US3444687A - Method and apparatus for afterburning exhaust gases - Google Patents

Method and apparatus for afterburning exhaust gases Download PDF

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US3444687A
US3444687A US541619A US3444687DA US3444687A US 3444687 A US3444687 A US 3444687A US 541619 A US541619 A US 541619A US 3444687D A US3444687D A US 3444687DA US 3444687 A US3444687 A US 3444687A
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exhaust gases
afterburner
afterburning
exhaust
secondary air
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Louis Andersson
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    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/26—Construction of thermal reactors
    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E20/00—Combustion technologies with mitigation potential
    • Y02E20/34—Indirect CO2mitigation, i.e. by acting on non CO2directly related matters of the process, e.g. pre-heating or heat recovery

Definitions

  • the present invention has reference to an improved method of afterburning exhaust gases wherein the latter are commingled with secondary air. Furthermore, this invention is also concerned with an improved apparatus for carrying out the aforementioned method.
  • the present invention particularly concerns itself with the problem of completely, or at least to a very great extent, eliminating from exhaust gases deleterious gases and non-combusted residues or residues of combustion through afterburning, so that they are no longer harmful or disturbing in character.
  • the inventive method is characterized by the features that the exhaust gases are delivered to an afterburning zone which almost or completely occupies the flow crosssection, at a temperature which is sufiicient for the ignition of the carbon monoxide in the presence of secondary air, and the delivered portion of secondary air of the mixture is regulated such that the temperature in the afterburning zone is above 950 C.
  • an afterburner is arranged in the exhaust gas conduit such that the mixture of exhaust gases and secondary air has a temperature at the afterburner which is above the ignition or firing point of carbon monoxide, and means are provided at the afterburner ensuring for a dosed and distributed infeed of secondary air throughout the afterburning zone so that the afterburner generates a temperature greater than 950 C.
  • Another very important object of this invention relates to an improved method of, and apparatus for, the afterburning of exhaust gases resulting from a combustion process wherein the gases at worst only contain very small amounts of combustion residues, so that they are no longer deleterious or disturbing in character.
  • Still a further important object of my invention relates to an improved method of, and apparatus for, substantially complete afterburning of exhaust gases or the like so that the latter are relatively smokeless and free of air-polluting residues.
  • Yet an additional, but equally significant object of this invention pertains to an improved method and apparatus for the afterburning of exhaust gases resulting from a combustion process which not only results in a cleaner and reasonably smoke-free departing gas stream, but further, improves the efficiency of the combustion plant so that there is a reduction in fuel consumption.
  • One further object of this invention is the provision of improved apparatus for the afterburning of exhaust gases which is relatively simple and robust in construction, economical to manufacture, highly reliable in operation, requiring very little maintenance and servicing, and easy to install at a combustion plant.
  • FIGURE 1 is a perspective fragmentary view, partly in cross-section, of an exhaust system or installation for a gasoline-driven two-stroke engine having three cylinders;
  • FIGURE 2 is a perspective fragmentary view of a different exhaust system or installation, partly in cross-section, for a multi-cylinder gasoline combustion engine, the exhaust installation being connected with an exhaust gas connecting piece or union common to all cylinders;
  • FIGURE 3 is an enlarged perspective view of the inventive afterburner unit
  • FIGURE 4 is a fragmentary, longitudinal sectional view of a modified form of exhaust installation which is connected to a connecting piece common to all cylinders;
  • FIGURE 5 is a fragmentary, longitudinal sectional view, similar to FIGURE 4, of still a further construction of inventive exhaust installation, substantially viewed along the line VV of FIGURE 6;
  • FIGURE 6 is a cross-sectional view of the structure of FIGURE 5, taken along the line VI-VI thereof;
  • FIGURE 7 is a cross-sectional view of the afterburner, as viewed along the line VII-VII of FIGURE 5;
  • FIGURE 8 schematically illustrates an oil burner furnace provided with the inventive afterburner device
  • FIGURE 9 is an enlarged top plan view of the afterburner device used in the furnace construction of FIG- URE 8, and viewed along the line IXIX thereof;
  • FIGURE 10 is a cross-sectional view of the afterburner device depicted in FIGURE 9, taken along the line XX thereof;
  • FIGURE 11 is a cross-sectional view of the afterburner device of FIGURE 9, taken along the line XIXI thereof.
