EP0218047A1 - Soot filter regeneration device - Google Patents

Soot filter regeneration device Download PDF

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Publication number
EP0218047A1
EP0218047A1 EP86111153A EP86111153A EP0218047A1 EP 0218047 A1 EP0218047 A1 EP 0218047A1 EP 86111153 A EP86111153 A EP 86111153A EP 86111153 A EP86111153 A EP 86111153A EP 0218047 A1 EP0218047 A1 EP 0218047A1
Authority
EP
European Patent Office
Prior art keywords
burner
characterized
gas
device according
tube
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP86111153A
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German (de)
French (fr)
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EP0218047B1 (en
Inventor
Josef Schurrer
Josef Kreutmair
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MT Aerospace AG
Original Assignee
MT Aerospace AG
M A N TECHNOLOGIE GmbH
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Publication date
Priority to DE3532778 priority Critical
Priority to DE3532778A priority patent/DE3532778C2/de
Application filed by MT Aerospace AG, M A N TECHNOLOGIE GmbH filed Critical MT Aerospace AG
Publication of EP0218047A1 publication Critical patent/EP0218047A1/en
Application granted granted Critical
Publication of EP0218047B1 publication Critical patent/EP0218047B1/en
Expired legal-status Critical Current

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021Exhaust 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
    • F01N3/023Exhaust 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
    • F01N3/025Exhaust 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

Abstract

1. Apparatus for the regeneration of soot filters disposed in the exhaust pipe of internal combustion engines and with, disposed in the exhaust pipe in the vicinity of the soot filter a burner containing a fuel jet, characterized in that the burner (20) is an oil burner, possibly as an alternative a burner which can be operated by gas, comprising a mixing tube (24) associated with the fuel jet (34), and, surrounding the mixer tube, a flame tube (47, 47') defining a combustion zone (46) and in that the burner (20) is futhermose so constructed that part of the hot gases from the combustion zone flow back into the mixer tube on the inlet side and in that there is associated with the burner (20) a device (45 ; 70) with which, in the end portion or downstream of the flame tube (47, 47'), it is possible to feed to the hot gas (23) produced by the burner a substantially cooler oxygen-bearing gas (60, 13) to be blended with the former and cool it down to a temperature adequate to burn off the soot particles.

Description

  • The invention relates to a device for regenerating soot filters, which are arranged in the exhaust pipe of internal combustion engines, with a burner arranged on the exhaust pipe in the vicinity of the soot filter and containing a fuel nozzle.
  • From DE-OS 27 56 570 a device is known in which a heating element consisting of electrical heating coils is provided in the filter housing and is in contact with a part of the filter bed. The heating device is intended to raise the combustion gases to the ignition temperature of the carbon particles retained in the filter. Such a device is particularly suitable for stationary systems in which a sufficient power source, e.g. the power grid is available. However, such a system will lead to difficulties in vehicles in which only limited electrical energy is available.
  • From DE-OS 34 03 505 a device suitable for vehicles according to the preamble of claim 1 is known, in which an oil burner ver for the regeneration of soot filters is used, which can be fed with the fuel intended for the vehicle. The burner consists only of a fuel nozzle with associated ignition electrode and combustion air supply, which are arranged in the soot filter housing. Such a regeneration device can be used for mobile internal combustion engines, but pollutants are expelled with the combustion gas flow from the burner, which is to be avoided. In addition, soot produced during incomplete combustion can delay the regeneration process of the filter.
  • The invention has for its object to provide a system suitable for vehicles for the regeneration of soot filters of the type mentioned, with which the quickest possible cleaning of soot filters is possible.
  • The object is achieved with the features characterized in claim 1.
  • Such a burner can also be operated with the fuel provided for the internal combustion engine and can therefore be used for vehicles. The device according to the invention has the advantage that the fuel supplied to the burner is completely combusted. This means that no pollutants are generated in the regeneration phase. The soot stuck in the filter can be burned off quickly and completely after the burner has not produced soot.
  • In the mixing tube of the burner, namely, the fuel emerging from the nozzle is mixed with the combustion air and evaporated by the hot, recirculating combustion gases, so that the actual combustion proceeds from the gas phase of the fuel. Such a mixture is then easily ignited and completely burned without leaving any residue. The flame tube delimits the combustion zone so that no ignited gases can escape from the mixture. The flame tube, which is not part of the exhaust pipe, also serves as a shield or limitation for the hot combustion gases, which reach about 1600 ° C. in such a burner. The exhaust system can therefore remain unchanged in terms of its temperature resistance.
  • The burner is preferably equipped with a gas supply device which opens into the vicinity of the flame tube of the burner and is used to supply oxygen-containing gas for the combustion of the soot particles. With the oxygen-containing gas, the hot combustion gases of the burner can be cooled down to the extent that the soot particles can be burnt out and damage to the surrounding components due to overheating is avoided.
  • The ignition temperature of exhaust soot is approximately 500 ° C, so that a hot gas temperature of 550 to 750 ° C is required to regenerate the filter. For these purposes, the cooled hot gas can preferably be regulated to a constant temperature of about 600 ° C. When using fresh air as the oxygen-containing gas, this is most easily done by a control valve arranged in the supply line for the fresh air, which regulates the air flow rate in such a way that the cooled hot gas, ie after the fresh air has been mixed into the hot gases of the burner, to the desired constant temperature is held. This has the advantage that the least possible control effort is required, the burner being operated at its optimum operating point.
  • According to a further embodiment of the invention, the device for supplying oxygen-containing gas is an exhaust gas supply device with which at least part of the exhaust gas of the internal combustion engine can be conducted into the surroundings of the flame tube.
  • The hot gas of the burner can be sufficiently cooled with the flue gas which is approx. 180 ° C hot.
  • By arranging at least the flame tube end part in the exhaust pipe, this part is flushed directly by the exhaust gas, which mixes cooling with the escaping hot gases.
  • When the internal combustion engine is idling, the exhaust gas contains an excess of oxygen. This can be used at the same time to supply the oxygen required for the combustion of the soot in the filter. This eliminates the need for fresh air supply.
  • With such equipment, it is advantageous if the regeneration process for the soot filter is initiated by the vehicle driver as required or periodically. This can be done in such a way that the driver is shown by an optical and / or acoustic display that the filter will soon have to be cleaned. The driver will then drive the car into a parking lot, keep the engine idling, and operate the burner for regeneration. The regeneration process can then be ended again in a few minutes, about 5 to 10 minutes. This method is particularly suitable for city buses, which have a longer stop anyway, in particular at final stops, which can be used for the regeneration process.
  • According to a further embodiment of the invention, the burner is provided at the outlet of the flame tube with an essentially cylindrical orifice which divides the hot gas flow into a plurality of flows, the orifice in the jacket region being at least partially surrounded by a channel for the oxygen-containing gas.
  • A diaphragm guiding the gas flow separates the gas flow at the diaphragm outlet or along the flow direction in such a way that the smallest possible pressure difference is built up through the diaphragm. Impairment of the burner, especially within the combustion zone or the combustion itself, and noise are largely avoided.
  • The diaphragm is preferably essentially cylindrical, with the cylinder being designed to be wave-like in the circumferential direction at least at the hot gas outlet end. The outlet openings can be arranged in the jacket area and / or at the front end of the cylinder.
  • The hot gas flow is radially fanned out in this way, i.e. the surface area of the hot gas stream is increased essentially in the radial direction, so that the axial length of the mixing zone is reduced. It was found that such an aperture component dampens noise from open burners.
  • The oxygen-containing gas stream is preferably supplied to the hot gas within an annular space, which is formed by the diaphragm component and a cylinder surrounding it. The gas will flow in the same direction as the hot gas and will be connected to it directly at the outlet from the orifice.
  • The burner is preferably equipped with an air pump or a blower for the combustion air, which is designed such that the combustion air throughput is dependent on a controlled variable, e.g. the back pressure generated in the filter housing can be changed.
  • This ensures the proper operation of the burner, even if a high back pressure builds up in the filter housing due to the soot particles in the filter, which could impair the combustion air supply to the burner.
  • According to a further embodiment of the invention, the fuel supply valve is provided with a compressed air connection with which the fuel nozzle can be kept free during breaks in operation of the burner. This prevents soot or fuel deposits, especially from evaporation of the volatile fuel components from the exhaust gases of the internal combustion engine, from clogging the fuel nozzle.
  • According to a preferred embodiment of the invention, the exhaust gases from the internal combustion engine are used as combustion air for the burner, in particular the exhaust gases when the internal combustion engine is idling. For this purpose, an expansion space for the exhaust gas is provided before it enters the burner, in which the exhaust gas flow pulsating due to the machine operation can at least largely calm down.
  • The arrangement of the burner within the expansion space offers many advantages in addition to saving space. Exhaust pipes between the expansion space and the burner are not required. The expansion space through which the exhaust gas flows during burner operation simultaneously serves as thermal insulation from adjacent vehicle parts and at the same time as a cooler for the flame tube of the burner.
  • In this case, the expansion space also takes over the supply of the exhaust gases into the hot gases.
  • For the division of the exhaust gases into combustion air for the burner and as an admixture for the hot gases, a flow tube is provided which surrounds the flame tube and which has openings which dictate the desired inflow of the exhaust gases into the hot gases. The openings can be provided after the mouth of the flame tube or else around the flame tube, depending on whether additional cooling of the flame tube is necessary or desired.
  • The wind boiler delimiting the expansion space and enclosing the burner can preferably be arranged on the exhaust pipe, directly in front of the filter in the exhaust gas flow direction. Upstream after the filter there is in turn a breakthrough for the entry of the hot gases, an adjustable exhaust flap and the opening for the exit of the exhaust gases into the expansion space. In this version, the exhaust gases serve as combustion air and cooling gas for the burner and as oxygen-containing gas for soot combustion. It is therefore only necessary to provide a fuel supply system for the burner.
  • The invention is explained in more detail with reference to an embodiment of the invention shown schematically in the drawing.
    • 1 shows a first embodiment,
    • 2 and 3 each have a detail from Fig. 1 and
    • Fig. 4 shows a second embodiment.
  • A soot particle filter 11 is interposed in the exhaust line 10, e.g. consists of several cylindrical porous foam ceramic tubes 12. The exhaust gas 13 flows into the cavities 14 of the foam ceramic tubes 12 and from there through the foam ceramic into outer spaces 17, from where the exhaust gas 13 'cleaned of soot particles is derived. The particles contained in the exhaust gas 13 are retained in the porous walls of the tubes 12.
  • The soot collected in the ceramic tubes 12 must be removed at least periodically, which is usually done by burning the same. This requires heating the ceramic tubes 12 to the ignition temperature of the soot, which, depending on the presence of a catalyst or of fuel additives, is 300 to 600 ° C. The exhaust gas temperatures can reach the lower ignition temperatures in the full-load range, however this temperature is generally not maintained to such an extent that sufficient cleaning of the filters is ensured. During city trips, traffic jams and in the case of city buses, the exhaust gas temperature will be too low, so that during long-term operation without simultaneous removal of soot, the filter 11 may well be clogged.
  • It is therefore necessary to ensure adequate regeneration of soot filters by means of additional heat.
  • According to FIG. 1, a burner 20 is provided for this purpose, which opens into an antechamber 19 of the soot filter 11, through which the exhaust gas 13 also flows. This burner 20 is designed for periodic filter cleaning during breaks in operation of the internal combustion engine. If the internal combustion engine of the vehicle is switched off, the engine-side one Exhaust pipe section 10 separated from the antechamber 19 of the filter 11 by means of a closing process, for example a flap 21. The flaps can be provided with piston rings for a better sealing effect. This is to prevent the hot gases 23 flowing from the burner 20 from reaching the internal combustion engine during operation of the burner 20. The arrangement of the burner 20 relative to the flow direction of the filter 11 and the exhaust gas 13 depends on the structure of the respective vehicle. 1, the hot gases 23 flow parallel to the flow direction within the filter 11, while the exhaust gases 13 flow in perpendicular thereto.
  • An oil or gas-operated device is used as the burner 20, depending on the drive system of the vehicle. The fuel supply to the burner 20 is therefore provided by an additional fuel pump 25 which is connected to the fuel tank of the vehicle. The fuel pump 25 is driven by its own motor 26, which simultaneously operates a blower or an air pump 27, the air z. B. from the already existing air filter of the vehicle as combustion air 28 supplies the burner 20. The fuel supply 29 and the combustion air supply 28 take place in a ratio of 1.05 <λ <3.0, wherein a constant fuel supply can be provided during the operation of the burner 20.
  • For vehicle operation, ie when exhaust gases 13 are emitted, safety precautions are provided for the burner system which consist, for example, of a check valve 30 in the combustion air supply line 31 and a compressed air supply 32 for a fuel valve 33. The check valve 30 prevents the exhaust gases 13 of the internal combustion engine from entering the blower 27 and further into the intake filter of the engine. Due to the hot exhaust gases vaporize the more volatile components of the fuel supply system 35 so that the remaining higher-boiling components can clog the fuel nozzle 34. To prevent this, compressed air 32 is blown through the valve 33 during the break in operation of the burner 20 and during the operation of the vehicle internal combustion engine, in order to prevent the nozzle 34 from being contaminated.
  • Due to fibrations occurring in the exhaust system, only the burner itself is attached to the exhaust system or the filter housing, while all other components, namely the fuel pump 25, the engine 26, the blower 27 and the fuel valve 33 are attached to the vehicle frame. Elastic areas 40, 41 of the fuel or combustion gas supply prevent the vibrations of the burner 20 from spreading to the other components of the burner system or to the vehicle.
  • For the combustion of the soot particles in the exhaust gas filter 11, it is necessary that oxygen be fed into the filter housing after the hot gases 23 have insufficient oxygen content. For this purpose, an additional line 45 is provided, through which air 60 is discharged from the combustion air line 31 and admixed with the hot gases 23. The admixture takes place after the combustion zone 46 of the burner 20. For this purpose, the flame tube 47 is surrounded by a sleeve 48 and provided with passages 49 in the area after the combustion zone 46. The additional line 45 opens into the annular space 50 between the sleeve 48 and the flame tube 47 and passes through the openings 49 to the hot gas 23, where it mixes and flows as a cooled mixed gas 53 into the antechamber 19 of the filter 11. Through a baffle plate 54 the mixed gas 53 is distributed and, if necessary, completely mixed by the deflection. The mixed gas 53, like the exhaust gas 13, flows through the ceramic walls of the tubes 12 via the cavities 14 which are still free.
  • The hot gases emerging from the combustion zone 46 at approximately 1600 ° C. are cooled to approximately 600 ° C. with the appropriate admixture of fresh air from the additional line 45. This temperature is sufficient to heat the soot particles in the ceramic tube 12 to their ignition temperature of 500 ° C. By means of a thermostat 58, the additional air flow rate 60 is regulated via a solenoid valve 59 which is connected in the additional line 45 in such a way that the temperature of the mixed gas 53 reaches the desired value, e.g. maintains approx. 600 ° C constantly. Depending on the degree of deposition of the soot in the filter tubes 12, a back pressure is built up in the antechamber 19, which must be taken into account when the burner 20 is operating. The air pump 27 is accordingly regulated by means of a pressure regulator 62 in such a way that a defined excess pressure prevails in the combustion air supply pipe 31 in relation to the antechamber 19.
  • The embodiment shown in FIG. 1 is an example in which the soot filter 11 is regenerated periodically. During operation of the vehicle, the flap 21 is open to let the exhaust gas 13 pass, during which time the burner is out of operation. In order to carry out the cleaning process of the filter 11, the internal combustion engine must be switched off. The flap 21 is closed and the burner 20 is put into operation. In about 5 to 15 minutes, depending on the degree of filling and size of the filter 11, it is cleaned again and ready for the soot to be taken up again.
  • The device can also be used with double filter systems. Here, the feed line of the exhaust pipe 10 or the mixed gases 53 is alternately passed from one filter to the other. While one filter absorbs soot from the exhaust gases, the other filter is cleaned by the mixed gas from the burner. After a predetermined time, the gas flows are directed to the other filter. In this way, continuous operation or continuous cleaning is possible, in which the vehicle does not have to be taken out of operation. Since the reduction takes place only about 2 - 3 times a day, it is also conceivable to completely dispense with the filter for the short period of regeneration and to bypass it by bypassing it.
  • 2 shows part of the burner 20 with a burner housing 36 and the fuel nozzle 34 arranged therein, which opens into a mixing tube 24. The mixing tube 24 is surrounded by the flame tube 74, which includes the combustion zone 46. The hot gas 23 emerging from the combustion zone 46 is mixed with the additional air 60, which flows in through the line 45 in an annular space 50 '. For this purpose, an aperture 15 is placed at the mouth of the flame tube 74, the cross section of which decreases towards the mouth 38. At the mouth end 38 of the diaphragm 15, slots 49 'are provided through which the hot gas 23 exits in addition to the opening of the diaphragm 15 remaining on the end face. The hot gas 23 mixes with the additional air 60 located in the annular gap 50 '. The annular gap 50' is formed by a sleeve 39 surrounding the diaphragm 15, into which the gas supply line 45 opens.
  • By strongly tapering the mouth part 38 of the diaphragm 15, the hot gas flow part forced through the slots 49 'can be increased in order to reduce the ver to allow the two gases to be mixed as far as possible within the annular gap 50 '. A similar effect is achieved when the front opening of the diaphragm 15 is closed.
  • The hot gas stream 23 is radially fanned out through the orifice 15. The current thus receives a much larger contact area for the additional air 60. This allows good mixing of the two gases 23 and 60 and also effective temperature compensation, with no further measures being necessary. The desired goals in the mixing of the two gases 23 and 60 are met in a relatively short annular space, which leads to a saving in the total length of the mixing space.
  • The diaphragm can be designed in a variety of ways in order to achieve a fanning out or division of the hot gas stream 23.
  • 3 shows a further exemplary embodiment in which a cylindrical diaphragm component 15 'is shaped in a wave-like manner at its mouth end 38 in such a way that the cross section 41 assumes the shape of a star or similar structure. The hot gas 23 emerging from the orifice 15 'thus also has a star-shaped cross section. By strongly pulling in the peripheral parts 43 of the diaphragm 15 ′ pressed in towards the center of the cylinder, narrow, star-shaped outlet slots 44 can be formed, which causes a very large increase in the peripheral surface of the emerging hot gas jet 23. The drawn-in regions 43 simultaneously serve to direct the gas stream 60 into the central region 51 of the hot gas stream 23. In the case of an orifice according to FIG.
  • In Fig. 4 is a second embodiment in which the burner system for regenerating the filter 11 'is designed so that the exhaust gases 13 can be used as combustion air for the burner 20 and as an oxygen-containing gas.
  • For this purpose, an expansion space 80 is provided which is surrounded by a housing 81, into which an inlet connection 70 for the exhaust gas 13 projects and which contains at least the hot part of the burner 20. During operation of the vehicle, the exhaust gases 13 are fed into the filter 11 ′ via the main exhaust gas line 10, in that a main flap 82 releases the exhaust pipe 10, while a secondary flap 83 blocks the inlet connection 70 branching off the exhaust pipe 10. Both flaps 82, 83 can be operated by the driver via a suitable mechanism 84.
  • To regenerate the filter 11 ', the internal combustion engine of the vehicle is operated in idle mode, the main flap 82 is closed and the secondary flap 83 is opened. In this way, the oxygen-containing exhaust gases 13 that arise during idling flow through the inlet connection 70 into the expansion space 80. At the same time, the fuel supply 29 to the burner 20 is released. The fuel emerging from the nozzle 34 mixes with the partial flow of the exhaust gas 13 flowing in from the expansion tank. The mixing tube 24 is arranged such that the combustion gases 23 are sucked back into the mixing tube 24 from the combustion zone 46 via an annular cylindrical recirculation space 75. Within the mixing tube 24, the fuel 29 is heated and evaporated by the recirculating combustion gases 86 and mixed with these and the exhaust gas 13 to form a completely combustible gas which is ignited with an ignition device 85 and burns completely in the combustion zone 46 within the flame tube 47 '.
  • The burner 20 or the flame tube 47 'is surrounded by a flow tube 71 which contains openings 72 through which the exhaust gases 13 partially reach the outlet of the flame tube 47' from the expansion space 80.
  • The exhaust gas entering here thus mixes with the hot gas 23 emerging from the flame tube 47 '. On the one hand, the hot gas is brought to lower temperatures with the cooler exhaust gases 23 and, on the other hand, the oxygen in the hot gas 23 is enriched. The hot gas 53 ′ cooled in this way and mixed with oxygen then flows in the flow direction of the main exhaust gases 13 after the main flap 82 into the exhaust pipe 10 in order to get into the filter 11 ′ from there.
  • In this version, no separate fresh air is required for the regeneration operation. Instead, the exhaust gas 13 is redirected in a simple manner via the burner. Due to the throttle points provided in such an arrangement anyway between the secondary flap 83 in the inlet port 70 and in the inlet openings 72, 73 and 74 in the burner housing 36, the strongly pulsating engine exhaust gases 13 are damped, which is strongly supported by the expansion space 80, which also serves as a gas guide . No further measures are therefore necessary in order to make the strongly oscillating engine exhaust gases 13 usable as combustion air for the burner 20.
  • Depending on requirements and without further effort, the exhaust gas 13 can simultaneously be used to cool the flame tube 47 'by providing corresponding openings 72 in the area of the flame tube 47'.
  • The version according to FIG. 4 is particularly suitable for city buses where waiting times have to be scheduled in the timetable. These pauses can be used to carry out the regeneration process.
  • In general, the vehicle is provided with an optical and / or acoustic display which, depending on the pressure loss of the filter in connection with engine speed and exhaust gas temperature or other quantities, emits a signal which indicates that the filter must be regenerated soon. The driver will then briefly operate the vehicle in idle mode and close the main flap 82 via operating elements, simultaneously open the secondary flap 83 and initiate the regeneration process. The regeneration phase can be ended after a prescribed time of between 5 and 15 minutes. The driver will then switch from regeneration mode to driving mode, so that the exhaust gases get back to the filter in the main exhaust pipe. Then the journey or vehicle operation (filter operation) can be continued.

Claims (17)

1. Device for regenerating soot filters, which are arranged in the exhaust pipe of internal combustion engines, with a burner (20), which is arranged on the exhaust pipe in the vicinity of the soot filter and contains a fuel nozzle, characterized in that the burner is an oil burner (20). which has a mixing tube (24) associated with the fuel nozzle (22) and a flame tube (47, 47 ') surrounding the mixing tube, which delimits a combustion zone (46), and that the burner is designed such that part of the hot gases from the combustion zone flows back into the mixing tube on the inlet side.
2. Device according to claim 1, characterized in that a gas burner is provided with a flame tube.
3. Device according to claim 1 or 2, characterized in that the burner (20) is assigned a device (45; 70, 72) for supplying oxygen-containing gas (60, 13) with which the oxygen-containing gas in the vicinity of the flame tube (47, 47 ') the hot gas (23) of the burner (20) can be supplied.
4. The device according to claim 3, characterized in that the device is an additional line (45) for fresh air, which opens into the vicinity of the flame tube (47) of the burner (20).
5. Apparatus according to claim 4, characterized in that in the additional line (45) for the fresh air (60), a control valve (59) is interposed, with which the fresh air throughput as a function of the temperature of the hot gas cooled with the fresh air (23 or 53 ) is adjustable.
6. The device according to claim 5, characterized in that the control valve (59) is designed so that the temperature of the cooled hot gas (53) is stable at a constant temperature, about 600 ° C.
7. The device according to claim 3, characterized in that the device is an exhaust gas supply device (70, 72) with which at least part of the exhaust gas (13) of the internal combustion engine in the vicinity of the flame tube (47 ') of the burner (20) is conductive .
8. Device according to one of claims 3 to 5, that the burner (20) at the outlet of the flame tube (47, 47 ') has a substantially cylindrical aperture (15) which divides the hot gas flow (23) that the aperture in The jacket area is at least partially surrounded by a channel (50) for the oxygen-containing gas (60, 13).
9. The device according to claim 8, characterized in that the output end (38) of the diaphragm (15 ') is narrowed in a wave-like manner such that the outlet has an approximately star-shaped cross section (41).
10. The device according to claim 8 or 9, characterized in that the diaphragm (15) is radially surrounded by a sleeve (39) to form a flow channel (50 ') for the oxygen-containing gas (60, 13).
11. Device according to one of the preceding claims, characterized in that the burner (20) is equipped with an air pump (27) for the combustion air, which is designed so that the combustion air throughput (28) can be changed depending on a controlled variable.
12. Device according to one of the preceding claims, characterized in that a compressed air line (32) is provided which opens into a fuel valve (33) for the fuel supply (29) for the burner (20).
13. Device according to one of the preceding claims, characterized in that means (70, 81, 82, 83, 73, 74) are provided with which exhaust gases (13) of the internal combustion engine as combustion air can be fed to the burner (20).
14. The apparatus according to claim 13, characterized in that an expansion space (80) for the exhaust gas (13) before its entry (73) is provided in the burner (20).
15. The apparatus according to claim 14, characterized in that the burner (20) is at least partially arranged in the expansion space (80) and in such a way that the flow tube (71) can be flushed by the relatively cold exhaust gas.
16. The apparatus according to claim 5, characterized in that the flame tube (47 ') is surrounded by a flow tube (71) provided with openings (72).
17. Device according to one of claims 13 to 15, characterized in that the expansion space (80) via a closable opening (70) with the space (10 ') of the exhaust pipe (10) upstream of the soot filter (11') is connectable and that the exhaust pipe (10) has an adjustable throttle (82) between the opening and the filter.
EP86111153A 1985-09-13 1986-08-12 Soot filter regeneration device Expired EP0218047B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE3532778 1985-09-13
DE3532778A DE3532778C2 (en) 1985-09-13 1985-09-13

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
AT86111153T AT42801T (en) 1985-09-13 1986-08-12 Device for regenerating soot filters.

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Publication Number Publication Date
EP0218047A1 true EP0218047A1 (en) 1987-04-15
EP0218047B1 EP0218047B1 (en) 1989-05-03

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EP (1) EP0218047B1 (en)
AT (1) AT42801T (en)
DE (1) DE3532778C2 (en)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0296435A2 (en) * 1987-06-24 1988-12-28 ZEUNA-STÄRKER GMBH &amp; CO KG Method and apparatus for cleaning a soot filter
DE3728006A1 (en) * 1987-08-22 1989-03-02 Licentia Gmbh Blower drive for the regenerating device of a soot filter
EP0331795B1 (en) * 1988-03-09 1992-03-18 Webasto AG Fahrzeugtechnik Burner operated by the exhaust gas of an internal combustion engine
EP0532031A1 (en) * 1991-09-12 1993-03-17 Firma J. Eberspächer Device for the thermal regeneration of diesel engine exhaust particle filters
WO2002029219A1 (en) * 2000-10-04 2002-04-11 Robert Bosch Gmbh Device for producing a reducing agent/exhaust gas mixture and exhaust gas purification system
GB2408470A (en) * 2003-11-25 2005-06-01 Arvin Internat An engine exhaust system
WO2007141433A1 (en) * 2006-06-07 2007-12-13 Jean-Claude Fayard Burner and method for the regeneration of filtration cartridges and devices equipped with such burner
EP2313622A2 (en) * 2008-04-09 2011-04-27 Woodward, Inc. Low pressure drop mixer for radial mixing of internal combustion engine exhaust flows
EP1788210A3 (en) * 2004-01-13 2012-01-11 EMCON Technologies LLC Method and apparatus for directing exhaust gas through a fuel-fired burner of an emission abatement assembly
US8641411B2 (en) 2004-01-13 2014-02-04 Faureua Emissions Control Technologies, USA, LLC Method and apparatus for directing exhaust gas through a fuel-fired burner of an emission abatement assembly
DE102014108878A1 (en) * 2014-06-25 2015-12-31 Twintec Technologie Gmbh Method for operating an exhaust gas burner

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DE3734197C2 (en) * 1987-10-09 1991-12-19 Robert Bosch Gmbh, 7000 Stuttgart, De
DE3837472C2 (en) * 1988-11-04 1998-09-24 Deutz Ag Particulate filter system
DE4242090A1 (en) * 1992-12-14 1994-06-16 Kloeckner Humboldt Deutz Ag Method to operate particle filter system - involves oxygen deficiency occurring in exhaust gas of engine being made up by increasing combustion air volume
DE4242096B4 (en) * 1992-12-14 2004-03-25 Deutz Ag Purge air supply to a particle filter system
DE4303720C2 (en) * 1993-02-09 2003-12-24 Deutz Ag particulate filter system
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EP0331795B1 (en) * 1988-03-09 1992-03-18 Webasto AG Fahrzeugtechnik Burner operated by the exhaust gas of an internal combustion engine
EP0532031A1 (en) * 1991-09-12 1993-03-17 Firma J. Eberspächer Device for the thermal regeneration of diesel engine exhaust particle filters
WO2002029219A1 (en) * 2000-10-04 2002-04-11 Robert Bosch Gmbh Device for producing a reducing agent/exhaust gas mixture and exhaust gas purification system
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US8641411B2 (en) 2004-01-13 2014-02-04 Faureua Emissions Control Technologies, USA, LLC Method and apparatus for directing exhaust gas through a fuel-fired burner of an emission abatement assembly
WO2007141433A1 (en) * 2006-06-07 2007-12-13 Jean-Claude Fayard Burner and method for the regeneration of filtration cartridges and devices equipped with such burner
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DE3532778A1 (en) 1987-03-19
AT42801T (en) 1989-05-15
EP0218047B1 (en) 1989-05-03
DE3532778C2 (en) 1991-11-28

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