CA2078096A1 - Device for removing particles from diesel engine exhaust gas - Google Patents
Device for removing particles from diesel engine exhaust gasInfo
- Publication number
- CA2078096A1 CA2078096A1 CA002078096A CA2078096A CA2078096A1 CA 2078096 A1 CA2078096 A1 CA 2078096A1 CA 002078096 A CA002078096 A CA 002078096A CA 2078096 A CA2078096 A CA 2078096A CA 2078096 A1 CA2078096 A1 CA 2078096A1
- Authority
- CA
- Canada
- Prior art keywords
- burner
- filter
- fuel
- combustion chamber
- combustion
- 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
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—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
- F01N3/02—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
- F01N3/031—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 having means for by-passing filters, e.g. when clogged or during cold engine start
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- 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
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
A B S T R A C T
A device for removing particles from diesel engine exhaust gas, comprising:
(a) a particle filter through which engine exhaust gas is flown during operation thereof;
(b) a burner for liquid fuel having a combustion chamber and being associated with said filter such that during operation of the burner the hot combustion gases thereof flow through said filter so as to burn off filtered particles;
(c) a blower for supplying combustion air to said burner; and (d) a pump for supplying the fuel to said burner, c h a r a c t e r i z e d in (e) that a burner is provided which is operable in a large range of the fuel/air ratio and is con-trollable in its power in a large range solely by controlling the fuel supply, (f) said burner including a second combustion chamber section on its downstream side, having a com-bustion air supply connecting piece having at its mouth an orientation with a circumferential component, (g) and including a first combustion chamber section on its upstream side, having a connecting piece in which an electrical ignition means is disposed and which is provided with openings for supplying the fuel and a partial combustion air stream, (h) that a partition member having at least one flow opening is provided between said first and second combustion chamber sections, (i) that a temperature sensor is provided in the region of the filter for detecting the tem-perature condition of the filter; and (k) that an electric control is provided having the temperature sensor and the fuel pump of the bur-ner connected thereto, said control being so de-signed that, depending on the detected tempera-ture condition, such a fuel quantity is supplied to the burner that a temperature advantageous for burning off the filtered particles is present at the filter.
A device for removing particles from diesel engine exhaust gas, comprising:
(a) a particle filter through which engine exhaust gas is flown during operation thereof;
(b) a burner for liquid fuel having a combustion chamber and being associated with said filter such that during operation of the burner the hot combustion gases thereof flow through said filter so as to burn off filtered particles;
(c) a blower for supplying combustion air to said burner; and (d) a pump for supplying the fuel to said burner, c h a r a c t e r i z e d in (e) that a burner is provided which is operable in a large range of the fuel/air ratio and is con-trollable in its power in a large range solely by controlling the fuel supply, (f) said burner including a second combustion chamber section on its downstream side, having a com-bustion air supply connecting piece having at its mouth an orientation with a circumferential component, (g) and including a first combustion chamber section on its upstream side, having a connecting piece in which an electrical ignition means is disposed and which is provided with openings for supplying the fuel and a partial combustion air stream, (h) that a partition member having at least one flow opening is provided between said first and second combustion chamber sections, (i) that a temperature sensor is provided in the region of the filter for detecting the tem-perature condition of the filter; and (k) that an electric control is provided having the temperature sensor and the fuel pump of the bur-ner connected thereto, said control being so de-signed that, depending on the detected tempera-ture condition, such a fuel quantity is supplied to the burner that a temperature advantageous for burning off the filtered particles is present at the filter.
Description
DEVIC~ FOR ~EMOVING PARTICL~S FROM
DIESEL ~NGI~E EX~A~ST GAS
The invention relates to a device for removing par-ticles from diesel engine exhaust gas, comprising:
(a) a particle filter through which engine exhaust gas is flown during operation thereof, (b) a burner for li~uid fuel having a combustion chamber and being associated with said filter such that during operation of the burner the hot combustion gases thereof flow through said filter so as to burn off filtered particles;
(c) a blower for supplying combustion air to said burner; and (d) a pump for supplying the Euel to said burner.
Presently endeavors are being made in many places to develop devices for removing particles - often simply referred to as soot or soot particles - ~rom diesel engine exhaust gas. While up to now the exhaust gases of almost all diesel engines are emitted to the en-vironment together with the particles in untreated manner, endeavors are now being made - primarily for reasons of environmental protection - to retain the particles at least to a large extent from the diesel ~ " J ~C3'S
DIESEL ~NGI~E EX~A~ST GAS
The invention relates to a device for removing par-ticles from diesel engine exhaust gas, comprising:
(a) a particle filter through which engine exhaust gas is flown during operation thereof, (b) a burner for li~uid fuel having a combustion chamber and being associated with said filter such that during operation of the burner the hot combustion gases thereof flow through said filter so as to burn off filtered particles;
(c) a blower for supplying combustion air to said burner; and (d) a pump for supplying the Euel to said burner.
Presently endeavors are being made in many places to develop devices for removing particles - often simply referred to as soot or soot particles - ~rom diesel engine exhaust gas. While up to now the exhaust gases of almost all diesel engines are emitted to the en-vironment together with the particles in untreated manner, endeavors are now being made - primarily for reasons of environmental protection - to retain the particles at least to a large extent from the diesel ~ " J ~C3'S
engine exhaust gases ~efore these gases are blown into the environment. A suitable means for retaining the particles are particle filters installed in the ex-haust gas lines, which nowadays are mostly conceived to be ceramic monolith filters and ceramic yarn wound filters.
The greatest problem consists in the elimination of the particles filtered out. Due to the fact that in diesel engines of motor vehicles the filters are com-pletely loaded with particles already after a driving distance of at the most some hundred kilometers, the replacement of a loaded filter again~t a new filter is not a possibility that i9 realistic under practical aspects. Consequently, the endeavors are concentrated on finding possibilities for regeneration of loaded diesel engine exhaust gas particle filters. The most promising possibility is the thermal regeneration by burning off the particles filtered out in the loaded filter. However, for doing 90, temperatures of at least approx. 600C are neces~ary in the region of the filter during regeneration. Such temperatures are present in exhaust gas at the most under full load conditions or load conditions of the diesel engine relatively close to full load so that, when the filter requires regeneration and conditions of this kind are not present, the filter must be heated to the required regeneration temperature by means of a different heat source.