  • the inventive method is based upon the recognition that for faultless afterburning of exhaust gases two conditions must be maintained or present:
  • the first condition is that the exhaust gases delivered to the afterburning zone together with the introduced secondary air must possess such a high temperature that there is available a temperature sufficient for the ignition of the carbon monoxide in the exhaust gases, that is, at least 610 C. (normal conditions). Therefore, the afterburning zone must be arranged in the exhaust gas channel or conduit in such close proximity to the primary combustion location that the temperature of the exhaust gas mixture does not fall below the aforementioned value. In so doing, it should be observed that the delivered secondary air, which is usually considerably cooler than the exhaust gases, does not reduce the temperature of the exhaust gases below the ignition temperature at which self-ignition occurs.
  • the second of the two conditions is that the amount or portion of secondary air delivered to the afterburning zone must be regulated such that the temperature in the afterburning zone resulting from combustion is above 950 C. Preferably it should lie between 1,000 C. and 1,300 C. It should be apparent that to this end a number of difierent factors must be taken into consideration. It is of importance that the infed of secondary air does not occur in optional quantities, rather must be dosed or regulated such that the aforementioned temperatures are, in fact, attained. Only when the afterburner produces such high temperatures is it possible to completely eliminate diflicult to burn residues of combustion by such an afterburning. It is obvious that the quantity of secondary air is dependent upon numerous factors, among others, flow velocity, composition and temperature of the exhaust gases. It is advantageous if the secondary air delivered to the afterburning zone is not at room temperature, rather at a higher temperature. This can be expediently achieved if the secondary air is delivered through a heat exchanger heated by the thermal energy of the exhaust gases.
  • the reduction in cross-section between the discharge opening in the neighborhood of the valves and the afterburner amounts to about While keeping in mind the foregoing, the description of the inventive subject matter will initially be directed to the exemplary embodiment of inventive afterburner apparatus depicted in FIGURE 1 and, for illustrative purposes, described in connection with a three-cylinder twocycle combustion engine. It will be seen that there is provided a connecting flange 10 for direct connection to the engine block of a two-cycle engine and which has three openings or ports 11, 12 and 13 fitting exactly at the discharge openings of the corresponding cylinders of the engine.
  • This connecting flange 10 is also provided with bores 14, 15 and 16 enabling it to be afiixed by screws or equivalent fastening expedients to the non-illustrated engine block.
  • An exhaust gas connection or feed pipe 17, 18 and 19 extends through each of the ports 11, 12 and 13 respectively.
  • An afterburner 24 is located within each of these exhaust gas connections 17, 18 and 19 in the neighborhood of the connecting flange 10, the details f the physical structure of which will be more fully described shortly.
  • the respective exhaust gas channels 21a formed by the connections 17, 18 and 19, are widened, as shown, to provide a respective expansion compartment 21, so that the gas yield or mixture which has increased due to the influx of secondary air does not bring about an impermissible heating of the walls of the connections due to compression.
  • the expansion of the exhaust gases sufficient heat is removed therefrom so that it is possible to lead together the subsequent pipe portions to provide a common exhaust gas conduit 26.
  • each of the afterburners 24 such incorporate a plurality of members or vanes 20 of substantially V-shaped cross-sectional configuration which are constructed as open channels 200 'at the discharge or efllux side of the gas stream. It will also be recognized that the opposed lateral ends 20d of the V- shaped vanes 20 communicate with a fresh air annulus or annular channel 8. The latter is externally bounded by a jacket or sleeve 28 which follows the contour of the exhaust gas conduit 26 so that the fresh air, i.e. secondary air is delivered towards and to the afterburners 24 in counterflow to the exhaust gases, so that heat exchange takes place.
  • FIGURE 2 The embodiment of apparatus depicted in FIGURE 2 is intended for motor vehicles having gasoline-driven fourstroke combustion engines. Insofar as function is concerned, this arrangement corresponds to that of FIGURE 1, with the difference that here only a single exhaust gas connection or conduit is provided in which there is located only a single afterburner 24. Exhaust gases from four-cycle combustion engines possess such a high temperature that the required temperature for ignition of the carbon monoxide is even available at some distance from the individual cylinders. It is for this reason that the exhaust gas connections connected to the individual cylinders can be brought together into a common manifold or conduit, namely to the so-called exhaust bend.
  • This afterburning apparatus 24, according to FIGURE 2 possesses a flange 35 for connection with such non-illustrated exhaust bend.
  • vanes 20 of V-shaped cross-section are open at their lateral ends to provide a direct through flow connection with the annulus or ring-shaped hollow compartment 29 communicating with the annular channel 38 formed between the exhaust conduit 36 and the outer tubular sleeve or shell 40.
  • a sound muffler is connected to the exhaust pipe 36.
  • FIGURE 3 depicts in perspective view details of an afterburning unit 24 as such is employed in the apparatus structure of FIGURES 1 and 2. It is assumed that the exhaust gases flow in the direction of the arrow A.
  • This afterburner 24 is composed of a plurality of such parallelly arranged vanes 20 possessing a substantially V- shaped cross-sectional configuration, and which terminate in the same transverse plane with respect to the direction of gas flow. Vanes 20 are also distributed throughout approximately the entire flow-section. In the exemplary embodiment there is provided a total of five vanes 20 of this type. Quite obviously, it would be equally possible to provide a greater or smaller number of them.
  • These members or vanes 20 are rigidly aflixed, for instance by welding, at a ring-shaped, substantially frusto-conical collar or holder 30, whereby the latter, just as the wall of the conical sleeve 37, is provided with through passage openings 25 for each member 20. It will be understood that such openings 25 are arranged at both ends of and in alignment with the V-shaped vanes 20.
  • each vane 20 converge together at the upstream or infeed side of the afterburner and at their apex or tip 20a enclose an angle of approximately 4 to 30", preferably 6 to
  • the height of these vanes for the depicted embodiment for such type vehicles lies between 12 millimeters and 40 millimeters, preferably between 14 millimeters and millimeters, wherein the conduit cross-section in front of the afterburner 24 amounted to 40 millimeters to 50 millimeters.
  • such vane height amounts to one-third to two-thirds of the conduit diameter directly in front of the afterburner.
  • the intermediate spaces 31 situated between the vanes 20 are selected to have such a width that the inner channel width, measured at the edges 33, collectively amount to 20% to 35%, preferably 25% to 31%, of the flow cross-section. In any event, the width of these intermediate compartments or spaces 31 between the vanes 20 is made wider than the largest width of these vanes 20. Moreover, it has been found desirable if the afterburner, measured from the lowermost or trailing edges 33 of the vanes 20, is at a distance of about 220 millimeters to 400 millimeters from the valves of the engine, particularly in the case of the four-stoke internal combustion engine exhaust arrangement of FIGURE 2.
  • Both the collar or holder as well as the vanes 20 are preferably manufactured from rustproof steel. Since they are situated in the flow path of the hot exhaust gases emanating from the engine, they are heated up by such and bring about that the secondary air is also heated by these vanes 20.
  • the secondary air is initially delivered to the afterburner 24 transverse to the flow direction of the exhaust gases and entrained out of the vanes 20 due to the injector action, so that it is not necessary to deliver the secondary air with an overpressure to the afterburner 24. Consequently, there takes place a dosing of the secondary air as a function of the flow velocity of the exhaust gases and, furthermore, of course, as a function of the physical dimensions of the different components of the afterburner, especially the vanes.
  • FIGURES 1 to 3 The operation of the different embodiments of apparatus depicted in FIGURES 1 to 3 is as follows: The exhaust gases aspirated by the engine flow with great velocity and with a temperature of approximately 800 C. to 900 C. to the afterburner or 'afterburners 24 and arrive between the spaced vanes 20. At the open or down stream side of these vanes 20, specifically behind the trailing edges 33, there is turbulence, resulting in entrainment of the secondary air internally of these V-shaped vanes due to the injector action. The thus entrained secondary air is replaced by additional secondary air which fiows from the annulus or channel 8 or 29 via the lateral openings 25.
  • the temperature of the gas mixture consisting of exhaust gases and fresh air must positively exceed 610 C.'to ensure that an afterburning flame occurs without the use of any external ignition and that combustion is sustained, during which carbon monoxide and eventual further combustible gaseous or solid components are burned.
  • the combustion zone extends over the entire or almost the entire flow channel cross-section and merges with the transverse plane taken with respect to the flow direction of the gases and formed by the trailing vane edges 33. This combustion zone is relatively short and amounts to about 20 millimeters or less.
  • the afterburning zone produced by the combustion of the carbon monoxide generates a temperature of about 1050 C. in such four-cycle engine exhaust gases due to the addition of secondary air which, depending upon the composition of the exhaust gases, can climb to about 1300 C. depending upon the structural dimensions and design of the afterburner in question and further combustion conditions.
  • This relatively high temperature in the afterburning zone brings about combustion of the combustible components contained in the exhaust gases, especially also the oil smoke, soot and so forth. There is thus obtained a complete or almost complete combustion of solid materials and transformation of difiicult to burn noxious or deleterious combustion products into those which are no longer harmful.
  • FIGURE 4 depicts a preferred embodiment of inventive apparatus for four-cycle combustion engines with multiple cylinders, as such is prefer-red for passenger vehicles. It is :to be appreciated that this apparatus functions analogous to the previously described constructions.
  • the exhaust conduit or pipe 42 is concentrically encircled by a shell or sleeve 41 so that an annulus or ring-shaped intermediate compartment 52 is formed.
  • the latter widens at the region of the afterburner 24 to provide an enlarged ring-shaped chamber of compartment 49 with which communicate the lateral openings 20d, previously considered, of the vanes 20.
  • An inclined wall 48 of the exhaust conduit 42 internally delimits this compartment 49, which is further bounded by an annular wall 47 at the region of the afterburner 24.
  • Externally such compartment 49 is bounded by an inclined Wall 43 of the outer shell or casing 41.
  • This wall 43 merges with a cylindrical sleeve 44 widened at its forward end 44a, so that a sealing ring 45 can bear against such, as shown.
  • Sealing ring 45 is fastened to an exhaust bend or manifold common for all of the cylinders, for example with the aid of a suitable clamping nut or otherwise.
  • the construction and mode of operation of the actual afterburning unit 24 corresponds in principle to that of the previously considered embodiments, the only difference being that here the laterally arranged vanes 20 are inclined towards the longitudinal center line of the conduit or pipe portion 46 of the exhaust conduit 42, in order that there can be obtained as good laminar flow as possible, thus small flow resistance. For the same reason, the tips 20:: of these vanes 20 are not arranged on a straight line,
  • the longest vane being located at the center, as shown.
  • the annular wall 47 widens at the region of the afterburner 24 by an amount substantially corresponding to the cross-sectional area occupied by the vanes 20.
  • an expansion compartment 53 which allows the gases to expand, to thereby limit the temperatures prevailing internally of the hollow compartment or chamber 54.
  • the introduction of secondary air can occur by means of a suction funnel 62, of the type best shown in FIGURE 6, arranged at the region of the intermediate compartment or secondary air annulus 52 furthest from the afterburner 24.
  • the center angle enclosed by the conical walls 48 amounts to about 90 so that gas expansion takes place to about double the volume.
  • FIGURE there is depicted a variant of that shown in FIGURE 4.
  • the enlarged annulus or hollow compartment 56 formed by the walls 57 and 58 possesses a somewhat slimmer form than the corresponding com-- partment 49 of FIGURE 4, since the center angle of the wall 57 is more acute or pointed than the center angle of the wall 48 of FIGURE 4.
  • the secondary air just as with the embodiment of FIGURE 4, is delivered to the hollow secondary air annulus or compartment 60 disposed between the conduits 59 and 61 through the agency of an inlet funnel 62, the form of which is best ascertained by inspecting FIGURE 6.
  • the compartments 49 (FIG- URE 4) and 56 (FIGURE 5) serve as buffer chambers for the secondary air. It would also be conceivable to conmeet the suction channel for the secondary air with the connecting rod-bearing housing.
  • FIGURE 7 depicts the afterburner as seen from below, in other words, from the downstream or discharge side for the gases.
  • vanes 20 with the parallel trailing edges 33 could also be modified such that the channel at the mouth region 66 does not extend parallel, rather externally widens somewhat in order to obtain as favorable as possible flow configuration.
  • the method and apparatus for the afterburning of exhaust gases is certainly not limited to use only with motor vehicles, rather can be employed in conjunction with any other combustion plants or equipment, for instance also with furnaces for heating or industrial applications.
  • FIGURES 8 to 11 an afterheating apparatus for a central heating furnace heated by an oil burner.
  • FIGURE 8 schematically illustrates the overall furnace arrangement, specfically the guiding of the flue or exhaust gases wherein a flue gas channel 55 performs a number of turns.
  • a flue gas channel 55 performs a number of turns.
  • the afterburner 24, which will be described shortly, is located in that portion of the flue gas channel 55 containing the ascending flue gases before such arrive at the stack or chimney 60.
  • the construction of the furnace and the flue gas guide means could be differently carried out, the representation in FIGURE 8 being given only for exemplary purposes.
  • oil it would also be pos sible to fire solid or gaseous fuels, for instance coke, coal, wood, natural gas and so forth, only to mention a few.
  • FIGURE 9 is an enlarged top plan view of the afterburner 24 as such would appear when looking along the line IX--IX of FIGURE 8.
  • a hollow frame 62 internally incorporating through passage openings for the exhaust gases.
  • a number of vanes 20 are aifixed to the frame 62 and which, just as with the previous embodiments, have a substantially V-shaped cross-section, but additionally are slightly flexed in lengthwise direction to provide a weak S-form, as clearly seen from FIGURE 9, to impart a slight twist to the gas stream.
  • FIGURE 10 it is possible to clearly 8 recognize the arrangement of the relatively thin vanes 20 at the frame 62, the inner width a of the discharge or downstream opening thereof amounting to about three millimeters.
  • the spacing b from one vane 20 to the next adjacent one is a multiple of the aforementioned inner width a, namely sixto twelve-fold, preferably about nine-fold.
  • Frame 62 is constructed such that a hollow compartment 66 is provided internally thereof which, in cross-section, has an approximately triangular or trapezoidal configuration. Into this hollow compartment 66 there open a number of ports or openings 68 at the side neighboring the external surface wall and which communicate with the ambient air.
  • the vanes 20 communicate with their open lateral ends with the compartment 66 so that the introduction of secondary air is possible.
  • An essential advantage of the described arrangement resides in the fact that the exhaust gases departing from the afterburner are considerably cooler than exhaust gases without afterburning, so that the construction of the chimney or stack 60 is simplified.
  • a further advantage of the present invention, particularly with diesel engine-driven vehicles is that the very unpleasant oil smoke can be eliminated. Consequently, diesel engines can operate in areas where such was not previously possible due to the unpleasant exhaust gases; it now being especially possible to employ diesel engines as stationary or travelling prime movers or drive, or for emergency power installations without having to fear contamination or soiling by oil smoke. Furthermore, due to the provision of an afterburning installation for furnaces, particularly for heating, the smokestack or flue can be considerably simpler and more economical to construct since the exhaust gas temperature is lower and contains practically no carbon black or soot. This is of considerable economic importance with respect to heat insulation of the Smokestack or chimney.
  • inventive method and the inventive apparatus structure for the performance thereof are not limited to the described exemplary embodiments, rather can be used in conjunction with other installations in which a combustion process occurs. It would also be possible to somewhat modify the physical structure of the afterburner in that, for instance, the vanes, instead of extending in parallelism with one another, are constructed fan-shaped. However, experience has shown that the desired combustion, which is to be as complete as possible over the entire flow cross-section, can be especially well realized by employing the described parallel vane arrangement, since the uniform combustion throughout the entire cross-sectional area in such case has associated therewith the most favorable conditions.
  • exhaust gases or any similar expression, as employed herein, which are delivered to the afterburner, there should be understood those gases resulting from the primary combustion process and which contain combustible carbon monoxide as well as possible combustion residues of solid materials, for example in smoke or soot form.
  • afterburning of exhaust gases is intended to Signify a combustion process which takes place with flame formation subsequent to the primary combustion process, and every type of primary combustion process is intended to be encompassed, irrespective whether combustion takes place in an engine or the like, a boiler, a gas turbine or in a jet propulsion power plant for an airplane, rocket or the like, and further, independently of the fact whether such installations are stationary, travelling, floating, or
  • ignition point or its equivalent signifies the lowest temperature to be possessed by a combustible gas in mixture with air so that such can immediately ignite by itself.
  • secondary air refers to oxygen-containing fresh air which may be preheated.
  • Apparatus for the afterburning of exhaust gases resulting from a combustion process comprising at least one exhaust conduit for the exhaust gases, at least one afterburner disposed in an afterburning zone of said exhaust conduit at a location such that a gas mixture of said exhaust gases and secondary air possesses a temperature at said afterburner which is above the ignition temperature of carbon monoxide, and means provided for said afterburner for delivering to said exhaust gases a dosed quantity of secondary air which is substantially uniformly distributed throughout the cross-section of the afterburning zone so that a temperature is generated by said afterburner which is greater than 950 C.
  • said afterburner comprises a plurality of vanes distributed throughout the flow cross-sectional area of said exhaust conduit and providing injection nozzles for delivery of secondary air to said afterburner, wherein said vanes are each constructed as channel-like members which open towards the discharge side of the afterburner, said vanes being arranged transverse to the flow direction of the exhaust gases and spaced from one another to provide a respective intermediate compartment between each two neighboring va
  • each of said intermediate compartments has a greater width than the largest width of each V-shaped channel-like vane.
  • V-shaped vanes are inclined towards the central lengthwise axis of said exhaust conduit, the apex of each of said vanes lying on an imaginary arched surface, said V-shaped vanes each having a dilferent height, the V-shaped vane of greatest height being located at the center of said plurality of V-shaped vanes.
  • Apparatus for the afterburning of exhaust gases resulting from a combustion process comprising at least one exhaust conduit for the exhaust gases, at least one afterburner disposed in an afterburning zone of said exhaust conduit at a location such that a gas mixture of said exhaust gases and secondary air possesses a temperature at said afterburner which is above the ignition temperature of carbon monoxide, and means provided for said afterburner for delivering to said exhaust gases a dosed quantity of secondary air and for substantially uniformly distributing the secondary air throughout the cross-section of the afterburning zone, so that a temperature is generated by said after burner which is greater than 950 C.
  • said afterburner comprising a plurality of vanes distributed throughout the flow cross-sectional area of said exhaust conduit and providing injection nozzles for delivery of secondary air to said afterburner, and wherein each of said vanes possesses a substantially V-shaped cross-sectional configuration and are open towards the discharge side of said afterburner, each of said V-shaped vanes being open at opposed lateral ends, said secondary air-delivering means
  • Apparatus for the afterburning of exhaust gases as defined in claim 16 further including means for detachably connecting said exhaust conduit to a common engine manifold for a number of exhaust pipes.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Incineration Of Waste (AREA)
  • Exhaust Gas After Treatment (AREA)
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US3710575A (en) * 1969-09-12 1973-01-16 Daimler Benz Ag Rotary piston internal combustion engine especially of trochoidal construction
JPS51156309U (de) * 1975-06-06 1976-12-13
US4164847A (en) * 1972-11-22 1979-08-21 Johansen Svend B Method for combustion of gaseous fuels and flue gases
US5109668A (en) * 1991-03-07 1992-05-05 Brunswick Corporation Marine exhaust manifold and elbow
US5572867A (en) * 1993-11-12 1996-11-12 Benteler Industries, Inc. Exhaust air rail manifold
US5768890A (en) * 1993-11-12 1998-06-23 Benteler Automotive Corporation Exhaust air rail manifold
US20030182937A1 (en) * 2002-03-27 2003-10-02 Yumex Corporation Structure of an exhaust manifold branch collecting portion
US20120042630A1 (en) * 2006-04-18 2012-02-23 Kohler Co. Engine exhaust systems with secondary air injection systems
DE102011083637A1 (de) * 2011-09-28 2013-03-28 J. Eberspächer GmbH & Co. KG Misch- und/oder Verdampfungseinrichtung
US20130186061A1 (en) * 2012-01-25 2013-07-25 Ford Global Technologies, Llc Heat recovery system for a vehicle
US20200355132A1 (en) * 2019-05-07 2020-11-12 General Electric Company Systems and Methods for Reducing Emissions
US11661882B1 (en) * 2020-06-23 2023-05-30 Normand A. St. Pierre Modified exhaust system with oxygen sensor

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DE102008020827A1 (de) * 2008-04-25 2009-11-05 Presswerk Struthütten GmbH Mischer, Verfahren zur Herstellung eines solchen und Mischeranordnung

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US2230666A (en) * 1937-12-01 1941-02-04 Firm J Eberspacher Exhaust gas collector
US2620967A (en) * 1948-07-08 1952-12-09 Lummus Co Gas ejector apparatus for a catalyst regenerator

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US1897746A (en) * 1927-11-28 1933-02-14 Charles A Winslow Exhausting system for hydrocarbon engines and the like
US2230666A (en) * 1937-12-01 1941-02-04 Firm J Eberspacher Exhaust gas collector
US2620967A (en) * 1948-07-08 1952-12-09 Lummus Co Gas ejector apparatus for a catalyst regenerator

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3710575A (en) * 1969-09-12 1973-01-16 Daimler Benz Ag Rotary piston internal combustion engine especially of trochoidal construction
US3656303A (en) * 1970-04-13 1972-04-18 Robert C La Force Combustion engine pollution control
US4164847A (en) * 1972-11-22 1979-08-21 Johansen Svend B Method for combustion of gaseous fuels and flue gases
JPS51156309U (de) * 1975-06-06 1976-12-13
US5109668A (en) * 1991-03-07 1992-05-05 Brunswick Corporation Marine exhaust manifold and elbow
US5572867A (en) * 1993-11-12 1996-11-12 Benteler Industries, Inc. Exhaust air rail manifold
US5768890A (en) * 1993-11-12 1998-06-23 Benteler Automotive Corporation Exhaust air rail manifold
US6918246B2 (en) * 2002-03-27 2005-07-19 Yumex Corporation Structure of an exhaust manifold branch collecting portion
US20030182937A1 (en) * 2002-03-27 2003-10-02 Yumex Corporation Structure of an exhaust manifold branch collecting portion
US20120042630A1 (en) * 2006-04-18 2012-02-23 Kohler Co. Engine exhaust systems with secondary air injection systems
US8925298B2 (en) 2006-04-18 2015-01-06 Kohler Co. Engine exhaust systems with secondary air injection systems
US8925297B2 (en) * 2006-04-18 2015-01-06 Kohler Co. Engine exhaust systems with secondary air injection systems
DE102011083637A1 (de) * 2011-09-28 2013-03-28 J. Eberspächer GmbH & Co. KG Misch- und/oder Verdampfungseinrichtung
US8904770B2 (en) 2011-09-28 2014-12-09 Eberspächer Exhaust Technology GmbH & Co. KG Mixing and/or evaporating device
DE102011083637B4 (de) * 2011-09-28 2016-04-14 Eberspächer Exhaust Technology GmbH & Co. KG Misch- und/oder Verdampfungseinrichtung
US20130186061A1 (en) * 2012-01-25 2013-07-25 Ford Global Technologies, Llc Heat recovery system for a vehicle
US8887496B2 (en) * 2012-01-25 2014-11-18 Ford Global Technologies, Llc Heat recovery system for a vehicle
US20200355132A1 (en) * 2019-05-07 2020-11-12 General Electric Company Systems and Methods for Reducing Emissions
US11661882B1 (en) * 2020-06-23 2023-05-30 Normand A. St. Pierre Modified exhaust system with oxygen sensor

Also Published As

Publication number Publication date
GB1208450A (en) 1970-10-14
CH473979A (de) 1969-06-15
FR1562907A (de) 1969-04-11

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