads into the nozzle housing 19 and is connected directly to the atomizer nozzle 17.
  • the nozzle housing 19 also has an air inlet 21 through which compressed air is pressed into the interior of the nozzle housing. As shown in FIG. 2, the fuel line 20 leads through the interior of the nozzle body 17a and emerges from its end face.
  • numerous air-conducting swirl elements 23 in the form of wings are arranged on the flange-like end wall 22 of the nozzle body.
  • swirl elements 23 are inclined in the circumferential direction according to FIG. 3 and they taper towards the inner end.
  • the swirl elements 23 delimit channels 24 through which the radially inflowing air contains a peripheral component.
  • Each of the channels 24 decreases in cross section towards its inner end, so that the air in each channel 24 is increasingly accelerated.
  • the swirl elements 23 are arranged between the end wall 22 and a plate 25 running parallel to this end wall.
  • the end wall of the plate 25 facing away from the swirl elements 23 forms the boundary wall of a further nozzle space, which is also equipped with swirl elements 26 which are attached to the end face of a further plate 27.
  • the plate 27 runs parallel to the plate 25 and its swirl elements 26 are designed and arranged in the same way as the swirl elements 23 of the plate 22.
  • the air flowing laterally into the nozzle housing 19 through the compressed air inlet 21 is distributed in the interior of the nozzle housing and flows radially into the channels 24 between the swirl elements 23 and into the corresponding channels between the swirl elements 26.
  • the swirl elements give the air a swirl, i.e. a circular motion.
  • the plate 25 has an annular shape and its inner edge has the shape of an annular cutting edge 29 which projects axially in the flow direction and tapers towards the end.
  • the inner edge of the annular plate 27 is also bent axially in the flow direction and forms a conical ring 30 , which surrounds the cutting edge 29 at a radial distance.
  • the liquid fuel emerging from the tube 20a is caught by the rotating air stream and sprayed onto the inside of the cutting edge 29.
  • the cutting edge 29 is surrounded on both sides by rotating and axially moving air streams which tear off the fuel from the circular sharp tip of the cutting edge 29 and distribute it finely and evenly in droplet form.
  • the fuel droplets mix with the combustion air and together with it enter the tubular main combustion chamber 15.
  • ring-shaped flow rollers in which a part of the mixture flow is returned, arise in the main combustion chamber 15 and rotate around the longitudinal axis.
  • An electrode 31 is arranged in the main combustion chamber 15 to ignite the mixture.
  • the main combustion chamber 15 is delimited at the end facing away from the atomizer nozzle 17 by an annular wall 32 which forms an opening 33 for the exit of the fuel gases. At a distance behind the annular wall 32 there is an end wall 34 which delimits the space 35 located behind the main combustion chamber 15.
  • Heat exchanger fins 36 extend on the peripheral wall of the outside of the main combustion chamber 15 and extend to the end wall 34. Between these heat exchanger fins 36, the fuel gases flow radially out of the space 35 into the afterburning chamber 37, which is delimited at one end by the filter 12.
  • An annular passage 38 leads from the distribution chamber 14 to the heat exchanger fins 36.
  • the engine exhaust gases flow through the passage 38, along the heat exchanger fins 36, and are then mixed with the combustion gases to flow together into the afterburning chamber 37. From there, the hot gas mixture flows through the filter 12 to the outlet port 13.
  • the chamber 35 forms a cross-flow mixer 39 on its circumference, in which an intensive mixing of the gas flows takes place.
  • the compressed air inlet 21 contains a critically flowed nozzle 40, which is connected via a switching valve 41 to the compressed air collector 42 of the diesel engine DM.
  • the output shaft of the diesel engine drives (directly or via a reduction) a blower 43 which feeds the compressed air collector 42.
  • FIG. 4 shows an exemplary embodiment in which the compressed air supplied to the atomizing nozzle 17 is generated by a volumetric pump or displacement pump 45.
  • the positive displacement pump 45 is coupled via a clutch 46 to the output shaft 47 of the diesel engine DM (directly or via a gearbox).
  • the fuel is also fed to the fuel line 20 via a positive displacement pump 48 which is driven by the output shaft 47 of the diesel engine. Since the quantities of compressed air and fuel both vary depending on the engine speed, but their mutual ratio remains constant, the mixture quantity is controlled in proportion to the speed. As a result, the burner output always adapts to the changed exhaust gas flow when the speed of the diesel engine varies. This means that the temperature at the filter can be kept largely constant during regeneration.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Extrusion Moulding Of Plastics Or The Like (AREA)
  • External Artificial Organs (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
EP88113462A 1987-09-05 1988-08-19 Procédé de filtrage de suie et filtre de suie pour un moteur diesel Expired - Lifetime EP0306743B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88113462T ATE81887T1 (de) 1987-09-05 1988-08-19 Russfilterverfahren und russfiltervorrichtung fuer einen dieselmotor.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3729861A DE3729861C2 (de) 1987-09-05 1987-09-05 Verfahren zum Betreiben einer Rußfiltervorrichtung für einen Dieselmotor und Rußfiltervorrichtung zur Durchführung dieses Verfahrens
DE3729861 1987-09-05

Publications (3)

Publication Number Publication Date
EP0306743A2 true EP0306743A2 (fr) 1989-03-15
EP0306743A3 EP0306743A3 (en) 1990-01-31
EP0306743B1 EP0306743B1 (fr) 1992-10-28

Family

ID=6335373

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88113462A Expired - Lifetime EP0306743B1 (fr) 1987-09-05 1988-08-19 Procédé de filtrage de suie et filtre de suie pour un moteur diesel

Country Status (8)

Country Link
US (1) US4951464A (fr)
EP (1) EP0306743B1 (fr)
JP (1) JP2559620B2 (fr)
AT (1) ATE81887T1 (fr)
CA (1) CA1336966C (fr)
DE (2) DE3729861C2 (fr)
FI (1) FI102629B (fr)
GR (1) GR3006690T3 (fr)

Cited By (17)

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Publication number Priority date Publication date Assignee Title
EP0367280A1 (fr) * 1988-11-04 1990-05-09 Klöckner-Humboldt-Deutz Aktiengesellschaft Système de filtre de particules
EP0438682A3 (en) * 1990-01-25 1992-02-26 Man Technologie Aktiengesellschaft Exhaust system with particle filter and regeneration burner
EP0331795B1 (fr) * 1988-03-09 1992-03-18 Webasto AG Fahrzeugtechnik Brûleur fonctionnant avec les gaz d'échappement d'un moteur à combustion interne
EP0532044A1 (fr) * 1991-09-12 1993-03-17 Firma J. Eberspächer Brûleur pour un filtre à particules de gaz d'échappement d'un moteur diesel
EP0532031A1 (fr) * 1991-09-12 1993-03-17 Firma J. Eberspächer Dispositif pour la régénération thermique de filtres à particules pour les gaz d'échappement de moteurs diesel
TR25558A (tr) * 1990-08-07 1993-07-01 Man Technologie Gmbh BIR PARTIKüL FILTRESI ILE BIR REJENERASYON BRüLÖRüNE SAHIP ATIK GAZ BORUSU
EP0554499A1 (fr) * 1992-02-01 1993-08-11 ERNST-APPARATEBAU GmbH & Co. Filtre de la suie avec une chambre annulaire
US5320523A (en) * 1992-08-28 1994-06-14 General Motors Corporation Burner for heating gas stream
EP0583507B1 (fr) * 1992-08-14 1996-03-27 ERNST APPARATEBAU GmbH & Co. Filtre à suie avec générateur de gaz chaud
EP1752633A1 (fr) * 2005-08-11 2007-02-14 Deutsches Zentrum für Luft- und Raumfahrt e.V. Appareil pour la génération de gaz dans un système d'échappement d'un moteur thermique
EP1939419A1 (fr) 2006-12-19 2008-07-02 J. Eberspächer GmbH & Co. KG Système d'échappement pour moteurs à combustion interne
WO2023242029A1 (fr) * 2022-06-13 2023-12-21 Mercedes-Benz Group AG Brûleur pour véhicule automobile et véhicule automobile comprenant au moins un tel brûleur
WO2023242031A1 (fr) * 2022-06-13 2023-12-21 Mercedes-Benz Group AG Brûleur pour véhicule automobile et véhicule automobile comportant au moins un tel brûleur
WO2023241907A1 (fr) * 2022-06-13 2023-12-21 Mercedes-Benz Group AG Brûleur pour véhicule automobile et véhicule automobile comprenant au moins un tel brûleur
WO2023242030A1 (fr) * 2022-06-13 2023-12-21 Mercedes-Benz Group AG Brûleur pour véhicule automobile, procédé de fonctionnement d'un tel brûleur et véhicule automobile
WO2024104671A1 (fr) * 2022-11-14 2024-05-23 Robert Bosch Gmbh Unité de brûleur dans un conduit d'échappement d'un moteur à combustion interne
DE102023209182A1 (de) * 2023-09-20 2025-03-20 Friedrich Boysen Gmbh & Co. Kg Abgasbrenner und Abgasnachbehandlungssystem

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JP5246005B2 (ja) * 2009-04-15 2013-07-24 株式会社Ｉｈｉ バーナ装置
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JP4720935B2 (ja) 2009-07-14 2011-07-13 株式会社Ｉｈｉ バーナ装置
JP5353822B2 (ja) * 2009-09-30 2013-11-27 株式会社Ｉｈｉ 着火装置
US9506385B2 (en) 2010-07-15 2016-11-29 Faurecia Emissions Control Technologies, Usa, Llc Fuel fired burner for vehicle exhaust component
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US9027332B2 (en) 2013-02-27 2015-05-12 Tenneco Automotive Operating Company Inc. Ion sensor with decoking heater
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US9291081B2 (en) 2013-05-07 2016-03-22 Tenneco Automotive Operating Company Inc. Axial flow atomization module
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US9289724B2 (en) 2013-05-07 2016-03-22 Tenneco Automotive Operating Company Inc. Flow reversing exhaust gas mixer
US9534525B2 (en) 2015-05-27 2017-01-03 Tenneco Automotive Operating Company Inc. Mixer assembly for exhaust aftertreatment system
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DE102022002118B3 (de) 2022-06-13 2023-09-21 Mercedes-Benz Group AG Brenner für ein Kraftfahrzeug sowie Kraftfahrzeug mit wenigstens einem solchen Brenner
DE102023000324A1 (de) 2023-02-03 2024-08-08 Mercedes-Benz Group AG Brenner für eine Abgasanlage einer Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs, Verfahren zum Betreiben eines solchen Brenners sowie Verbrennungskraftmaschine für ein Kraftfahrzeug
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Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0331795B1 (fr) * 1988-03-09 1992-03-18 Webasto AG Fahrzeugtechnik Brûleur fonctionnant avec les gaz d'échappement d'un moteur à combustion interne
EP0367280A1 (fr) * 1988-11-04 1990-05-09 Klöckner-Humboldt-Deutz Aktiengesellschaft Système de filtre de particules
EP0438682A3 (en) * 1990-01-25 1992-02-26 Man Technologie Aktiengesellschaft Exhaust system with particle filter and regeneration burner
TR25558A (tr) * 1990-08-07 1993-07-01 Man Technologie Gmbh BIR PARTIKüL FILTRESI ILE BIR REJENERASYON BRüLÖRüNE SAHIP ATIK GAZ BORUSU
EP0532044A1 (fr) * 1991-09-12 1993-03-17 Firma J. Eberspächer Brûleur pour un filtre à particules de gaz d'échappement d'un moteur diesel
EP0532031A1 (fr) * 1991-09-12 1993-03-17 Firma J. Eberspächer Dispositif pour la régénération thermique de filtres à particules pour les gaz d'échappement de moteurs diesel
EP0554499A1 (fr) * 1992-02-01 1993-08-11 ERNST-APPARATEBAU GmbH & Co. Filtre de la suie avec une chambre annulaire
EP0583507B1 (fr) * 1992-08-14 1996-03-27 ERNST APPARATEBAU GmbH & Co. Filtre à suie avec générateur de gaz chaud
US5320523A (en) * 1992-08-28 1994-06-14 General Motors Corporation Burner for heating gas stream
EP1752633A1 (fr) * 2005-08-11 2007-02-14 Deutsches Zentrum für Luft- und Raumfahrt e.V. Appareil pour la génération de gaz dans un système d'échappement d'un moteur thermique
EP1939419A1 (fr) 2006-12-19 2008-07-02 J. Eberspächer GmbH & Co. KG Système d'échappement pour moteurs à combustion interne
US8006487B2 (en) 2006-12-19 2011-08-30 J. Eberspaecher Gmbh & Co. Kg Exhaust system for an internal combustion engine
WO2023242029A1 (fr) * 2022-06-13 2023-12-21 Mercedes-Benz Group AG Brûleur pour véhicule automobile et véhicule automobile comprenant au moins un tel brûleur
WO2023242031A1 (fr) * 2022-06-13 2023-12-21 Mercedes-Benz Group AG Brûleur pour véhicule automobile et véhicule automobile comportant au moins un tel brûleur
WO2023241907A1 (fr) * 2022-06-13 2023-12-21 Mercedes-Benz Group AG Brûleur pour véhicule automobile et véhicule automobile comprenant au moins un tel brûleur
WO2023242030A1 (fr) * 2022-06-13 2023-12-21 Mercedes-Benz Group AG Brûleur pour véhicule automobile, procédé de fonctionnement d'un tel brûleur et véhicule automobile
WO2024104671A1 (fr) * 2022-11-14 2024-05-23 Robert Bosch Gmbh Unité de brûleur dans un conduit d'échappement d'un moteur à combustion interne
DE102023209182A1 (de) * 2023-09-20 2025-03-20 Friedrich Boysen Gmbh & Co. Kg Abgasbrenner und Abgasnachbehandlungssystem
DE102023209182B4 (de) * 2023-09-20 2025-05-08 Friedrich Boysen Gmbh & Co. Kg Abgasbrenner und Abgasnachbehandlungssystem

Also Published As

Publication number Publication date
GR3006690T3 (fr) 1993-06-30
JPS6483810A (en) 1989-03-29
FI102629B1 (fi) 1999-01-15
CA1336966C (fr) 1995-09-12
ATE81887T1 (de) 1992-11-15
FI102629B (fi) 1999-01-15
DE3729861C2 (de) 1995-06-22
FI884045A7 (fi) 1989-03-06
FI884045A0 (fi) 1988-09-01
DE3729861A1 (de) 1989-03-16
US4951464A (en) 1990-08-28
DE3875568D1 (de) 1992-12-03
EP0306743A3 (en) 1990-01-31
JP2559620B2 (ja) 1996-12-04
EP0306743B1 (fr) 1992-10-28

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