CA2078018A1 - Burner for diesel engine exhaust gas particle filter - Google Patents
Burner for diesel engine exhaust gas particle filterInfo
- Publication number
- CA2078018A1 CA2078018A1 CA002078018A CA2078018A CA2078018A1 CA 2078018 A1 CA2078018 A1 CA 2078018A1 CA 002078018 A CA002078018 A CA 002078018A CA 2078018 A CA2078018 A CA 2078018A CA 2078018 A1 CA2078018 A1 CA 2078018A1
- Authority
- CA
- Canada
- Prior art keywords
- fuel
- combustion air
- supply opening
- main
- chamber
- 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.)
- Abandoned
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
- F01N3/025—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
- 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
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)
Abstract
A b s t r a c t A burner for producing the heat required for the thermal regeneration of particle filters for diesel engine exhaust gas, characterized in (a) that it has a main combustion chamber in the peripheral wall of which are provided a fuel supply opening for a fuel main quantity and a combustion air supply opening for a combustion air main quantity;
(b) that a precombustion chamber is attached to the combustion chamber floor of the main combustion chamber;
(c) that a projecting hollow connecting piece is provided on said peripheral wall of the precom-bustion chamber, in which an electrical ignition means is disposed and which has a fuel supply opening for a fuel basic quantity; and (d) that a combustion air supply opening for a com-bustion air basic quantitiy is provided in said peripheral wall of the precombustion chamber.
(b) that a precombustion chamber is attached to the combustion chamber floor of the main combustion chamber;
(c) that a projecting hollow connecting piece is provided on said peripheral wall of the precom-bustion chamber, in which an electrical ignition means is disposed and which has a fuel supply opening for a fuel basic quantity; and (d) that a combustion air supply opening for a com-bustion air basic quantitiy is provided in said peripheral wall of the precombustion chamber.
Description
B~JRNER FOR DIESE:L }~GI~3 EX}IAIJST GAS
PARTICI.}3 FILTE~
The invention relates to a burner for producing the heat required for thermal regeneration of particle filters for diesel engine exhaust gas.
As generally known, the exhaust gas of diesel engines contains particles consisting mainly of soot. Endea-vors are being made for finding practicable ways of retaining these particles before the diesel engine exhaus~ gas is blown into the environment, and the most promising approach in this respect are particle filters in the exhaust gas line of the particular diesel engine. However, it has turned out that the particle filters become increasingly clogged already after relatively short times of operation of the diesel engine, so that the particle filters must be freed from the particles retained therein in rela-tively short time intervals. To this end, the thermal regeneration of particle filters is known in which, for one regeneration phase each, the temperature at the particle filter is increased, i.e. usually brought to at least 650 to 700 C, by supply of heat from a burner, such that the particles retained in the par-ticle filter burn off.
The technically as ad~antageous as possible design of burners for thermal regeneration of particle filters ~ b ~3 is problematic. A particular difficulty re~ides in that the burners during the regeneration phase as a rule must produce a greatly differring amount of heat per unit of time, which in essence depends on the exhaust gas quan~ity produced at the particular moment per unit of time and the temperature of the exhaust gas in the region of the particle filter, with the exhaust gas quantity per unit of time in turn being dependent on the instantaneous speed of the diesel engine. Another difficulty resides in that a~ least at certain times during the regeneration phase, the pro-duction of very high amounts of heat by the burner is necessary. The difficulties mentioned make themselves particularly felt in diesel engines of large volume, as used e.g. in trucks or busses, especially since the burner should also be as compact and space-saving as possible.
It is the object of the invention to provide a burner ~or producing the heat required for thenmal re~enera-tiOIl of particle filters for diesel engine exhaust gas, the calorific output of which can be regulated in a very wide range and which provides a maximum calori-fic output while being of compact construction.