Devices for removing particles from diesel engine e~haust gas comprising the features cited in the initial paragraph, i.e. in essence a particle filter and a burner means for generating sufficiently hot combustion gas for filter regeneration, are known.
However, the know~ devices are inflicted with the di~advantage that they are either not controllable in ~ J ~ S
The greatest problem consists in the elimination of the particles filtered out. Due to the fact that in diesel engines of motor vehicles the filters are com-pletely loaded with particles already after a driving distance of at the most some hundred kilometers, the replacement of a loaded filter again~t a new filter is not a possibility that i9 realistic under practical aspects. Consequently, the endeavors are concentrated on finding possibilities for regeneration of loaded diesel engine exhaust gas particle filters. The most promising possibility is the thermal regeneration by burning off the particles filtered out in the loaded filter. However, for doing 90, temperatures of at least approx. 600C are neces~ary in the region of the filter during regeneration. Such temperatures are present in exhaust gas at the most under full load conditions or load conditions of the diesel engine relatively close to full load so that, when the filter requires regeneration and conditions of this kind are not present, the filter must be heated to the required regeneration temperature by means of a different heat source.
Devices for removing particles from diesel engine e~haust gas comprising the features cited in the initial paragraph, i.e. in essence a particle filter and a burner means for generating sufficiently hot combustion gas for filter regeneration, are known.
However, the know~ devices are inflicted with the di~advantage that they are either not controllable in ~ J ~ S
optimum manner ~o the most favorable regeneration conditions or that they are of very complex con-struction in~olving high expenditure.
It is the object of the invention to make available a device of the type indicated at the outset which, having a simple construction, can be controlled to the most favorable regeneration conditions in optimum manner.
To meet this object, the device according to the in-vention is characterized in (e) that a burner is provided which is operable in a large range of the fuel/air ratio and is con-trollable in its power in a large range solely by controlling the fuel supply, (f) said burner including a second combustion chamber section on its downstream side, having a corn-bustion air supply connecting piece having a~
its mouth an orientation with a tangential compo-nent, (g) and including a first combustion chamber section on its upstream side, having a connecting piece in which an electrical ignition means is disposed and which is provided with openings for supplying the fuel and a partial combustion air stream, (h) that a partition memher having at least one flow opening is provided between said first and second combustion chamber sections, (i) that a temperature sensor is provided in the region of the filter for detecting the tem-perature condition of the filter; and (k) that an electric control i3 provided having the temperature 3en~0r and the fuel pump of the bur-ner connected thereto, said control being so de-signed that, depending on ~he detected tempera-ture condition, such a fuel quantity i9 gupplied to the burner that a temperature advantayeous for burning off the filtered particles is present at the filter.
The burner thus is of such construction that it pro-vides a higher or a lower thermal output solely by increasing or decreasing the fuel supply. In coopera-tion with such a burner, the electric control ~hat is of simple construction is adapted to control or regulate the filter regeneration operation in such a manner that a favorable particle burning-off tempera-ture prevails at the filter. This temperature is sufficiently high for ensuring burning off of the particles, but not unnecessarily high in order to avoid damage to the filter and an unnecessarily high use of energy.
The statement contained in feature (e) mentioned hereinbefore "burner that i9 contxollable in its power in a large range solely by controlling the fuel supply" is not supposed to exclude the possibility that the burner, if desired, can be controlled in addition in its output power, for example, by changing the blower output. What is important is merely that the burner can be varied ~ith respect to its thermal output in a desirably large range also wi~hout alteration of the blower ou~put, by alteration of the fuel supply.
A burner having the afore-indicated features (e) to (h) i~ known per se from DE-A-34 10 716, however not 2~., J
in connection with the regeneration of diesel engine exhaust gas particle filters, but ~olely in connection with heating devices for generating heat, in parti-cular vehlcle heating de~ices, and in connection with cooking appliances. It is preferred in a development of the in~ention that the burner has individual ones or several of the features described in DE-A-34 10 716. The total contents of this publication are made part of the disclosure of the present application by making express reference thereto.
It is a characteristic of the burner according to the in~ention, having a first combustion chamber section and a second combustion chamber section, that the combustion of the fuel supplied is largely concen-trated to the first combustion chamber section when the fuel supply is low (low fuel/combustion air ratio), whereas the combustion takes place both in the first combustion chamber section and in the second combustion chamber section when the fuel supply is relatively high (high fuel/combustion air ratio). In particular with a higher fuel supply, it may easily happen that combustion continues also behind the end of the second combustion chamber section. Due to its constructional design, the burner used according to the invention permits a stable combustion operation not only with air surplus but also with air shortage in substantially soot-free manner. Tests have con-cretely yielded a possible operating range of lambda =
1:5 (high air surplus) to lambda = 1:0.5 (considerable air shortage), with lambda = 1:1 being the stochio-metric fuel/combustion air ratio. When lamhda is below 1:1, the combustion gases of the burner contain practically no oxygen any more. The o~ygen nece~sary for burning off the particles ~iltered out in the filter i~ obtained from the engine~ 9 exhaust gas. This i9 possible since the burner operation with air shortage, i.e. high fuel supply to the bur~er because of a required high thermal output of the burner, ta~es place when the particle filter, without significant self-regeneration, becomes clogged particularly ra-pidly due to a relatively low output of the diesel engine, while the engine exhaust gas is consequently relatively cold and rich in oxygen (operation of the diesel engine with high air surplus).
According to a development of the invention, an end element or closing element having at least one flow opening i9 provided at the downstream end of the second combustion chamber section, said opening widening preferably in downstream direction. In this way an accumulation effect results acting in the direction towards retaining the combustion in the second combustion chamber section. ~y correspondingly designing the flow opening of the closing element, it is possible to influence, to a desired end, the shape of the exiting combustion gas flow or the exiting burner flame, respectively, in particular to obtain a dish-like or bowl-like widening. This is advantageous for applying the flow to a large area of the entrance face side of the filter.
The device according to the invention can be con-structed as a full flow regeneration system in which the combustion gases of the burner, during burner-supported filter regeneration, heat the engine exhaust gas to the regeneration temperature. This construction has the advantage that it is particular~ uncomplicated and involves particularly little expenditure. On the other hand, a relatively high maximum burner output power must be installed to ~his end since the entire engine exhaust gas flow must be heated to the regen-eration temperature. Furthermore, the blower must ensure a combustion gas pressure of the burner that is 2~r~
higher than the engine exhaust gas pressure. Also in full flow regeneration, filter regeneration normally takes place in intervals, i.e. regeneration takes place when the filter i9 loaded completely or almost completely. Most favorable in terms of energy is a regeneration with the diesel engine at a 3tandstill, since only the combustion gases of the burner must have the regeneration temperature and the bulk of the engine exhaust gas flow need not be heated in addition together therewith. However, in many cases one will have no other choice but to perform the rege-neration while the diesel engine is in operation and to design the device in corresponding manner.
The device according to the invention may also be constructed as a two-flow interval regeneration system in which two filters connected in parallel and a flap or gate for selectively directing the engine exhaust gas to the first or second filter are provided and in which a separate burner is provided for each filter.
With ~his configuration, when one of the two filters is loaded completely or almost completely, the engine exhaust gas is directed by means of said gate to the other filter, and the first-mentioned filter is then thermally regenerated. When, after an additional period of operation, the other filter is loaded com-pletely or almost completely, the process takes place the other way round.
As a result of the construction according to the in-~ention, the tightness of the gate in the two-flow system ls of subordinate significance. Even in case engine exhaust gas flows to the filter to be regenera-ted at the moment due to a not fully tight gate, the control according to the invention automatically maintain~ the required regeneration temperature; the consequence thereof is only an increased fuel con-sumption during regeneration.
It is pointed out that the invention penmits a starting phase of the filter regeneration with a re-latively high thermal output of the burner, so that the regeneration is initiated rapidly and the total regeneration time is shortened. As soon as the burner and the filter have reached the regeneration tempera-ture, the control or regula~ing system according to the invention automatically reduces the fuel supply to the burner to such an extent that the temperature at the filter is not higher than necessar~ for the re-generation.
The device according to the invention is primarily intended for driving diesel engines of motor vehicles.
The invention and developments of the invention will now be elucidated in more detail in the basis of em-bodiments shown in the drawings, in which ig. 1 shows a longitudinal sectional view of a first embodiment of a thermally regenerable particle filter system;
ig. 2 shows a schematic longitudinal sectional view of a second embodiment of a thermally regenerable particle filter system.
Fig. 1 depicts a particle filter 2 supported for in-stance in a cylindrical housing 4 of sheet steel. In front of the entrance face side 6 of the filter 2, a space 8 is provided in said housing 4, into which opens an exhaust gas line 10 coming from a die~el en-gine, not ~hown. A continuing exhau~t gas line is connected to the - in Fig. 1 - right-hand end of the housing 4 (not shown), behind the exit face side of the filter 2.
On the left-hand face side of the housing 4 with re-spect to Fig. 1, a burner 12 is coaxially attached thereto. The burner 12 consists in essence of a tandem combustion chamber arrangement and includes means for supplying combustion air and liquid fuel, which in the present case is diesel fuel, as well as an electrical ignition means.
Seen in more concrete terms, there are a substantially cylindrical first combustion chamber section 14 with a closed bottom 16 on the left-hand side in Fig. 1 as well as a substantially frustoconical second combus-tion chamber section 18 adjoining said first-mentioned section in ali.gned manner therewith and slightly tapering from left to right in Fig. 1. The first com-bustion chamber section 14 and the second combustion chamber section 18 are separated from each other by a partition member 20 in the form of a transverse wall having a central flow or through opening 22. The dia-meter of the flow opening 22 in the embodiment illustrated is about half the size of the diameter of the fir~t combustion chamber section 14.
The first combustion chamber section 14 has a connec-ting piece 24 whose longitudinal axis in the drawing plane of Fig. 1 is shown slightly inclined with respect to the longitudinal axis 26 of the burner-filter arrangement. Into connecting piece 24 an elec-trical ignition means, which in the present case is a glow plug 28, is threadedly engaged such that the helically wound filament of glow plug 28 is located within the connecting piece 24. In the region of the helically wound filament, a fuel line 30 opens through the connecting piece wall. Furthermore, there is a 2f'~
relati~ely thin tube 32 for supplying combustion air into the interior of the connecting piece 24. This tube 32 start3 from the circumference of the second combustion chamber section 18 and opens into the end portion of the interior space of the connecting piece 24 remote from the combustion chamber.
The second combustion chamher section 18 has a com-bustion air supply connecting piece 34 which opens tangentially into the combustion chamber wall in the illustrated embodiment. This opening does not have to be exactly tangential. However, it should have a com-ponent in the circumferential direction of the com-bustion chamber wall, so that a substantially helical rotational flow in the direction towards the first combustion chamber section 14 results in the second combustion chamber section 16. By way of a combustion air line 36, in which an electrically opening and closing blocking valve 38, in particular a magnetic valve, i9 di3posed, the combustion air supply connec-ting piece 34 is connected to an electrically driven blower 40.
Downstream, i.e. to the right in Fig. 1, a closing member in the form of a relatively thick plate 42 i9 provided at the end of the second combustion chamber section 18. The plate 42 has a central flow or through opening 44 the diameter of which i9 appro~imately as large as the end diameter of the second combustion chamber section 18 on the right-hand side. Apart from a first portion of constant diameter, the flow opening 44 continuously expands from le~t to right. The plate 42 is ~ecured to or in the housing 44.
In the fuel line 30 described hereinbefore, there is dispo3ed an electrically operated pump 46, preferably - 11- 2r~ 3~S
a metering pump driven by an oscillating armature adapted to reciprocate in the field of a coil.
Furthermore, an electric control unit 48 is illustra-ted. Connected to control unit 48 is a temperature sensor 50 in the form of a thermocouple dispo~ed in housing 4 closely in front of the face side of the filter 2. The pump 46, the blower 40, the valve 38, and the glow plug 28 are also connected to the control unit 48. Finally, a pressure sensor 52 is connected to the control unit 4a, which i9 disposed in the housing 4 in said space 8 thereof.
When it is detected by means of pressure sensor 52 that the average exhaust gas pressure in space 8 ex-ceeds a predetermined limit value representative o~
complete Gr almost complete loading of the filter 2, the control unit 48 initiates a thermal regeneration of the filter 2. The blower 40 is started and the valve 38 is opened. The fuel pump 46 is started. Vi.a the combustion air supply connecting piece 34 com-bustion air is supplied to the second combustion chamber section 18 in the eddy flow described. Through the small tube 32, a partial combustion air stream enters the connecting piece 24. The helically wound filament of the glow plug 28, which was turned on before via the control unit 48, ignites the fuel-air mixture present in connecting piece 24. When the fuel quantity supplied by pump 46 per unit of time is rela-tively low, the combustion takes place virtually ex-clu~ively in the first combustion chamber section 14.
As the fuel quantity per unit of time increases, the second combustion chamber section 18 is increasingly incorporated in the combu~ion of the fuel, where the major part of combustion air is availabe. Guiding o~
the combustion air in the ~orm of a substantially helical rotational flow along the inside of the wall of the second combustion chamber ~ection 18 prevents sooting of the second combustion chamber section 18.
The exhaust gas flow passing through flow opening 44 widens in the region of the plate 42 and to the right thereof with respect to Fig. 1 in dish-like or bowl-like manner; in particular in case of a high fuel quanti~y per unit of time, the combustion takes place in space 8 in addition. The entrance face side 6 of the filter 2 is acted upon by hot gas in quite uniform manner. When the diesel engine is running during re-generation, the hot combustion gas ~rom the burner 12 is mixed with the engine exhaust gas from line 10.
The control unit 48 is designed such that the delivery quantity of the fuel pump 46 per unit of time is con-trolled on the basis of the temperature detected by means of the temperature sensor 50 closely before the filter 2. This control is effected such that a tem-perature of the flowing gases is maintained at the filter 2 that is above the required minimum regen-eration temperature, but i9 not unnecessarily high.
Due to the fact that the thermal output of the burner 12 increases as the fuel quantity increases and since thus - provided that the supply of engine exhaust gas thxough the line 10 is substantially constant - there is an increase in temperature in space 8, which in turn is detected by the temperature sensor 50, one may also speak of a regulating instead of a control operation. Upon conclusion of the regeneration of the filter 2, which is detected for instance by the pressure detector 52 or in accordance with an average regeneration time determined by tests, the pump 46 and the blower 40 are turned off and the valve 38 is clo~ed. The glow plug 28 was turned off already be-fore, as soon a~ the combustion in the tandem com-bustion chamber 14, 18 has become stabilized. During the regeneration, the delivery capacity of the pump 46 2f~
i~ continuously controlled such that the temperature at the tem~erature sensor 50 is within a predeter-mined, relatively narrow temperature range of e.g. 650 to 700C.
Due to the fact that the burner exit is located rela-tively close to the filter 2, the idle times of the control operation are short. The control operation described will as a rule set the thermal output of the burner 12 to a relatively high value at the beginning of a regeneration phase, so that the burner itself, the plate 42, the housing 4, and the filter 2 rapidly reach the required temperature. The control operation as a rule will then be such that the delivery capacity of the pump 4~ can be reduced. As for the rest, the control operation in essence is dependent upon the quantity and the temperature of the engine e~haust gas flowing into space 8. When the engine exhaust gas is relatively cold (relatively low load condition of the diesel engine), a high thermal output of the burner 12 is necessary, and when the engine exhaust gas tempera-ture is high (high load condition of the diesel engine), a lower thermal output of the burner 12 tends to be necessary, with the engine exhaust gas quantity per unit of time being an additional factor of in-fluence. When the required thermal output of the bur-ner 12 is relatively low, sufficient oxygen is avail-able in particular in the second combustion chamber section 18 for completely burning the fuel supplied.
When a high ~hermal output of the burner 12 is re-quired, possibly when entering the range of air shortage in the second combustion chamber section 18, the final combustion of the fuel takes place in space 8. Especially in partial load conditions of the diesel engine, there is still sufficient oxygen in the engine exhaust gas contained in ~pace 8.
Burner 12 need not be aligned coaxially with the filter 2, but could also be attached, for instance, on the circumferential wall of the housing 4 so as to be aligned at right angles with respect to the longitudi-nal axis 26.
The control or regulating unit 48 is technically o~ so simple construction that a detailed description can be dispensed with here. When knowin~ the necessary and a~ore-de~cribed functional sequence, an average expert will easily be in the position to provide a suitable control unit.
Fig. 2 serves to illustrate a two-flow filter and regeneration system, with details present in the em-bodiment according to Fig. 1 being neither illustrated nor described once more. There are two filters 2a and 2b present. The engine exhaust gas line 10 i9 branched to said two filters. At the branch point 60, there is provid~d a flap or gate 62 so that, corresponding to the particular gate position, the entire engine ex-haust gas flows either to the first filter 2a or to the second filter 2b. Each filter has a burner 12a and 12b, respectively, associated therewith, with each burner having a fuel pump of its own and the burner configuration being the same as described in detail in conjunction with Fig. 1. However, a common hlower 40 is provided for both burners 12a and 12b, with a separate valve 3aa and 38b, respectively, being dis-posed in each of the two combustion air line~ 36a and 36b leading to burners 12a and 12b, 90 that the blower 40 selectively delivers to the first burner 12a or to the second burner 12b. A common control unit, not shown, can be provided for both burners 12a and 12b.
It is to be understood that a temperature sensor 50 and pos3ibly a pressure sensor 52 are provided for each of the two ~ilters 2a and 2b.
In a two-flow embodiment according to Fig. 2, one filter each, 2a or 2b respectively, can be regenerated at a time, while the engine exhaust gas flows through the filter that is not regenerated at the particular time. This has the considerable advantage that not the entire engine exhaust gas flow has to be heated as well to the regeneration temperature during regenera-tion.
... . . .. . . ....
It is the object of the invention to make available a device of the type indicated at the outset which, having a simple construction, can be controlled to the most favorable regeneration conditions in optimum manner.
To meet this object, the device according to the in-vention is characterized in (e) that a burner is provided which is operable in a large range of the fuel/air ratio and is con-trollable in its power in a large range solely by controlling the fuel supply, (f) said burner including a second combustion chamber section on its downstream side, having a corn-bustion air supply connecting piece having a~
its mouth an orientation with a tangential compo-nent, (g) and including a first combustion chamber section on its upstream side, having a connecting piece in which an electrical ignition means is disposed and which is provided with openings for supplying the fuel and a partial combustion air stream, (h) that a partition memher having at least one flow opening is provided between said first and second combustion chamber sections, (i) that a temperature sensor is provided in the region of the filter for detecting the tem-perature condition of the filter; and (k) that an electric control i3 provided having the temperature 3en~0r and the fuel pump of the bur-ner connected thereto, said control being so de-signed that, depending on ~he detected tempera-ture condition, such a fuel quantity i9 gupplied to the burner that a temperature advantayeous for burning off the filtered particles is present at the filter.
The burner thus is of such construction that it pro-vides a higher or a lower thermal output solely by increasing or decreasing the fuel supply. In coopera-tion with such a burner, the electric control ~hat is of simple construction is adapted to control or regulate the filter regeneration operation in such a manner that a favorable particle burning-off tempera-ture prevails at the filter. This temperature is sufficiently high for ensuring burning off of the particles, but not unnecessarily high in order to avoid damage to the filter and an unnecessarily high use of energy.
The statement contained in feature (e) mentioned hereinbefore "burner that i9 contxollable in its power in a large range solely by controlling the fuel supply" is not supposed to exclude the possibility that the burner, if desired, can be controlled in addition in its output power, for example, by changing the blower output. What is important is merely that the burner can be varied ~ith respect to its thermal output in a desirably large range also wi~hout alteration of the blower ou~put, by alteration of the fuel supply.
A burner having the afore-indicated features (e) to (h) i~ known per se from DE-A-34 10 716, however not 2~., J
in connection with the regeneration of diesel engine exhaust gas particle filters, but ~olely in connection with heating devices for generating heat, in parti-cular vehlcle heating de~ices, and in connection with cooking appliances. It is preferred in a development of the in~ention that the burner has individual ones or several of the features described in DE-A-34 10 716. The total contents of this publication are made part of the disclosure of the present application by making express reference thereto.
It is a characteristic of the burner according to the in~ention, having a first combustion chamber section and a second combustion chamber section, that the combustion of the fuel supplied is largely concen-trated to the first combustion chamber section when the fuel supply is low (low fuel/combustion air ratio), whereas the combustion takes place both in the first combustion chamber section and in the second combustion chamber section when the fuel supply is relatively high (high fuel/combustion air ratio). In particular with a higher fuel supply, it may easily happen that combustion continues also behind the end of the second combustion chamber section. Due to its constructional design, the burner used according to the invention permits a stable combustion operation not only with air surplus but also with air shortage in substantially soot-free manner. Tests have con-cretely yielded a possible operating range of lambda =
1:5 (high air surplus) to lambda = 1:0.5 (considerable air shortage), with lambda = 1:1 being the stochio-metric fuel/combustion air ratio. When lamhda is below 1:1, the combustion gases of the burner contain practically no oxygen any more. The o~ygen nece~sary for burning off the particles ~iltered out in the filter i~ obtained from the engine~ 9 exhaust gas. This i9 possible since the burner operation with air shortage, i.e. high fuel supply to the bur~er because of a required high thermal output of the burner, ta~es place when the particle filter, without significant self-regeneration, becomes clogged particularly ra-pidly due to a relatively low output of the diesel engine, while the engine exhaust gas is consequently relatively cold and rich in oxygen (operation of the diesel engine with high air surplus).
According to a development of the invention, an end element or closing element having at least one flow opening i9 provided at the downstream end of the second combustion chamber section, said opening widening preferably in downstream direction. In this way an accumulation effect results acting in the direction towards retaining the combustion in the second combustion chamber section. ~y correspondingly designing the flow opening of the closing element, it is possible to influence, to a desired end, the shape of the exiting combustion gas flow or the exiting burner flame, respectively, in particular to obtain a dish-like or bowl-like widening. This is advantageous for applying the flow to a large area of the entrance face side of the filter.
The device according to the invention can be con-structed as a full flow regeneration system in which the combustion gases of the burner, during burner-supported filter regeneration, heat the engine exhaust gas to the regeneration temperature. This construction has the advantage that it is particular~ uncomplicated and involves particularly little expenditure. On the other hand, a relatively high maximum burner output power must be installed to ~his end since the entire engine exhaust gas flow must be heated to the regen-eration temperature. Furthermore, the blower must ensure a combustion gas pressure of the burner that is 2~r~
higher than the engine exhaust gas pressure. Also in full flow regeneration, filter regeneration normally takes place in intervals, i.e. regeneration takes place when the filter i9 loaded completely or almost completely. Most favorable in terms of energy is a regeneration with the diesel engine at a 3tandstill, since only the combustion gases of the burner must have the regeneration temperature and the bulk of the engine exhaust gas flow need not be heated in addition together therewith. However, in many cases one will have no other choice but to perform the rege-neration while the diesel engine is in operation and to design the device in corresponding manner.
The device according to the invention may also be constructed as a two-flow interval regeneration system in which two filters connected in parallel and a flap or gate for selectively directing the engine exhaust gas to the first or second filter are provided and in which a separate burner is provided for each filter.
With ~his configuration, when one of the two filters is loaded completely or almost completely, the engine exhaust gas is directed by means of said gate to the other filter, and the first-mentioned filter is then thermally regenerated. When, after an additional period of operation, the other filter is loaded com-pletely or almost completely, the process takes place the other way round.
As a result of the construction according to the in-~ention, the tightness of the gate in the two-flow system ls of subordinate significance. Even in case engine exhaust gas flows to the filter to be regenera-ted at the moment due to a not fully tight gate, the control according to the invention automatically maintain~ the required regeneration temperature; the consequence thereof is only an increased fuel con-sumption during regeneration.
It is pointed out that the invention penmits a starting phase of the filter regeneration with a re-latively high thermal output of the burner, so that the regeneration is initiated rapidly and the total regeneration time is shortened. As soon as the burner and the filter have reached the regeneration tempera-ture, the control or regula~ing system according to the invention automatically reduces the fuel supply to the burner to such an extent that the temperature at the filter is not higher than necessar~ for the re-generation.
The device according to the invention is primarily intended for driving diesel engines of motor vehicles.
The invention and developments of the invention will now be elucidated in more detail in the basis of em-bodiments shown in the drawings, in which ig. 1 shows a longitudinal sectional view of a first embodiment of a thermally regenerable particle filter system;
ig. 2 shows a schematic longitudinal sectional view of a second embodiment of a thermally regenerable particle filter system.
Fig. 1 depicts a particle filter 2 supported for in-stance in a cylindrical housing 4 of sheet steel. In front of the entrance face side 6 of the filter 2, a space 8 is provided in said housing 4, into which opens an exhaust gas line 10 coming from a die~el en-gine, not ~hown. A continuing exhau~t gas line is connected to the - in Fig. 1 - right-hand end of the housing 4 (not shown), behind the exit face side of the filter 2.
On the left-hand face side of the housing 4 with re-spect to Fig. 1, a burner 12 is coaxially attached thereto. The burner 12 consists in essence of a tandem combustion chamber arrangement and includes means for supplying combustion air and liquid fuel, which in the present case is diesel fuel, as well as an electrical ignition means.
Seen in more concrete terms, there are a substantially cylindrical first combustion chamber section 14 with a closed bottom 16 on the left-hand side in Fig. 1 as well as a substantially frustoconical second combus-tion chamber section 18 adjoining said first-mentioned section in ali.gned manner therewith and slightly tapering from left to right in Fig. 1. The first com-bustion chamber section 14 and the second combustion chamber section 18 are separated from each other by a partition member 20 in the form of a transverse wall having a central flow or through opening 22. The dia-meter of the flow opening 22 in the embodiment illustrated is about half the size of the diameter of the fir~t combustion chamber section 14.
The first combustion chamber section 14 has a connec-ting piece 24 whose longitudinal axis in the drawing plane of Fig. 1 is shown slightly inclined with respect to the longitudinal axis 26 of the burner-filter arrangement. Into connecting piece 24 an elec-trical ignition means, which in the present case is a glow plug 28, is threadedly engaged such that the helically wound filament of glow plug 28 is located within the connecting piece 24. In the region of the helically wound filament, a fuel line 30 opens through the connecting piece wall. Furthermore, there is a 2f'~
relati~ely thin tube 32 for supplying combustion air into the interior of the connecting piece 24. This tube 32 start3 from the circumference of the second combustion chamber section 18 and opens into the end portion of the interior space of the connecting piece 24 remote from the combustion chamber.
The second combustion chamher section 18 has a com-bustion air supply connecting piece 34 which opens tangentially into the combustion chamber wall in the illustrated embodiment. This opening does not have to be exactly tangential. However, it should have a com-ponent in the circumferential direction of the com-bustion chamber wall, so that a substantially helical rotational flow in the direction towards the first combustion chamber section 14 results in the second combustion chamber section 16. By way of a combustion air line 36, in which an electrically opening and closing blocking valve 38, in particular a magnetic valve, i9 di3posed, the combustion air supply connec-ting piece 34 is connected to an electrically driven blower 40.
Downstream, i.e. to the right in Fig. 1, a closing member in the form of a relatively thick plate 42 i9 provided at the end of the second combustion chamber section 18. The plate 42 has a central flow or through opening 44 the diameter of which i9 appro~imately as large as the end diameter of the second combustion chamber section 18 on the right-hand side. Apart from a first portion of constant diameter, the flow opening 44 continuously expands from le~t to right. The plate 42 is ~ecured to or in the housing 44.
In the fuel line 30 described hereinbefore, there is dispo3ed an electrically operated pump 46, preferably - 11- 2r~ 3~S
a metering pump driven by an oscillating armature adapted to reciprocate in the field of a coil.
Furthermore, an electric control unit 48 is illustra-ted. Connected to control unit 48 is a temperature sensor 50 in the form of a thermocouple dispo~ed in housing 4 closely in front of the face side of the filter 2. The pump 46, the blower 40, the valve 38, and the glow plug 28 are also connected to the control unit 48. Finally, a pressure sensor 52 is connected to the control unit 4a, which i9 disposed in the housing 4 in said space 8 thereof.
When it is detected by means of pressure sensor 52 that the average exhaust gas pressure in space 8 ex-ceeds a predetermined limit value representative o~
complete Gr almost complete loading of the filter 2, the control unit 48 initiates a thermal regeneration of the filter 2. The blower 40 is started and the valve 38 is opened. The fuel pump 46 is started. Vi.a the combustion air supply connecting piece 34 com-bustion air is supplied to the second combustion chamber section 18 in the eddy flow described. Through the small tube 32, a partial combustion air stream enters the connecting piece 24. The helically wound filament of the glow plug 28, which was turned on before via the control unit 48, ignites the fuel-air mixture present in connecting piece 24. When the fuel quantity supplied by pump 46 per unit of time is rela-tively low, the combustion takes place virtually ex-clu~ively in the first combustion chamber section 14.
As the fuel quantity per unit of time increases, the second combustion chamber section 18 is increasingly incorporated in the combu~ion of the fuel, where the major part of combustion air is availabe. Guiding o~
the combustion air in the ~orm of a substantially helical rotational flow along the inside of the wall of the second combustion chamber ~ection 18 prevents sooting of the second combustion chamber section 18.
The exhaust gas flow passing through flow opening 44 widens in the region of the plate 42 and to the right thereof with respect to Fig. 1 in dish-like or bowl-like manner; in particular in case of a high fuel quanti~y per unit of time, the combustion takes place in space 8 in addition. The entrance face side 6 of the filter 2 is acted upon by hot gas in quite uniform manner. When the diesel engine is running during re-generation, the hot combustion gas ~rom the burner 12 is mixed with the engine exhaust gas from line 10.
The control unit 48 is designed such that the delivery quantity of the fuel pump 46 per unit of time is con-trolled on the basis of the temperature detected by means of the temperature sensor 50 closely before the filter 2. This control is effected such that a tem-perature of the flowing gases is maintained at the filter 2 that is above the required minimum regen-eration temperature, but i9 not unnecessarily high.
Due to the fact that the thermal output of the burner 12 increases as the fuel quantity increases and since thus - provided that the supply of engine exhaust gas thxough the line 10 is substantially constant - there is an increase in temperature in space 8, which in turn is detected by the temperature sensor 50, one may also speak of a regulating instead of a control operation. Upon conclusion of the regeneration of the filter 2, which is detected for instance by the pressure detector 52 or in accordance with an average regeneration time determined by tests, the pump 46 and the blower 40 are turned off and the valve 38 is clo~ed. The glow plug 28 was turned off already be-fore, as soon a~ the combustion in the tandem com-bustion chamber 14, 18 has become stabilized. During the regeneration, the delivery capacity of the pump 46 2f~
i~ continuously controlled such that the temperature at the tem~erature sensor 50 is within a predeter-mined, relatively narrow temperature range of e.g. 650 to 700C.
Due to the fact that the burner exit is located rela-tively close to the filter 2, the idle times of the control operation are short. The control operation described will as a rule set the thermal output of the burner 12 to a relatively high value at the beginning of a regeneration phase, so that the burner itself, the plate 42, the housing 4, and the filter 2 rapidly reach the required temperature. The control operation as a rule will then be such that the delivery capacity of the pump 4~ can be reduced. As for the rest, the control operation in essence is dependent upon the quantity and the temperature of the engine e~haust gas flowing into space 8. When the engine exhaust gas is relatively cold (relatively low load condition of the diesel engine), a high thermal output of the burner 12 is necessary, and when the engine exhaust gas tempera-ture is high (high load condition of the diesel engine), a lower thermal output of the burner 12 tends to be necessary, with the engine exhaust gas quantity per unit of time being an additional factor of in-fluence. When the required thermal output of the bur-ner 12 is relatively low, sufficient oxygen is avail-able in particular in the second combustion chamber section 18 for completely burning the fuel supplied.
When a high ~hermal output of the burner 12 is re-quired, possibly when entering the range of air shortage in the second combustion chamber section 18, the final combustion of the fuel takes place in space 8. Especially in partial load conditions of the diesel engine, there is still sufficient oxygen in the engine exhaust gas contained in ~pace 8.
Burner 12 need not be aligned coaxially with the filter 2, but could also be attached, for instance, on the circumferential wall of the housing 4 so as to be aligned at right angles with respect to the longitudi-nal axis 26.
The control or regulating unit 48 is technically o~ so simple construction that a detailed description can be dispensed with here. When knowin~ the necessary and a~ore-de~cribed functional sequence, an average expert will easily be in the position to provide a suitable control unit.
Fig. 2 serves to illustrate a two-flow filter and regeneration system, with details present in the em-bodiment according to Fig. 1 being neither illustrated nor described once more. There are two filters 2a and 2b present. The engine exhaust gas line 10 i9 branched to said two filters. At the branch point 60, there is provid~d a flap or gate 62 so that, corresponding to the particular gate position, the entire engine ex-haust gas flows either to the first filter 2a or to the second filter 2b. Each filter has a burner 12a and 12b, respectively, associated therewith, with each burner having a fuel pump of its own and the burner configuration being the same as described in detail in conjunction with Fig. 1. However, a common hlower 40 is provided for both burners 12a and 12b, with a separate valve 3aa and 38b, respectively, being dis-posed in each of the two combustion air line~ 36a and 36b leading to burners 12a and 12b, 90 that the blower 40 selectively delivers to the first burner 12a or to the second burner 12b. A common control unit, not shown, can be provided for both burners 12a and 12b.
It is to be understood that a temperature sensor 50 and pos3ibly a pressure sensor 52 are provided for each of the two ~ilters 2a and 2b.
In a two-flow embodiment according to Fig. 2, one filter each, 2a or 2b respectively, can be regenerated at a time, while the engine exhaust gas flows through the filter that is not regenerated at the particular time. This has the considerable advantage that not the entire engine exhaust gas flow has to be heated as well to the regeneration temperature during regenera-tion.
... . . .. . . ....
Claims (8)
1. A device for removing particles from diesel engine exhaust gas, comprising:
(a) a particle filter (2) through which engine ex-haust gas is flown during operation thereof;
(b) a burner (12) for liquid fuel having a combustion chamber and being associated with said filter (2) such that during operation of the burner (12) the hot combustion gases thereof flow through said filter (2) so as to burn off filtered particles;
(c) a blower (40) for supplying combustion air to said burner (12); and (d) a pump (46) for supplying the fuel to said burner (12);
c h a r a c t e r i z e d in (e) that a burner (12) is provided which is operable in a large range of the fuel/air ratio and is controllable in its power in a large range solely by controlling the fuel supply, (f) said burner (12) including a second combustion chamber section (18) on its downstream side, having a combustion air supply connecting piece (34) having at its mouth an orientation with a circumferential component, (g) and including a first combustion chamber section (14) on its upstream side, having a connecting piece (24) in which an electrical ignition means (28) is disposed and which is provided with openings for supplying the fuel and a partial combustion air stream;
(h) that a partition member (20) having at least one flow opening (22) is provided between said first and second combustion chamber sections (14, 18);
(i) that a temperature sensor (50) is provided in the region of the filter (2) for detecting the tem-perature condition of said filter (2); and (k) that an electric control (48) is provided having the temperature sensor (50) and the fuel pump (46) of the burner (12) connected thereto, said control (48) being so designed that, depending on the detected temperature condition, such a fuel quantity is supplied to the burner (12) that a temperature advantageous for burning off the filtered particles is present at the filter (2).
(a) a particle filter (2) through which engine ex-haust gas is flown during operation thereof;
(b) a burner (12) for liquid fuel having a combustion chamber and being associated with said filter (2) such that during operation of the burner (12) the hot combustion gases thereof flow through said filter (2) so as to burn off filtered particles;
(c) a blower (40) for supplying combustion air to said burner (12); and (d) a pump (46) for supplying the fuel to said burner (12);
c h a r a c t e r i z e d in (e) that a burner (12) is provided which is operable in a large range of the fuel/air ratio and is controllable in its power in a large range solely by controlling the fuel supply, (f) said burner (12) including a second combustion chamber section (18) on its downstream side, having a combustion air supply connecting piece (34) having at its mouth an orientation with a circumferential component, (g) and including a first combustion chamber section (14) on its upstream side, having a connecting piece (24) in which an electrical ignition means (28) is disposed and which is provided with openings for supplying the fuel and a partial combustion air stream;
(h) that a partition member (20) having at least one flow opening (22) is provided between said first and second combustion chamber sections (14, 18);
(i) that a temperature sensor (50) is provided in the region of the filter (2) for detecting the tem-perature condition of said filter (2); and (k) that an electric control (48) is provided having the temperature sensor (50) and the fuel pump (46) of the burner (12) connected thereto, said control (48) being so designed that, depending on the detected temperature condition, such a fuel quantity is supplied to the burner (12) that a temperature advantageous for burning off the filtered particles is present at the filter (2).
2. A device according to claim 1, characterized in that a closing element (42) having at least one flow opening (44) is provided at the down-stream end of the second combustion chamber section (18).
3. A device according to claim 2, characterized in that said flow opening (44) widens in downstream direction for expanding the gas flow passing therethrough.
4. A device according to any one of claims 1 to 3, characterized in that the connecting piece (24) of the fist combustion chamber section (14) is connected via a line (32) for the partial combustion air stream to the second combustion chamber section (18) or to the combustion air supply connecting piece (34) thereof.
5. A device according to any one of claims 1 to 4, characterized in that an electrically operable blocking valve (38) is provided in a combustion air line (36) between the combustion air blower (40) and the burner (12).
6. A device according to any one of claims 1 to 5, characterized by a full-flow regeneration construction in which the combustion gases of the burner (12) heat the engine exhaust gas to the regeneration temperature during the burner-supported filter regeneration phases.
7. A device according to any one of claims 1 to 5, characterized by a two-flow interval regeneration construction in which two filters (2a, 2b) connected in parallel and a gate (62) for selectively directing the engine exhaust gas to the first or the second filter are provided and in which a separate burner (12a, 12b) is provided for each filter (2a, 2b).
8. A device according to any one of claims 1 to 7, characterized in that the burner (12) is disposed closely before the entrance side of the (respective) filter (2).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP4130376.8 | 1991-09-12 | ||
| DE4130376A DE4130376A1 (en) | 1991-09-12 | 1991-09-12 | DEVICE FOR REMOVING PARTICLES FROM DIESEL ENGINE EXHAUST GAS |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2078096A1 true CA2078096A1 (en) | 1993-03-13 |
Family
ID=6440462
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002078096A Abandoned CA2078096A1 (en) | 1991-09-12 | 1992-09-11 | Device for removing particles from diesel engine exhaust gas |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0532030B1 (en) |
| AT (1) | ATE134418T1 (en) |
| CA (1) | CA2078096A1 (en) |
| DE (2) | DE4130376A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8001773B2 (en) | 2006-04-03 | 2011-08-23 | Twk Engineering Entwicklungstechnik Gbr | Apparatus/method for producing hot gas and diesel particulate filter system |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4447284A1 (en) * | 1994-12-30 | 1996-07-04 | Eberspaecher J | Fuel metering pump of a vehicle heater or a particle filter regeneration burner |
| DE10144613A1 (en) * | 2001-09-11 | 2003-04-03 | Eberspaecher J Gmbh & Co | Exhaust gas purification arrangement of a motor vehicle exhaust system |
| US7637107B2 (en) * | 2006-07-24 | 2009-12-29 | Gm Global Technology Operations, Inc. | Engine backpressure compensation system for stable emissions |
| DE102008032601A1 (en) * | 2008-07-11 | 2010-01-14 | Volkswagen Ag | Exhaust gas flow condition adjusting method for e.g. diesel engine, of motor vehicle, involves supplying secondary air mass flow to burner, where burner lambda value produced from injection amount and mass flow amounts to less than one |
| DE102016221428A1 (en) * | 2016-10-31 | 2018-05-03 | Hug Engineering Ag | exhaust gas purification device |
Family Cites Families (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| SU230556A1 (en) * | 1965-11-13 | 1984-05-15 | Kazakhsk Nii Energetiki | Neutralizer for waste gases |
| US4383411A (en) * | 1981-08-10 | 1983-05-17 | General Motors Corporation | Diesel exhaust cleaner with burner vortex chamber |
| US4567725A (en) * | 1983-01-10 | 1986-02-04 | Nissan Motor Company, Limited | Trap regenerative device control apparatus |
| JPS59158312A (en) * | 1983-02-25 | 1984-09-07 | Hitachi Ltd | Exhaust purifier for diesel engine |
| JPH0621544B2 (en) * | 1983-11-09 | 1994-03-23 | 株式会社日立製作所 | Diesel engine exhaust purification system |
| DE3410716A1 (en) * | 1984-03-23 | 1985-10-03 | Fa. J. Eberspächer, 7300 Esslingen | COMBUSTION CHAMBER FOR HEATING EQUIPMENT |
| DE3717140A1 (en) * | 1987-05-21 | 1988-12-08 | Webasto Ag Fahrzeugtechnik | Soot filter system in the exhaust tract of a diesel internal combustion engine |
| DE3827402A1 (en) * | 1988-08-12 | 1990-02-15 | Webasto Ag Fahrzeugtechnik | METHOD AND DEVICE FOR REGULATING AND CONTROLLING THE POWER OF A BURNER |
| DE3828248A1 (en) * | 1988-08-19 | 1990-02-22 | Webasto Ag Fahrzeugtechnik | METHOD FOR OPERATING A BURNER AND BURNER THEREFOR |
| DE3829491A1 (en) * | 1988-08-31 | 1990-03-01 | Kloeckner Humboldt Deutz Ag | Fuel feed to a regenerating burner |
| DE3837073A1 (en) * | 1988-10-31 | 1990-05-03 | Eberspaecher J | SOOT FILTER FOR DIESEL VEHICLES |
| JPH02196120A (en) * | 1989-01-24 | 1990-08-02 | Nissan Motor Co Ltd | Exhaust particulate processing equipment for internal combustion engine |
| DE3904352A1 (en) * | 1989-02-14 | 1990-08-16 | Daimler Benz Ag | Method for regenerating a particulate filter arranged in the exhaust of a diesel internal combustion engine |
| EP0417383B1 (en) * | 1989-09-12 | 1994-03-02 | Zeuna-Stärker Gmbh & Co Kg | Method and apparatus for cleaning a soot filter |
| DE4025017C2 (en) * | 1990-08-07 | 1996-03-21 | Zeuna Staerker Kg | Exhaust pipe with a particle filter and a regeneration burner |
-
1991
- 1991-09-12 DE DE4130376A patent/DE4130376A1/en not_active Withdrawn
-
1992
- 1992-09-11 CA CA002078096A patent/CA2078096A1/en not_active Abandoned
- 1992-09-11 AT AT92115581T patent/ATE134418T1/en not_active IP Right Cessation
- 1992-09-11 DE DE59205386T patent/DE59205386D1/en not_active Expired - Fee Related
- 1992-09-11 EP EP92115581A patent/EP0532030B1/en not_active Expired - Lifetime
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8001773B2 (en) | 2006-04-03 | 2011-08-23 | Twk Engineering Entwicklungstechnik Gbr | Apparatus/method for producing hot gas and diesel particulate filter system |
| US8020377B2 (en) | 2006-04-03 | 2011-09-20 | Twk Engineering Entwicklungstechnik Gbr | Apparatus/method for producing hot gas and diesel particulate filter system |
Also Published As
| Publication number | Publication date |
|---|---|
| ATE134418T1 (en) | 1996-03-15 |
| DE4130376A1 (en) | 1993-03-18 |
| EP0532030A1 (en) | 1993-03-17 |
| EP0532030B1 (en) | 1996-02-21 |
| DE59205386D1 (en) | 1996-03-28 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |