WO2009014275A1 - Système de traitement de gaz d'échappement pour véhicule à faible température d'échappement utilisant un injecteur diesel à combustion catalytique - Google Patents

Système de traitement de gaz d'échappement pour véhicule à faible température d'échappement utilisant un injecteur diesel à combustion catalytique Download PDF

Info

Publication number
WO2009014275A1
WO2009014275A1 PCT/KR2007/003610 KR2007003610W WO2009014275A1 WO 2009014275 A1 WO2009014275 A1 WO 2009014275A1 KR 2007003610 W KR2007003610 W KR 2007003610W WO 2009014275 A1 WO2009014275 A1 WO 2009014275A1
Authority
WO
WIPO (PCT)
Prior art keywords
exhaust gas
section
diesel
catalyst
treatment system
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.)
Ceased
Application number
PCT/KR2007/003610
Other languages
English (en)
Inventor
Yun-Guen Cho
Seong-Ho Lee
Yong-Woo Kim
Woo-Jin Lee
Hong-Seok Jung
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.)
SK Energy Co Ltd
Original Assignee
SK Energy Co Ltd
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 SK Energy Co Ltd filed Critical SK Energy Co Ltd
Priority to PCT/KR2007/003610 priority Critical patent/WO2009014275A1/fr
Publication of WO2009014275A1 publication Critical patent/WO2009014275A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • F01N3/0231—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 special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features having two or more separate purifying devices arranged in series
    • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
    • 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
    • F01N3/0253—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 adding fuel to exhaust gases
    • F01N3/0256—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 adding fuel to exhaust gases the fuel being ignited by electrical means
    • 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
    • F01N3/28—Construction of catalytic reactors
    • F01N3/2803—Construction of catalytic reactors characterised by structure, by material or by manufacturing of catalyst support
    • F01N3/2807—Metal other than sintered metal
    • 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
    • F01N3/022—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 characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous
    • F01N3/0222—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 characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous the structure being monolithic, e.g. honeycombs
    • 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
    • F01N3/28—Construction of catalytic reactors
    • F01N3/2803—Construction of catalytic reactors characterised by structure, by material or by manufacturing of catalyst support
    • F01N3/2825—Ceramics
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters

Definitions

  • the present invention relates to an exhaust gas treatment system for a low exhaust temperature vehicle through which exhaust gas emitted from an engine passes. More specifically, the invention relates to an exhaust gas treatment system for a low exhaust temperature vehicle comprising an oxidation catalyst section wherein organic substances and nitrogen oxide (NO) in the exhaust gas are oxidized, and a catalyst filter section wherein the particulate soot is burned by a catalyst, successively from the upstream of the flow of exhaust gas; wherein the system is characterized by comprising a catalytic combustion type diesel injector having electrically heated catalyst section at the fore end of the oxidation catalyst section.
  • NO nitrogen oxide
  • soot components accumulated on the filter in case of exhaust gas above a certain temperature can be removed by the coated catalyst enabling natural regeneration of the filter.
  • the temperature of the exhaust gas is so low that spontaneous regeneration of the filter may not be occurred easily, even by aid of a catalyst.
  • soot is collected by a catalyst filter, and the collected soot is oxidized by a catalyst at a temperature of the exhaust gas higher than a required minimum temperature.
  • a forced regeneration process is employed to raise the temperature of the exhaust gas and catalyst filter so that direct oxidation may occur.
  • a means such as electric heater and a burner for combustion can be employed.
  • Above-described process to forcibly raise the exhaust gas temperature by establishing an electric heater at the fore end of a filter is disclosed by Korean Patent Laid-Open No. 2004-68792. According to the process, battery is used to get the electric energy to raise the temperature of exhaust gas.
  • the process is not easy to be practically applied.
  • the burner should be equipped inside or outside the device, and air of high pressure should be separately supplied thereto, so that the device becomes large and complicated to give disadvantages in terms of economy.
  • Korean Patent Laid-Open No. 2003-3599 discloses another device, which provides an injector fueling at a position in the flowing passage of an exhaust gas treatment system and a means to ignite at a position proximate to the injector in order to forcibly raise the temperature.
  • the device shows disadvantage of frequent clogging of the ignition device by carbon components. Since the combustion is carried out by direct flame, it is difficult to achieve complete combustion, so filter burden rather increases with increase of unburned soot, hydrocarbon and carbon monoxide, although the temperature can be raised. The equipment is still complicated due to the separate ignition device, and clogging of hole of the ignition device occurs during the process, and the device becomes unusable in the end. Complexity of the device also gives low economic efficiency, so it cannot be used practically for a long period.
  • diesel fuel is mixed with a substance containing metal and metal oxide that may serve as a catalyst, and the diesel fuel is pos t - inj ected in the combustion chamber of the engine.
  • the mixed fuel in which a substance having catalytic function has been admixed is injected into the engine and burned with the fuel additives, the metal and metal oxide having catalytic function is accumulated together with soot on the filter after combustion.
  • the diesel fuel post - inj ected from the combustion chamber of the engine is transmitted to the oxidation catalyst section together with exhaust to cause catalytic combustion, and the temperature of the exhaust gas is raised due to the combustion heat.
  • Japanese Patent Laid-Open No. 2005-69017 discloses a process for regenerating a filter by supplying combustible liquid fuel as unburned state directly to the soot and organic substances captured on the catalytic filter.
  • a system known as continuously regenerating trap employs a ceramic wall-flow filter.
  • the particulate material captured by the filter is continuously oxidized by means of nitrogen dioxide (NO 2 ) generated from the oxidation catalyst system by establishing an oxidation catalyst section upstream the wall-flow filter.
  • NO 2 nitrogen dioxide
  • Carbon (C) being present in the form of soot reacts with oxygen at a very high reaction rate at a temperature higher than 550°C .
  • NO 2 can be utilized in oxidation at a much lower temperature, that is, about 250 ° C or higher.
  • the regeneration mechanism also takes place in a catalytic soot filtering device that carries active precious metal catalyst, thereby partially generating NO 2 that is helpful to filter regeneration.
  • NO 2 from the CRT system is generated from upper stream of the filter, it is advantageous in that all the NO 2 can be utilized in oxidation of soot.
  • a continuous regeneration process is largely affected by temperature of exhaust gas, sulfur content of fuel, NO X /PM ratio in exhaust gas, or the like. Thus, it is difficult to maintain efficiency of soot reduction in a continuous and effective manner.
  • Korean Patent Publication No. 1997-0001934 discloses a device for purifying exhaust gas which comprises EHC to raise the temperature of exhaust gas forcibly at the fore end of the catalyst converter.
  • Korean Patent Registration No. 300179 discloses a catalyst system for decreasing nitrogen oxides which comprises EHC at the fore end of nitrogen oxide absorption type catalyst section or triple catalyst converter.
  • Korean Patent Registration No. 309839 discloses EHC to remove HC released from rear-end of HC- absorber catalytic device at high temperature.
  • Korean Patent Laid- Open No. 2004-68792 discloses an exhaust gas treatment system, which directly warms the exhaust gas by operating an electric heater provided at the fore end of particle removing filter.
  • the present inventors have eventually- invented a catalytic combustion type diesel injector to utilize combustion heat of diesel as the energy source for effective warming of exhaust gas.
  • the catalytic combustion type diesel injector according to the present invention has EHC section inside of the diesel injector of exhaust treatment system.
  • the EHC section warms diesel injected into the exhaust gas by applying electric heating catalyst (EHC) or electric heating section and combustion catalyst.
  • EHC electric heating catalyst
  • a system in which EHC is integrated into a diesel injector of exhaust purification system to supply the exhaust gas with high temperature diesel has not been known up to the present .
  • the inventors have completed the exhaust gas treatment system which effectively warms the exhaust gas by such an injector.
  • the object of the present invention is accomplished by providing an exhaust gas treatment system having a catalytic combustion type diesel injector, which effectively reduce particulate soot even from a low temperature exhaust gas vehicle to which a conventional device known as continuous regenerating trap cannot be appl ied .
  • the diesel fuel can be injected and burned without restriction even at a low temperature of exhaust gas (where diesel is difficult to be evaporated spontaneously) , including situation of idle condition (wherein diesel injection is uneasy) during the running.
  • the injected diesel can be converted to heat, without being wasted, resulting in effective temperature raise of exhaust gas.
  • the EHC section of an exhaust gas treatment system for a low exhaust temperature vehicle also has manifold way in controlling diesel injection to enable the regeneration of catalytic filter by only a small amount of diesel.
  • the present invention relates to a catalytic combustion type diesel injector and an exhaust gas treatment system comprising the same.
  • the catalytic combustion type diesel injector according to the invention is characterized by comprising electrically heated catalyst (EHC) section, which conventional diesel injector does not have.
  • EHC electrically heated catalyst
  • injected diesel is catalyt ically burned passing through the EHC section inside the injector, while a conventional diesel injector fuels and pumps diesel into the exhaust pipe.
  • catalytic combustion type diesel injector differs in that the temperature of exhaust gas is essentially raised by combustion heat of diesel. According to the invention, the EHC itself warms EHC and/or combustion catalyst by only a small amount of electric energy to make diesel burn on the catalyst, thereby serve as a catalytic combustion lighter.
  • the EHC section of the catalytic combustion type diesel injector according to the invention can be one of the following three types, an integral type EHC section wherein electrical heating and catalytic combustion simultaneously occur,- an adjacent type EHC section wherein the EHC section is adjacent to the combustion catalyst section; or a composite type EHC section wherein the integral EHC section and the combustion catalyst section are combined together.
  • the exhaust gas purification process of this invention is also supplemented with an oxidation catalyst section wherein organic substances and nitrogen oxide (NO) in the exhaust gas are oxidized; and a catalyst filter section wherein the particulate soot is burned by oxidation catalyst, successively from the upstream of exhaust gas flow; wherein the system is characterized by comprising a catalytic combustion type diesel injector having electrically heated catalyst section at the fore- end of the oxidation catalyst section.
  • NO nitrogen oxide
  • the catalytic combustion type diesel injector according to the present invention is characterized in that it comprises diesel injection section, air injection, injection nozzle and electrically heated catalyst section; and that diesel sprayed from the nozzle is warmed and burned in the electrically heated catalyst section to generate high temperature diesel combustion gas.
  • the integral type EHC section has been conventionally known as EHC, which has been adopted to reduce HC and CO discharge by heating metal catalyst carrier by electric energy for the purpose of reducing hydrocarbon (HC) and carbon monoxide
  • EHC which are contained in exhaust gas of a gasoline vehicle in a large amount.
  • EHC has been used by attaching them in the passage of exhaust gas of a gasoline vehicle in order to reduce CH and CO which is generated in a large amount under condition of high air/fuel ratio.
  • EHC comprises a metal support coated with a catalytic component. When electricity is applied to the metal support, it is warmed due to self -resistance , which makes injected diesel oxidized even at a low temperature by virtue of the coated catalyst. It means that electric heating and catalytic combustion process occur simultaneously.
  • the EHC section of the present invention is not restricted to the condition, but includes any devices wherein electric heating and catalytic combustion can be achieved inside the diesel injector.
  • the EHC section of the invention may be an adjacent type EHC section wherein the EHC section is adjacent to the combustion catalyst section, or a composite type EHC section wherein the integral EHC section and the combustion catalyst section are combined together in order to enhance the catalytic effect for the diesel combustion of said integral type EHC section.
  • the invention intends to overcome the disadvantages of conventional diesel spray injector by using a catalytic combustion diesel injector comprising an EHC section selected from an integral type EHC section, an adjacent type EHC section, and a composite type EHC section.
  • diesel fuel is directly injected into an exhaust gas treatment system, and the exhaust gas can be warmed by oxidation heat of diesel in the oxidation catalyst section or heat of high temperature exhaust gas.
  • a large amount of diesel should be supplied to raise the exhaust gas temperature sufficiently, the injected fuel may not be effectively oxidized to increase the amount of organic substances in the exhaust gas.
  • the oxidation catalyst or catalytic filter may easily be overloaded, and it may result in decrease of removing efficiency of particulate soot.
  • it may be a problem that hydrocarbon and carbon monoxide produced by incomplete combustion of diesel in the exhaust gas passing through the catalytic filter is discharged into the air, and low regenerative efficiency occur because of insufficient combustion of the incompletely burned soot.
  • diesel In a low exhaust temperature vehicle to which the invention is applied, if diesel is directly injected to the fore end of the oxidation catalyst section, diesel cannot be sufficiently evaporated because it is delivered at low temperature. Evaporation of diesel (being a mixture of several components) occurs in the range from about 200°C to 320 ° C. The temperature of exhaust gas in a low exhaust temperature vehicle is about 250 ° C or lower When diesel fuel with this condition is delivered, only one portion of the diesel is evaporated and the other portion is mixed in liquid state with exhaust gas to enter the oxidation catalyst section.
  • Evaporated diesel can enter the oxidation catalyst section in a properly dispersed state, being intimately mixed with exhaust gas, while diesel remained in liquid state may drop together to enter the lower end of the oxidation catalyst section due to weight deviation.
  • diesel cannot be sufficiently oxidized by oxidation catalyst, and unburned diesel or liquid diesel enters the catalytic filter section, causing difficulties in uniform and sufficient regeneration of the catalytic filter.
  • the catalytic combustion type diesel injector according to the present invention that intends to overcome disadvantages of conventional diesel spray injector of an exhaust gas treatment system and effectively warm the exhaust gas, is distinctively characterized by having such an EHC section, so that sprayed diesel is warmed and burned as it passes through the EHC section, thus diesel combustion gas of high temperature can be supplied to the exhaust passage instead diesel is directly sprayed into the exhaust passage .
  • an integral type employs a metal support wherein an alloy for high temperature is coated with a catalyst.
  • the alloy for high temperature may include, but not limited to, Fe-Cr-Al alloy, Ni-Cr alloy and Ni-Cr-Al alloy.
  • the metal support can be the form of honeycomb, mesh, foam or fiber.
  • one or more catalyst component (s) selected from platinum, palladium, rhodium, ruthenium, cobalt, manganese, nickel, copper and iron may be desirably used.
  • a precious metal component selected from platinum (Pt), palladium (Pd) or ruthenium (Ru) would be more preferable because it enables the sprayed diesel to be easily burned even at a low temperature of EHC as about 200 ° C , finally reaching to 700 ⁇ 800 ° C high enough to warm the exhaust gas sufficiently. If a metal support without a catalyst component is used, diesel sprayed at a relatively high temperature may burn to cause problems in electric devices including electrodes, and the response time may be lengthened to slow down the combustion process of diesel so that unburned diesel may be injected.
  • a carrier selected from, but not limited to, alumina, silica, titania, zirconia, or the like may be us e d .
  • the electric heating section is arranged adjacent to the combustion catalyst section.
  • the electric heating section is disposed at the upper end in the direction of diesel injection, and the combustion catalyst section at the lower end, so that the sprayed diesel is firstly warmed by the electric heating, and catalyt i ⁇ ally burned by the aid of adjacent combustion catalyst section.
  • the electric heating section is composed of metal alloy as material for high temperature such as Fe-Cr-Al alloy, Ni-Cr alloy or Ni-Cr- Al alloy, and preferably has 3 -dimensional structure with a large surface area to effectively distribute the heat, so that diesel sprayed can be effectively warmed. It can be selected from an open-flow type support selected from honeycomb, mesh, foam or fiber.
  • the combustion catalyst section may comprise a ceramic support coated with one or more metal catalyst component (s) selected from platinum, palladium, rhodium, ruthenium, cobalt, manganese, nickel, copper and iron; or a metal oxide catalyst component containing one or more metal (s) selected from platinum, palladium, rhodium, ruthenium, cobalt, manganese, nickel, copper and iron,- or coated with both of said metal catalyst component and said metal oxide catalyst component.
  • the coated metal oxide may have crystalline structure of perovskite or hexaaluminate .
  • the ceramic support can be selected from cordierite, SiC, alumina and mulite.
  • the composite type EHC provided in the catalytic combustion type diesel injector according to the invention is a combination of the adjacent EHC section and said combustion catalyst section.
  • the adjacent type EHC section is arranged at the upper end, and the combustion catalyst section at the lower end. This is advantageous in that catalytic combustion is more activated by the combustion catalyst section disposed at the lower end, to give more effective diesel combustion and warming.
  • the catalytic combustion type diesel injector can control flow rate of air with regard to flow rate of diesel entering the injector, to adjust the extent of diesel combustion, i.e. degree of oxidation. In addition, it can control the degree of oxidation of diesel depending on the type of catalyst carried on the EHC or combustion catalyst section. In order to inject the combustion gas with diesel having been completely oxidized, it is preferable to use platinum (Pt) component as catalyst. It is also preferable that flow rate ratio of air to diesel injected is 8,000 or more, and more preferably, the flow rate of air is reduced and palladium or ruthenium catalyst is used in order to inject partially oxidized diesel combustion gas. The flow rate ratio of air to diesel is, more preferably, between 2,000 and 5,000, but the condition can be appropriately altered depending on the temperature of exhaust gas itself, performance of the oxidation catalyst section and the amount of particulate substances captured on the catalytic filter section.
  • the catalytic combustion diesel injector used in the exhaust gas treatment system according to the invention injects high temperature diesel combustion gas, which is generated during the course of warming and burning the sprayed diesel via EHC section so as to warm the exhaust gas effectively. Since the warmed exhaust gas is transmitted to the catalytic filter section via EHC section, the efficiency of the oxidation catalyst on the oxidation of the organic substances or NO increases. Further, since the regeneration process, wherein particulate soot is removed through combustion by means of catalyst in the catalytic filter and combustion by means of oxygen, can be effectively progressed, the catalytic filter can also be effectively regenerated even when the exhaust gas temperature is low.
  • the oxidation catalyst section according to the invention plays a role to warm the exhaust gas by oxidizing the organic substances in exhaust gas.
  • the temperature of exhaust gas can be effectively raised by a composite effect: from warming exhaust gas into the exhaust passage by means of the catalytic combustion type diesel injector, with form the process of oxidizing organic substances and nitrogen oxide in the oxidation catalyst section.
  • the oxidation catalyst section according to the present invention preferably carries a component selected from platinum group such as platinum
  • Pt palladium
  • Rh rhodium
  • Ir iridium
  • a mechanism can be applied when the back pressure is not much raised that injection is stopped to convert NO to NO 2 by utilizing conventional oxidation catalyst, thereby oxidizing the soot to NO 2 on the catalytic filter.
  • exhaust gas can be warmed by hot diesel combustion gas injected from the catalytic combustion type diesel, while unburned diesel or organic substances in exhaust gas can be oxidized in the oxidation catalyst section to give temperature raise of the exhaust gas.
  • the present invention is advantageous in that temperature of exhaust gas can be raised in a short response time because diesel is burned inside the catalytic combustion type diesel injector during the regeneration of the catalytic filter, unlike the process of direct diesel injection.
  • injected diesel can be almost completely burned by virtue of the oxidation catalyst, even if diesel is injected without complete combustion. So, the unburned diesel shall be hardly transmitted to the catalytic filter section, but effective regeneration can be achieved due to warmed exhaust gas in the catalytic filter section.
  • the process employs burned diesel to be injected and the temperature of exhaust gas is also raised by oxidation catalyst, so that post- inj ect ion of diesel becomes reduced to enhance fuel efficiency.
  • an alloy comprising cordierite, SiC- containing ceramic, Ni alloy or FeCr alloy, having excellent heat resistance, is preferably employed as it provides safe use even in the situation of over-heating of the filter.
  • the filter can be stably operated even at a high temperature during the filter regeneration even with accumulation of particulate soot (or soot) on it, and the excessive soot can utilize the heat generated during the oxidation to give saving of diesel fuel .
  • Fig. 1 shows the oxidation rate (rate of filter regeneration) of soot accumulated on the filter, referring to an exemplary catalytic filter carrying Pt on a heat resistant SiC filter.
  • NO 2 is generated on the catalyst and soot is oxidized to CO 2 by means of NO 2 , as can be seen from Fig. 2.
  • Maximum conversion is revealed in the reaction temperature ranging from 250 to 350°C. Since the required temperature range is narrow, if the temperature of exhaust gas of a vehicle is frequently out of this range, the soot cannot be readily regenerated.
  • a further advantage is provided by a distributor which assists mixing of the high temperature diesel combustion gas injected from the catalytic combustion type diesel injector with exhaust gas, thus particulate substances can be more effectively removed by between the catalytic combustion type diesel injector and the oxidation catalyst section,.
  • a pressure sensor and a temperature sensor are provided at the fore-end of said distributor or that of oxidation catalyst section, and a temperature sensor at the rear-end of the catalytic filter section.
  • the pressure sensor, the temperature sensor and the catalytic combustion type diesel injector are electrically connected to a control unit, in which various information for engine operation such as revolution rate of engine (RPM) have been input.
  • the control unit controls time to inject diesel in the catalytic combustion diesel injector, amount of diesel, and operation of electricity supplying unit connected to the EHC section, on the basis of temperature and pressure measured by the temperature sensor and the pressure sensor, and operative information of the engine.
  • Fig. 3 illustrates a low temperature exhaust gas treatment system which is connected to an exhaust pipe in which the exhaust gas flows.
  • the exhaust gas treatment system is established by inserting it in the exhaust passage of a diesel engine; and consists of an exhaust gas inlet (11) at the fore end of the exhaust gas treatment system (20) which is connected to the exhaust pipe of engine; a catalytic combustion type diesel injector (8) which burns diesel fuel and inject hot diesel combustion gas into the fore end of the oxidation catalyst section of the exhaust gas treatment system; an oxidation catalyst section (1) for catalytic burning of organic substances and nitrogen oxide from exhaust gas, which is formed adjacent to the catalytic combustion type diesel injector (8); a catalytic filter section (2) for burning the hot diesel combustion gas injected from the catalytic combustion type diesel injector and soot particles which were warmed and captured during the catalytic combustion process in the oxidation catalyst section (1); a diesel pump for supplying fuel sprayed into the catalytic combustion type diesel injector; and a diesel fuel pipe (10) connected to the diesel pump (9) and to the diesel fuel reservoir outside (not shown) .
  • the present invention also comprises a pressure sensor (3) and a temperature sensor (4) inserted on one side of the oxidation catalyst fore-end of the exhaust gas treatment system; a temperature sensor (7) set up at the rear-end of the treatment system; and a control unit (5) for storing the information from the pressure sensor and temperature sensors and information about the engine condition in order to control the diesel fuel injection from the diesel pump.
  • the invention may further comprise a distributor (6) , which can assist mixing of hot diesel combustion gas injected from the catalytic combustion type diesel injector with exhaust gas.
  • the pressure loaded on the pressure sensor (3) set up at the fore-end of the exhaust gas treatment system located at a certain position of the soot exhaust pipe in connection with the exhaust pipe of engine increases over operation time of engine owing to the filter for soot particles.
  • a regeneration process is carried out for combustion of the captured soot .
  • diesel and air are injected into the catalytic combustion type diesel injector(8) based on the value of the pressure sensor and the set up value, and diesel is sprayed with air from the nozzle inside the catalytic combustion type diesel injector.
  • current flows through the EHC section and it is warmed up to 200 ° C or higher by self - resistance .
  • Sprayed diesel is burned by catalytic action of EHC section at a temperature of 200°C or more. During the burning process, high combustion heat is generated to produce hot diesel combustion gas, which is injected into the exhaust passage to raise the temperature of exhaust gas.
  • a schematic cross - sect ional view of the catalytic combustion type diesel injector according to the invention demonstrates warming of exhaust gas by the catalytic combustion type diesel injector.
  • the EHC section of the catalytic combustion type diesel injector is a composite type EHC section consisted of integral type EHC section and combustion catalyst section. Sprayed diesel is warmed in the integral EHC section, and after a partial catalytic combustion, diesel combustion is carried out by catalytic combustion in the combustion catalyst section at the rear-end. Exhaust gas is warmed by injecting the burned diesel into the exhaust passage, and the warmed exhaust is transmitted to the oxidation catalyst section and the catalytic filter. Warming effect due to the oxidation catalyst and effect of NO 2 generation compositely act to burn the particulate soot captured by catalytic action of the catalyst filter, thereby resulting in effective regenerat ion .
  • Diesel injected into the catalytic combustion type diesel injector (8) is supplied by a diesel pump (9) only when the regeneration of the catalyst filter is needed. Simultaneously with diesel injection, current is applied to the EHC section via electricity supply device connected to the EHC section. Since supply of electricity to the EHC section is no more necessary once the temperature reaches 200 ° C and diesel combustion starts, the electricity supply is stopped automatically.
  • the extent of regeneration of catalytic filter can be known by measurement of the pressure sensor (3) , but it can also be estimated by the extent of temperature rise measured by the temperature sensor (7) at the rear end of the filter. And then, the extent of regeneration is controlled by adjusting the injection period and injection amount of diesel fuel needed for the regeneration process, depending on the pressure, temperature and RPM measured during the regeneration.
  • the catalyst filter is continuously regenerated by NO 2 generated in the oxidation catalyst section when particulate soot is not accumulated in the catalyst filter section in a large amount.
  • diesel fuel is rapidly oxidized by a catalytic combustion type diesel injector when the back pressure is increased with accumulation of particulate soot, and then, diesel fuel can be injected into the fore end of the oxidation catalyst section, so that temperature of exhaust gas can be rapidly raised and make it possible to remove soot particles accumulated in the catalyst filter section in a short period of time.
  • the oxidation catalyst section according to the present invention plays a role to oxidize organic substances and nitrogen oxide contained in exhaust gas to continuously remove particulate soot from the catalytic filter.
  • the oxidation catalyst section plays a role to burn diesel (that may be injected as unburned) and organic substances in exhaust gas, to effectively warm the exhaust gas .
  • Fig. 1 is a graph showing the reaction rate of soot oxidation by means of NO 2 and O 2 .
  • Fig. 2 illustrates mechanism of regenerating a catalyst filter by means of NO and NO 2 .
  • Fig. 3 is a side view of an exhaust gas treatment system to which a catalytic combustion type diesel injector is applied according to the present invention.
  • Fig. 4 shows temperature raise of exhaust gas by means of catalytic combustion type diesel injector according to the present invention.
  • Fig. 5 shows the result of temperature change in the exhaust conduit when the catalytic combustion type diesel injector is operated in the exhaust gas treatment system according to the present invention.
  • a catalytic combustion type diesel injector comprising a composite electrically heated catalyst (EHC) section consisting of integral EHC section and combustion catalyst section was prepared as shown in Fig. 4. Preparation of integral EHC section
  • a corrugated FeCrAl alloy plate and a flat FeCrAl alloy plate were rolled up together to form a metal honeycomb support having the diameter of about 4 cm.
  • a FeCrAl alloy rod having the diameter of about 2 mm was welded, to make the current be supplied thereto.
  • Thermal treatment at 900°C for about 5 hours provided formation of alumina thin film on the metal surface.
  • the support thus prepared was impregnated in 5% solution of palladium nitrate, subjected to air-blowing, dried at 120°C for 2 hours, and calcined at 850°C for 4 hours to obtain final EHC .
  • a cordierite honeycomb (diameter: 4 cm, height: 1.5 cm, cell density: 400 cpsi) was prepared, impregnated in the alumina slurry obtained above, subjected to air- blowing, and dried at 120 ° C for 2 hours and calcined at 850 ° C for 4 hours to make 2.0 g/in 3 of specific gravity. Then, the honeycomb was impregnated in 5% solution of palladium nitrate, subjected to air-blowing, dried at 120°C for 2 hours, and calcined at 800 ° C for 4 hours to obtain final honeycomb combustion catalyst coated with 4 wt% Pd/Al 2 O 3 catalyst. [Example]
  • a catalytic combustion type injector provided with composite electrically heated catalyst section wherein an integral EHC section and a combustion catalyst section are adjacently arranged in order along with the direction of diesel injection, as shown in Fig. 4 was used. Injected diesel mixed with air was injected through the spray nozzle and initially warmed in EHC and began to burn. The combustion reaction by the catalyst was further activated in the adjacent combustion catalyst section, to efficiently warm and burn diesel.
  • torque of the engine was set 0.
  • the engine was driven at 1200 RPM.
  • power and air were previously supplied to the integral EHC section of the catalytic combustion type injector for about 30 seconds.
  • the temperature of exhaust gas was measured at a distance of about 20 cm from the diesel inlet. Diesel was then supplied at a rate of 7 cc/min, and the temperature of the exhaust gas was rapidly raised to 500 "C or higher.
  • injection was stopped. When diesel was injected at a rate of 4 cc/min, the temperature of exhaust gas was raised to about 400 "C and maintained stable, as can be seen Fig. 5.
  • the revolution rate was increased to 1700 RPM to increase the flow rate of exhaust gas, and diesel was injected at the same rate of 4 cc/min.
  • the temperature of exhaust gas showed stably raised value at about 300 ° C .
  • the temperature of exhaust gas due to diesel injection showed the same temperature of about 300 ° C as before. This is because, even when power supply was quit, the temperature of combustion catalyst section was raised due to exothermic heat generated from previous experiment, and kept at a temperature even after a certain period of time without rapid cooling, so that the catalytic combustion reaction may occur.
  • the exhaust gas treatment system provides a device to effectively remove accumulated particulate soot via catalytic combustion even in a vehicle having low temperature of exhaust gas.
  • the present invention relates to an exhaust gas treatment system which effectively regenerate catalytic filter by using a catalytic combustion type diesel injector.
  • the catalytic combustion type diesel injector according to the present invention has EHC section inside the injector. It injects high temperature diesel combustion gas, which is generated by burning the injected diesel through EHC, to the fore end of the oxidation catalyst section.
  • the problem of discharging unburned diesel can be avoided, and the fuel efficiency can be enhanced since the exhaust gas can be sufficiently warmed even by using a small amount of diesel.
  • the catalyst filter is continuously regenerated by NO 2 generated in the oxidation catalyst section when particulate soot is not accumulated in the catalyst filter section in a large amount, and diesel fuel is rapidly oxidized by a catalytic combustion type diesel injector when the back pressure is increased with accumulation of particulate soot and then, oxidized diesel fuel can be injected into the fore end of the oxidation catalyst section.
  • the temperature of the exhaust gas is rapidly raised, making it possible to remove soot particles accumulated in the catalyst filter section in a short period.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

La présente invention concerne un système de traitement de gaz d'échappement qui élimine de façon efficace la suie particulaire accumulée, même dans un véhicule à faible température d'échappement, en effectuant la combustion catalytique de la suie. Plus précisément, l'invention comprend une partie de catalyseur à oxydation dans laquelle les substances organiques et l'oxyde d'azote (NO) présent dans le gaz d'échappement sont oxydés, et une partie de filtre de catalyseur dans laquelle la suie particulaire est brûlée au moyen du catalyseur, de façon successive depuis l'amont du flux de gaz d'échappement. L'invention est caractérisée en ce qu'elle comprend un injecteur diesel à combustion catalytique présentant une partie de catalyseur à chauffage électrique à l'extrémité avant de la partie de catalyseur à oxydation. Dans le système de traitement de gaz d'échappement, le filtre de catalyseur est régénéré en continu par du NO² produit par la partie de catalyseur à oxydation lorsque la suie particulaire n'est pas accumulée en trop grande quantité dans la partie de filtre de catalyseur. Un carburant diesel, quant à lui, est rapidement oxydé par un injecteur diesel à combustion catalytique lorsqu'une grande quantité de suie est accumulée.
PCT/KR2007/003610 2007-07-26 2007-07-26 Système de traitement de gaz d'échappement pour véhicule à faible température d'échappement utilisant un injecteur diesel à combustion catalytique Ceased WO2009014275A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/KR2007/003610 WO2009014275A1 (fr) 2007-07-26 2007-07-26 Système de traitement de gaz d'échappement pour véhicule à faible température d'échappement utilisant un injecteur diesel à combustion catalytique

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/KR2007/003610 WO2009014275A1 (fr) 2007-07-26 2007-07-26 Système de traitement de gaz d'échappement pour véhicule à faible température d'échappement utilisant un injecteur diesel à combustion catalytique

Publications (1)

Publication Number Publication Date
WO2009014275A1 true WO2009014275A1 (fr) 2009-01-29

Family

ID=40281506

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/KR2007/003610 Ceased WO2009014275A1 (fr) 2007-07-26 2007-07-26 Système de traitement de gaz d'échappement pour véhicule à faible température d'échappement utilisant un injecteur diesel à combustion catalytique

Country Status (1)

Country Link
WO (1) WO2009014275A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011003497A1 (fr) * 2009-07-07 2011-01-13 Man Nutzfahrzeuge Aktiengesellschaft Procédé et dispositif de régénération d'un filtre à particules placé dans le tuyau des gaz d'échappement d'un moteur à combustion interne
US10335776B2 (en) 2013-12-16 2019-07-02 Basf Corporation Manganese-containing diesel oxidation catalyst
US10864502B2 (en) 2013-12-16 2020-12-15 Basf Corporation Manganese-containing diesel oxidation catalyst
CN112610307A (zh) * 2020-12-22 2021-04-06 东台市建东机械制造有限公司 一种柴油发动机废气用陶瓷过滤器的再生方法
DE102020100465A1 (de) * 2020-01-10 2021-07-15 Volkswagen Aktiengesellschaft Verfahren zur Abgasnachbehandlung eines Verbrennungsmotors sowie Abgasnachbehandlungssystem
DE102021104274A1 (de) 2021-02-23 2022-08-25 Friedrich Boysen GmbH & Co KG. Heizsystem

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5852929A (en) * 1995-07-04 1998-12-29 Honda Giken Kogyo Kabushiki Kaisha Failure detection system of exhaust secondary air supply system of internal combustion engine
KR100191996B1 (ko) * 1995-12-29 1999-06-15 김덕중 내연기관의 배기가스 정화장치
JPH11257063A (ja) * 1998-03-12 1999-09-21 Honda Motor Co Ltd 内燃機関の排気浄化装置
JP2004176663A (ja) * 2002-11-28 2004-06-24 Honda Motor Co Ltd 内燃機関の排気浄化装置
KR100547011B1 (ko) * 2003-04-25 2006-01-31 미츠비시 후소 트럭 앤드 버스 코포레이션 내연기관의 배기정화장치
EP1283947B1 (fr) * 2000-05-24 2006-09-06 Johnson Matthey Public Limited Company Procede de traitement des gaz d'echappement de moteur a essence
KR20070002728A (ko) * 2005-06-30 2007-01-05 에스케이 주식회사 저온배기차량용 매연저감 시스템
KR100679869B1 (ko) * 2006-10-27 2007-02-07 한국기계연구원 Ｄｐｆ시스템용 플라즈마 반응기와 이를 이용한 입자상물질의 저감 장치
KR20080003956A (ko) * 2006-07-04 2008-01-09 에스케이에너지 주식회사 촉매연소식 디젤 인젝터를 이용한 저온배기차량용 매연저감시스템

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5852929A (en) * 1995-07-04 1998-12-29 Honda Giken Kogyo Kabushiki Kaisha Failure detection system of exhaust secondary air supply system of internal combustion engine
KR100191996B1 (ko) * 1995-12-29 1999-06-15 김덕중 내연기관의 배기가스 정화장치
JPH11257063A (ja) * 1998-03-12 1999-09-21 Honda Motor Co Ltd 内燃機関の排気浄化装置
EP1283947B1 (fr) * 2000-05-24 2006-09-06 Johnson Matthey Public Limited Company Procede de traitement des gaz d'echappement de moteur a essence
JP2004176663A (ja) * 2002-11-28 2004-06-24 Honda Motor Co Ltd 内燃機関の排気浄化装置
KR100547011B1 (ko) * 2003-04-25 2006-01-31 미츠비시 후소 트럭 앤드 버스 코포레이션 내연기관의 배기정화장치
KR20070002728A (ko) * 2005-06-30 2007-01-05 에스케이 주식회사 저온배기차량용 매연저감 시스템
KR20080003956A (ko) * 2006-07-04 2008-01-09 에스케이에너지 주식회사 촉매연소식 디젤 인젝터를 이용한 저온배기차량용 매연저감시스템
KR100679869B1 (ko) * 2006-10-27 2007-02-07 한국기계연구원 Ｄｐｆ시스템용 플라즈마 반응기와 이를 이용한 입자상물질의 저감 장치

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102472136A (zh) * 2009-07-07 2012-05-23 曼卡车和巴士股份公司 用于使设置在内燃机废气管里面的颗粒过滤器再生的方法和装置
CN102472136B (zh) * 2009-07-07 2015-09-30 曼卡车和巴士股份公司 用于使设置在内燃机废气管里面的颗粒过滤器再生的方法和装置
WO2011003497A1 (fr) * 2009-07-07 2011-01-13 Man Nutzfahrzeuge Aktiengesellschaft Procédé et dispositif de régénération d'un filtre à particules placé dans le tuyau des gaz d'échappement d'un moteur à combustion interne
US11896962B2 (en) 2013-12-16 2024-02-13 Basf Corporation Manganese-containing diesel oxidation catalyst
US10335776B2 (en) 2013-12-16 2019-07-02 Basf Corporation Manganese-containing diesel oxidation catalyst
US10864502B2 (en) 2013-12-16 2020-12-15 Basf Corporation Manganese-containing diesel oxidation catalyst
US12201968B2 (en) 2013-12-16 2025-01-21 Basf Mobile Emissions Catalysts Llc Manganese-containing diesel oxidation catalyst
US12134086B2 (en) 2013-12-16 2024-11-05 Basf Mobile Emissions Catalysts Llc Manganese-containing diesel oxidation catalyst
US11311865B2 (en) 2013-12-16 2022-04-26 Basf Corporation Manganese-containing diesel oxidation catalyst
DE102020100465A1 (de) * 2020-01-10 2021-07-15 Volkswagen Aktiengesellschaft Verfahren zur Abgasnachbehandlung eines Verbrennungsmotors sowie Abgasnachbehandlungssystem
DE102020100465B4 (de) 2020-01-10 2022-02-03 Volkswagen Aktiengesellschaft Verfahren zur Abgasnachbehandlung eines Verbrennungsmotors sowie Abgasnachbehandlungssystem
CN112610307A (zh) * 2020-12-22 2021-04-06 东台市建东机械制造有限公司 一种柴油发动机废气用陶瓷过滤器的再生方法
EP4050194A1 (fr) * 2021-02-23 2022-08-31 Friedrich Boysen GmbH & Co. KG Système de chauffage pour un système de traitement des gaz d'échappement d'un moteur à combustion interne
DE102021104274A1 (de) 2021-02-23 2022-08-25 Friedrich Boysen GmbH & Co KG. Heizsystem

Similar Documents

Publication Publication Date Title
JP4638543B2 (ja) 内燃機関の排気ガス加熱装置
US10989087B2 (en) Plug-in hybrid vehicle
WO2007147041A2 (fr) appareil et procédé pour la réduction de nox
WO2009014275A1 (fr) Système de traitement de gaz d'échappement pour véhicule à faible température d'échappement utilisant un injecteur diesel à combustion catalytique
US12366190B2 (en) Exhaust system and components thereof
KR101191883B1 (ko) 디젤 차량의 배기가스 정화장치 및 그 제어방법
CN101316989B (zh) 用于内燃机废气的加热装置
KR20080003956A (ko) 촉매연소식 디젤 인젝터를 이용한 저온배기차량용 매연저감시스템
JP4162239B2 (ja) 排気浄化部材の再生装置及び再生方法
KR100675957B1 (ko) 내연기관 배기가스 가열장치
KR101292338B1 (ko) 액상 연료를 사용하는 디젤엔진의 배기가스 정화용 버너의 연소방법 및 이를 이용한 버너장치
JP4162238B2 (ja) 排気浄化部材の再生方法及び排気浄化部材の再生装置
KR100782131B1 (ko) 내연기관 배기가스 가열장치
KR200404748Y1 (ko) 공기흡입형 내연기관 배기가스 가열장치
KR100754494B1 (ko) 내연기관 배기가스 가열장치
KR100725265B1 (ko) 산화제 조절장치를 가지는 내연기관 배기가스 가열장치
JPH0842325A (ja) 内燃機関の排気微粒子浄化装置
KR200403830Y1 (ko) 내연기관 배기가스 가열장치
KR20070043238A (ko) 공기흡입형 내연기관 배기가스 가열장치
HK40112631A (zh) 排气系统和其组件
WO2007004791A1 (fr) Systeme de traitement de gaz d'echappement pour un vehicule a basse temperature d'echappement

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07768878

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 07768878

Country of ref document: EP

Kind code of ref document: A1