To meet this object, the burner according to the invention is characterized in (a) that it has a main combustion chamber in the peripheral wall of which are provided a fuel upply opening for a fuel main quantity and a combustion air supply opening for a combustion air main quantity;
(b) that a precombustion chamber is at~ached to the combustion chamber floor of the main combustion chamber;
(c) that a projecting hollow connecting piece is provided on said peripheral wall of the precom-- 3 ~
bustion chamber, in which an electrical ignition means is disposed and which has a fuel supply opening for a fuel basic quantity; and (d) that a combustion air supply opening for a com-bustion air basic quantity is provided in said peripheral wall of the precombustion chamber.
A basic calorific output - which preferably can be regulated - is produced in the precombustion chamber, and the combustion chamber floor and the peripheral wall of the main combustion chamber are brought to or held at high temperatures by said basic calorific output. The main combustion chamber does not have an electrical ignition means of its own. Rather the fuel-air mixture of the main combustion chamber ignites by the hot combustion chamber floor thereof. Conse-quently, the fuel supply and the combustion air supply to the main combustion chamber can be varied within wide ranges so that an in total extremely large calo-rific output control or regulating range of the burner results.
The burner according to the invention is intended primarily for the so-called full-flow regeneration of particle filters. Full-flow regeneration takes place during operation of the diesel engine, with the burner producing so much heat in controlled manner that the exhaust gas entering the particle filter has such a high temperature that the particle filter is thermally regenerated.
Preferably the combustion air supply opening of the main combustion chamber and/or the combustion air ~upply opening of the precombustion chamber i~ con-nected to one combustion air blower each or to a common combustion air blower. In addition thereto, it is preferred that these combustion air blowers or this common combustion air blower, respectively, be de-signed such that the amount of delivered air per unit of time is a function of the speed of the diesel engine having associated therewith the particle filter to be regnerated, so that at higher speeds of the diesel engine the amount of air delivered is higher, and vice versa, with substantial proportionality between the speed of the diesel engine and the (parti-cular) air delivery quantity being preferred. This dependency of the air delivery quantity on the diesel engine speed may be realized e.g. by a blower of variable speed, which in particular may be driven mechanically by the diesel engine. Another possibility consists in providing electric blowers whose speed can be regulated. Still a further possibility consists in providing a location with controllably variable flow cross-section somewhere in the flow path of the com-bustion air from the (respective) combustion air blower to the respective combustion air supply opening.
The fuel supply opening of the main combustion chamber and/or the fuel supply opening of the precombustion chamber preferably is connected to a means of its own or to a common means for supplyiny fuel under pressure or also in nearly unpressurized manner. This means is preferably constituted by a fuel pump that is driven mechanically by the diesel engine or is driven elec~ricall~. It is preferred furthermore that this means be designed such that the amount of fuel de-livered per unit of time is a function of the speed of the diesel engine having associated therewith the particle filter to be regenerated. Preferred possi-~ilities are in this respect again a means of con-trolled variable speed and a location with controlled variable cross-section of flow; in this respect, re-ference is made in addition to the statements made ~r~
hereinbefore in conjunction with the combustion air supply.
Finally, it is preferred to design the means for supplying the fuel main quantity such that its fuel delivery quantity - preferably in addition to the dependency on the diesel engine speed - is a function of the exhaust gas temperature in the region of the particle filter. In this manner, the exhaus~ gas temperature can be regulated excactly to the required regeneration temperature.
It is pointed out that the term ~'periphexal wall" used in claim 1 is not to be understood as a restriction to a substantially cylindrical configuration of the main combustion chamber and the precombustion chamber, although such a configura~ion is preferred.
The in~ention and developments of the invention will now be elucidated in more detail by way of an embodi-ment shown in the drawings in which ig. 1 shows a burner for a particle filter as seen in a longitudinal sectional view along the axis thereof;
ig. 2 shows a schematic view of the arrangement of the burner of Fig. 1 on the particle filter.
The burner 2 shown in Fig. 1 comprises a substantially cylindrical main combustion chamber 4 and a substan-tially cylindrical precombustion chamber 6 which is, but not necessarily has to be, of smaller diameter than the main combu~tion chamber 4. The precombustion chamber 6 has its downstream open end portion a in-serted in the combu~tion chamber floor 10 of the main combustion chamber 4, which has a corresponding opening there, the end portion 8 of the precombustion chamber 4 projecting a distance into the main com-bustion chamber 4. The main combustion chamber 4 and the precombustion chamber 6 are provided with a common aligned axis 12. On the right side in Fig. 1, the main combustion chamber 4 has its downstream open end portion 14 that is connected to the particle filter proper (cp. Fig. 2).
On the outside of the main combu tion chamber 4 there is provided an annular flange 16 by means of which the burner 2 can be secured for instance to the associated particle filter.
Mounted radially in the peripheral wall of the main combustion chamber 4 is a ~uel supply connecting piece 18 having a nozzle-like opening 20 near its end on the side of the combustion chamber. Near said nozzle 20, a combustion air line opens into the peripheral wall of the main combustion chamber 4, having its combustion air supply opening 22 directed substantially in tangential direction. The combustion air supply opening 22 and the fuel nozzle 20 are located a short distance downstream in axial direction from the down-stream end o~ the precombustion chamber.
A further combustion air line opens into the peri-pheral wall of the precombustion chamber 6, having a combustion air supply opening 24 directed substan-tially in tangential direction. The combustion air supply opening 24 has a smaller cross-section of flow than combustion air supply opening 22. Upstream of the combustion air supply opening 24, i.e. further to the left in Fig. 1, ~he precombustion chamber has a radially attached hollow connecting piece 26 into which a glow plug 28 as electrical ignition means i9 r threadedly engaged from the outside. A fuel line 32 having a fuel supply opening 34 opens into an annular space 30 between the helically wound filament of the glow plug 28 and the inner circumference of the con-necting piece ~6. The fuel supply opening 34 in the connecting piece 26 or to the precombustion chamber 6 is of smaller cross-section of flow than the fuel supply opening 20 or nozzle to the main combustion chamber 4.
~iquid fuel, eOg. diesel fuel, entering through the fuel ~upply line 34 is ignited in the region of the glow plug 28 and burns together with combustion air entering through supply opening 24. In doing so, the combustion flame may be restricted to the interior of the precombustion chamber 6 or may extend a distance into the main combustion chamber 4. The end portion of the precombustion chamber 6 projecting into the main combustion chamber 4, as well as the radially adjacent remainder of the combustion chamber floor 10 of the main combustion chamber 4 are at a high temperature due to the combustion described. The amount of fuel supplied to precombustion chamber 6 is referred to as fuel basic quantity, and the amount of combustion air supplied to the precombustion chamber 6 is referred to as combustion air basic quantity.
Fuel fed through said nozzle 20 to the main combustion chamber 4 evaporates in the hot upstream end portion of the main combustion chamber 4 and is mixed with the combustion air supplied through supply opening 22 and is ignited by the combustion gases from precombustion chamber 6 or by the hot end portion 8 of the precom-bustion chamber. The amount of fuel supplie~ through said nozzle 20 i~ referred to as fuel main quantitiy, and the amount of combu~tion air supplied through .~ .. . . ... . . . ... ..
mouth opening 22 is referred to as combustion air main quantity.
Fig. 2 displays the manner in which the afore-de-scribed burner 2 is attached to a substantially cylin-drical particle filter 40 on the face ~ide thereof, 30 as to be aligned with the longitudinal axls of the particle filter 40. The particle filter housing has a particle filter body 42 disposed therein, which is provided for in~tance in the foxm of a ceramic filter body. The exhaust gas of a diesel engine flows through an exhaust gas line 46 into a space 44 upstream of filter body 42. The exhaust gas is discharged from the particle filter 40 through an exhaust gas line 4a leading away from the face side thereof. The main combustion chamber 4 of the burner 2 opens into the space 44, and the burner 2 i9 attached on the face side of the particle filter 40 located opposite the discharging exhaust gas line 4a.
Fig. 2 depicts furthermore a blower 50 connected, via lines 52 and 54, to the afore-described combustion air supply openings 22 and 24. Furthermore, a fuel pump 56 can be seen connected, via fuel lines 58 and 60, to the afore-described fuel supply openings 20 and 34. In fuel line 58 leadi~g to the fuel supply opening 20 of the main combustion chamber 4, there is disposed a regulating or control valve 62. Finally an electric control device 64 can be seen, having connected thereto a temperature sensor 66 in space 44 of the particular filter 44, the blower 50, the fuel pump 56, and the control valve 62.
The blower 50 and the fuel pump 56 are designed such that they deliver a combu3tion air quantity and fuel quantity, respecti~ely, that increa es with increasing speed of the die~el engine having the paxticle filter ~:s ' J~
g 40 associated therewith. The amount of fuel 3upplied per unit of time through the fuel 9upply opening 20 of the main combustion chamber 4 can be regulated furthermore by means of the control valve 62.
It i8 pointed out that a separate blower each may be provided for each combustion air line 52 and 54 and that a separate fuel pump each may be provided for each fuel line 58 and 60. Furthermore, it i~ pointed out that it i9 indeed possible to operate the precom bustion chamber 6 with an uncontrolled, i.e. constant, combuskion air quantity and fuel quantity in term~ of time.
PARTICI.}3 FILTE~
The invention relates to a burner for producing the heat required for thermal regeneration of particle filters for diesel engine exhaust gas.
As generally known, the exhaust gas of diesel engines contains particles consisting mainly of soot. Endea-vors are being made for finding practicable ways of retaining these particles before the diesel engine exhaus~ gas is blown into the environment, and the most promising approach in this respect are particle filters in the exhaust gas line of the particular diesel engine. However, it has turned out that the particle filters become increasingly clogged already after relatively short times of operation of the diesel engine, so that the particle filters must be freed from the particles retained therein in rela-tively short time intervals. To this end, the thermal regeneration of particle filters is known in which, for one regeneration phase each, the temperature at the particle filter is increased, i.e. usually brought to at least 650 to 700 C, by supply of heat from a burner, such that the particles retained in the par-ticle filter burn off.
The technically as ad~antageous as possible design of burners for thermal regeneration of particle filters ~ b ~3 is problematic. A particular difficulty re~ides in that the burners during the regeneration phase as a rule must produce a greatly differring amount of heat per unit of time, which in essence depends on the exhaust gas quan~ity produced at the particular moment per unit of time and the temperature of the exhaust gas in the region of the particle filter, with the exhaust gas quantity per unit of time in turn being dependent on the instantaneous speed of the diesel engine. Another difficulty resides in that a~ least at certain times during the regeneration phase, the pro-duction of very high amounts of heat by the burner is necessary. The difficulties mentioned make themselves particularly felt in diesel engines of large volume, as used e.g. in trucks or busses, especially since the burner should also be as compact and space-saving as possible.
It is the object of the invention to provide a burner ~or producing the heat required for thenmal re~enera-tiOIl of particle filters for diesel engine exhaust gas, the calorific output of which can be regulated in a very wide range and which provides a maximum calori-fic output while being of compact construction.
To meet this object, the burner according to the invention is characterized in (a) that it has a main combustion chamber in the peripheral wall of which are provided a fuel upply opening for a fuel main quantity and a combustion air supply opening for a combustion air main quantity;
(b) that a precombustion chamber is at~ached to the combustion chamber floor of the main combustion chamber;
(c) that a projecting hollow connecting piece is provided on said peripheral wall of the precom-- 3 ~
bustion chamber, in which an electrical ignition means is disposed and which has a fuel supply opening for a fuel basic quantity; and (d) that a combustion air supply opening for a com-bustion air basic quantity is provided in said peripheral wall of the precombustion chamber.
A basic calorific output - which preferably can be regulated - is produced in the precombustion chamber, and the combustion chamber floor and the peripheral wall of the main combustion chamber are brought to or held at high temperatures by said basic calorific output. The main combustion chamber does not have an electrical ignition means of its own. Rather the fuel-air mixture of the main combustion chamber ignites by the hot combustion chamber floor thereof. Conse-quently, the fuel supply and the combustion air supply to the main combustion chamber can be varied within wide ranges so that an in total extremely large calo-rific output control or regulating range of the burner results.
The burner according to the invention is intended primarily for the so-called full-flow regeneration of particle filters. Full-flow regeneration takes place during operation of the diesel engine, with the burner producing so much heat in controlled manner that the exhaust gas entering the particle filter has such a high temperature that the particle filter is thermally regenerated.
Preferably the combustion air supply opening of the main combustion chamber and/or the combustion air ~upply opening of the precombustion chamber i~ con-nected to one combustion air blower each or to a common combustion air blower. In addition thereto, it is preferred that these combustion air blowers or this common combustion air blower, respectively, be de-signed such that the amount of delivered air per unit of time is a function of the speed of the diesel engine having associated therewith the particle filter to be regnerated, so that at higher speeds of the diesel engine the amount of air delivered is higher, and vice versa, with substantial proportionality between the speed of the diesel engine and the (parti-cular) air delivery quantity being preferred. This dependency of the air delivery quantity on the diesel engine speed may be realized e.g. by a blower of variable speed, which in particular may be driven mechanically by the diesel engine. Another possibility consists in providing electric blowers whose speed can be regulated. Still a further possibility consists in providing a location with controllably variable flow cross-section somewhere in the flow path of the com-bustion air from the (respective) combustion air blower to the respective combustion air supply opening.
The fuel supply opening of the main combustion chamber and/or the fuel supply opening of the precombustion chamber preferably is connected to a means of its own or to a common means for supplyiny fuel under pressure or also in nearly unpressurized manner. This means is preferably constituted by a fuel pump that is driven mechanically by the diesel engine or is driven elec~ricall~. It is preferred furthermore that this means be designed such that the amount of fuel de-livered per unit of time is a function of the speed of the diesel engine having associated therewith the particle filter to be regenerated. Preferred possi-~ilities are in this respect again a means of con-trolled variable speed and a location with controlled variable cross-section of flow; in this respect, re-ference is made in addition to the statements made ~r~
hereinbefore in conjunction with the combustion air supply.
Finally, it is preferred to design the means for supplying the fuel main quantity such that its fuel delivery quantity - preferably in addition to the dependency on the diesel engine speed - is a function of the exhaust gas temperature in the region of the particle filter. In this manner, the exhaus~ gas temperature can be regulated excactly to the required regeneration temperature.
It is pointed out that the term ~'periphexal wall" used in claim 1 is not to be understood as a restriction to a substantially cylindrical configuration of the main combustion chamber and the precombustion chamber, although such a configura~ion is preferred.
The in~ention and developments of the invention will now be elucidated in more detail by way of an embodi-ment shown in the drawings in which ig. 1 shows a burner for a particle filter as seen in a longitudinal sectional view along the axis thereof;
ig. 2 shows a schematic view of the arrangement of the burner of Fig. 1 on the particle filter.
The burner 2 shown in Fig. 1 comprises a substantially cylindrical main combustion chamber 4 and a substan-tially cylindrical precombustion chamber 6 which is, but not necessarily has to be, of smaller diameter than the main combu~tion chamber 4. The precombustion chamber 6 has its downstream open end portion a in-serted in the combu~tion chamber floor 10 of the main combustion chamber 4, which has a corresponding opening there, the end portion 8 of the precombustion chamber 4 projecting a distance into the main com-bustion chamber 4. The main combustion chamber 4 and the precombustion chamber 6 are provided with a common aligned axis 12. On the right side in Fig. 1, the main combustion chamber 4 has its downstream open end portion 14 that is connected to the particle filter proper (cp. Fig. 2).
On the outside of the main combu tion chamber 4 there is provided an annular flange 16 by means of which the burner 2 can be secured for instance to the associated particle filter.
Mounted radially in the peripheral wall of the main combustion chamber 4 is a ~uel supply connecting piece 18 having a nozzle-like opening 20 near its end on the side of the combustion chamber. Near said nozzle 20, a combustion air line opens into the peripheral wall of the main combustion chamber 4, having its combustion air supply opening 22 directed substantially in tangential direction. The combustion air supply opening 22 and the fuel nozzle 20 are located a short distance downstream in axial direction from the down-stream end o~ the precombustion chamber.
A further combustion air line opens into the peri-pheral wall of the precombustion chamber 6, having a combustion air supply opening 24 directed substan-tially in tangential direction. The combustion air supply opening 24 has a smaller cross-section of flow than combustion air supply opening 22. Upstream of the combustion air supply opening 24, i.e. further to the left in Fig. 1, ~he precombustion chamber has a radially attached hollow connecting piece 26 into which a glow plug 28 as electrical ignition means i9 r threadedly engaged from the outside. A fuel line 32 having a fuel supply opening 34 opens into an annular space 30 between the helically wound filament of the glow plug 28 and the inner circumference of the con-necting piece ~6. The fuel supply opening 34 in the connecting piece 26 or to the precombustion chamber 6 is of smaller cross-section of flow than the fuel supply opening 20 or nozzle to the main combustion chamber 4.
~iquid fuel, eOg. diesel fuel, entering through the fuel ~upply line 34 is ignited in the region of the glow plug 28 and burns together with combustion air entering through supply opening 24. In doing so, the combustion flame may be restricted to the interior of the precombustion chamber 6 or may extend a distance into the main combustion chamber 4. The end portion of the precombustion chamber 6 projecting into the main combustion chamber 4, as well as the radially adjacent remainder of the combustion chamber floor 10 of the main combustion chamber 4 are at a high temperature due to the combustion described. The amount of fuel supplied to precombustion chamber 6 is referred to as fuel basic quantity, and the amount of combustion air supplied to the precombustion chamber 6 is referred to as combustion air basic quantity.
Fuel fed through said nozzle 20 to the main combustion chamber 4 evaporates in the hot upstream end portion of the main combustion chamber 4 and is mixed with the combustion air supplied through supply opening 22 and is ignited by the combustion gases from precombustion chamber 6 or by the hot end portion 8 of the precom-bustion chamber. The amount of fuel supplie~ through said nozzle 20 i~ referred to as fuel main quantitiy, and the amount of combu~tion air supplied through .~ .. . . ... . . . ... ..
mouth opening 22 is referred to as combustion air main quantity.
Fig. 2 displays the manner in which the afore-de-scribed burner 2 is attached to a substantially cylin-drical particle filter 40 on the face ~ide thereof, 30 as to be aligned with the longitudinal axls of the particle filter 40. The particle filter housing has a particle filter body 42 disposed therein, which is provided for in~tance in the foxm of a ceramic filter body. The exhaust gas of a diesel engine flows through an exhaust gas line 46 into a space 44 upstream of filter body 42. The exhaust gas is discharged from the particle filter 40 through an exhaust gas line 4a leading away from the face side thereof. The main combustion chamber 4 of the burner 2 opens into the space 44, and the burner 2 i9 attached on the face side of the particle filter 40 located opposite the discharging exhaust gas line 4a.
Fig. 2 depicts furthermore a blower 50 connected, via lines 52 and 54, to the afore-described combustion air supply openings 22 and 24. Furthermore, a fuel pump 56 can be seen connected, via fuel lines 58 and 60, to the afore-described fuel supply openings 20 and 34. In fuel line 58 leadi~g to the fuel supply opening 20 of the main combustion chamber 4, there is disposed a regulating or control valve 62. Finally an electric control device 64 can be seen, having connected thereto a temperature sensor 66 in space 44 of the particular filter 44, the blower 50, the fuel pump 56, and the control valve 62.
The blower 50 and the fuel pump 56 are designed such that they deliver a combu3tion air quantity and fuel quantity, respecti~ely, that increa es with increasing speed of the die~el engine having the paxticle filter ~:s ' J~
g 40 associated therewith. The amount of fuel 3upplied per unit of time through the fuel 9upply opening 20 of the main combustion chamber 4 can be regulated furthermore by means of the control valve 62.
It i8 pointed out that a separate blower each may be provided for each combustion air line 52 and 54 and that a separate fuel pump each may be provided for each fuel line 58 and 60. Furthermore, it i~ pointed out that it i9 indeed possible to operate the precom bustion chamber 6 with an uncontrolled, i.e. constant, combuskion air quantity and fuel quantity in term~ of time.
Claims (9)
1. A burner (2) for producing the heat required for thermal regeneration of particle filters (40) for diesel engine exhaust gas, characterized in (a) that it has a main combustion chamber (4) in the peripheral wall of which are provided a fuel supply opening (20) for a fuel main quantity and a combustion air supply opening (22) for a com-bustion air main quantity;
(b) that a precombustion chamber (6) is attached to the combustion chamber floor (10) of the main combustion chamber (4);
(c) that a projecting hollow connecting piece (26) is provided on said peripheral wall of the precom-bustion chamber (6), in which an electrical ignition means (22) is disposed and which has a fuel supply opening (34) for a fuel basic quan-tity; and (d) that a combustion air supply opening (24) for a combustion air basic quantitiy is provided in said peripheral wall of the precombustion chamber (6).
(b) that a precombustion chamber (6) is attached to the combustion chamber floor (10) of the main combustion chamber (4);
(c) that a projecting hollow connecting piece (26) is provided on said peripheral wall of the precom-bustion chamber (6), in which an electrical ignition means (22) is disposed and which has a fuel supply opening (34) for a fuel basic quan-tity; and (d) that a combustion air supply opening (24) for a combustion air basic quantitiy is provided in said peripheral wall of the precombustion chamber (6).
2. A burner according to claim 1, characterized in that the combustion air supply opening (20) of the main combustion chamber (4) is connected to a combustion air blower (50) whose air delivery quantity per unit of time is a function of the speed of the diesel engine having associated therewith the particle filter (40) to be regenerated.
3. A burner according to at least one of claims 1 and 2, characterized in that the combustion air supply opening (24) of the precombustion chamber (6) is connected to a combustion air blower (50) whose air delivery quantity per unit of time is a function of the speed of the diesel engine having associated therewith the particle filter (40) to be regenerated.
4. A burner according to at least one of claims 1 to 3, characterized in that a common combustion air blower for the combustion air main quantity and the combustion air basic quantity is provided, with the cross-section of inflow for the combustion air main quantity being greater than the cross-section of inflow for the combustion air basic quantity.
5. A burner according to any one of claims 1 to 4, characterized in that the combustion air supply opening (22) of the main combustion chamber (4) and/or the combustion air supply opening (24) of the precom-bustion chamber enters with a tangential component.
6. A burner according to at least one of claims 1 to 5, characterized in that the fuel supply opening (20) of the main combustion chamber (4) is connected to a means (56) for supplying the fuel main quantity, with the fuel delivery quantity thereof per unit of time being a function of the speed of the diesel engine having associated therewith the particle filter (40) to be regenerated.
7. A burner according to at least one of claims 1 to 6, characterized in that the fuel supply opening (34) of the precombustion chamber (6) is connected to a means (56) for supplying the fuel basic quantity, with the fuel delivery quantity thereof per unit of time being a function of the speed of the diesel engine having associated therewith the particle filter (40) to be regenerated.
8. A burner according to claims 6 and 7, characterized in that a common means (56) is provided for supplying the fuel main quantity and the fuel basic quantity.
9. A burner according to any one of claims 1 to 8, characterized in that the fuel supply opening (20) of the main combustion chamber (4) is connected to a means (56, 58, 62) for supplying the fuel main quan-tity, with the fuel delivery quantity thereof being a function of the exhaust gas temperature in the region of the particle filter (40).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP4130377.6 | 1991-09-12 | ||
| DE4130377A DE4130377A1 (en) | 1991-09-12 | 1991-09-12 | BURNER FOR DIESEL ENGINE EXHAUST PARTICLE FILTER |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2078018A1 true CA2078018A1 (en) | 1993-03-13 |
Family
ID=6440463
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002078018A Abandoned CA2078018A1 (en) | 1991-09-12 | 1992-09-11 | Burner for diesel engine exhaust gas particle filter |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0532044B1 (en) |
| AT (1) | ATE117050T1 (en) |
| CA (1) | CA2078018A1 (en) |
| DE (2) | DE4130377A1 (en) |
| ES (1) | ES2067282T3 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4218629A1 (en) * | 1992-06-05 | 1993-12-16 | Eberspaecher J | Combustion chamber, in particular for particle filter regeneration in a motor vehicle exhaust system |
| DE4319213C2 (en) * | 1993-06-09 | 1995-04-20 | Eberspaecher J | Burner for engine-independent heating of a arranged in the exhaust line of a vehicle engine catalyst |
| DE4325906C2 (en) * | 1993-08-02 | 1995-08-24 | Daimler Benz Ag | Device for the regeneration of a particle filter used in the exhaust tract of an internal combustion engine |
| DE102005037969A1 (en) * | 2005-08-11 | 2007-02-15 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Device for producing hot gas in the exhaust system of an internal combustion engine |
| DE102008049153A1 (en) * | 2008-09-26 | 2010-04-01 | Deutz Ag | Internal combustion engine with an exhaust aftertreatment system and a crankcase ventilation |
| DE102010037293A1 (en) * | 2010-09-02 | 2012-03-08 | Hjs Emission Technology Gmbh & Co. Kg | Method for operating exhaust gas burner at output of combustion chamber of internal combustion engine, particularly diesel engine, pressurizing combustion chamber of burner by generating exhaust gas pressure in exhaust section |
| CN112393273A (en) * | 2020-12-04 | 2021-02-23 | 重庆超力高科技股份有限公司 | Premixing type burner |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4270936A (en) * | 1980-01-18 | 1981-06-02 | General Motors Corporation | Coiled fibrous metallic material and coating for diesel exhaust particulate trap |
| DE3410716A1 (en) * | 1984-03-23 | 1985-10-03 | Fa. J. Eberspächer, 7300 Esslingen | COMBUSTION CHAMBER FOR HEATING EQUIPMENT |
| DE3638203A1 (en) * | 1986-11-08 | 1988-05-19 | Kloeckner Humboldt Deutz Ag | Particulate filter, regenerable by externally applied means, for the exhaust system of a diesel internal combustion engine |
| DE3728712A1 (en) * | 1987-08-28 | 1989-03-09 | Webasto Ag Fahrzeugtechnik | BURNER FOR HEAVY-FLAMMABLE MIXTURES |
| DE3729861C2 (en) * | 1987-09-05 | 1995-06-22 | Deutsche Forsch Luft Raumfahrt | Method for operating a soot filter device for a diesel engine and soot filter device for carrying out this method |
| DE3732492A1 (en) * | 1987-09-26 | 1989-04-13 | Bosch Gmbh Robert | IGNITION BURNER FOR A DEVICE FOR BURNING SOLID PARTICLES IN THE EXHAUST GAS FROM COMBUSTION ENGINES |
| DE3828248A1 (en) * | 1988-08-19 | 1990-02-22 | Webasto Ag Fahrzeugtechnik | METHOD FOR OPERATING A BURNER AND BURNER THEREFOR |
-
1991
- 1991-09-12 DE DE4130377A patent/DE4130377A1/en not_active Withdrawn
-
1992
- 1992-09-11 DE DE59201187T patent/DE59201187D1/en not_active Expired - Fee Related
- 1992-09-11 AT AT92115610T patent/ATE117050T1/en not_active IP Right Cessation
- 1992-09-11 ES ES92115610T patent/ES2067282T3/en not_active Expired - Lifetime
- 1992-09-11 CA CA002078018A patent/CA2078018A1/en not_active Abandoned
- 1992-09-11 EP EP92115610A patent/EP0532044B1/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| ES2067282T3 (en) | 1995-03-16 |
| DE4130377A1 (en) | 1993-03-18 |
| EP0532044A1 (en) | 1993-03-17 |
| DE59201187D1 (en) | 1995-02-23 |
| EP0532044B1 (en) | 1995-01-11 |
| ATE117050T1 (en) | 1995-01-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |