EP0296435B1 - Procédé et dispositif de nettoyage d'un filtre de suie - Google Patents

Procédé et dispositif de nettoyage d'un filtre de suie Download PDF

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Publication number
EP0296435B1
EP0296435B1 EP88109324A EP88109324A EP0296435B1 EP 0296435 B1 EP0296435 B1 EP 0296435B1 EP 88109324 A EP88109324 A EP 88109324A EP 88109324 A EP88109324 A EP 88109324A EP 0296435 B1 EP0296435 B1 EP 0296435B1
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EP
European Patent Office
Prior art keywords
exhaust gas
combustion chamber
chamber
ignition
fuel
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.)
Expired - Lifetime
Application number
EP88109324A
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German (de)
English (en)
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EP0296435A3 (en
EP0296435A2 (fr
Inventor
Enrique Santiago
Peter Kugland
Alois Ullmer
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.)
Arvin Industries Deutschland GmbH
Original Assignee
Zeuna Starker GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zeuna Starker GmbH and Co KG filed Critical Zeuna Starker GmbH and Co KG
Priority to AT88109324T priority Critical patent/ATE75001T1/de
Publication of EP0296435A2 publication Critical patent/EP0296435A2/fr
Publication of EP0296435A3 publication Critical patent/EP0296435A3/de
Application granted granted Critical
Publication of EP0296435B1 publication Critical patent/EP0296435B1/fr
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Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • 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
    • 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

Definitions

  • the invention relates to a method for cleaning a soot filter in the exhaust line of a diesel engine under load and for all engine speeds, and a device suitable for carrying out this method with a combustion chamber arranged in front of the soot filter, in which the fuel nozzle and an electrical ignition device associated therewith are installed.
  • Such a device is known from DE-A-32 19 948.
  • the burner works with secondary air, which is heated in an annular chamber surrounding the combustion chamber before it reaches the combustion chamber. There the mixture of secondary air and sprayed fuel is ignited by a glow plug. The hot combustion gas is used to regenerate a downstream soot filter.
  • the present invention has for its object to effectively burn off the soot in a soot filter for changing engine operating conditions, but still structurally simple.
  • the ignition conditions can be better controlled. Appropriate metering of the partial exhaust gas flow enables a uniform combustion of the oxygen content still contained in the exhaust gas of 7 to 15% of the total exhaust gas flow leaving the engine can be achieved.
  • the engine exhaust gas supplied to the combustion chamber the temperature of which is a maximum of about 400 ° C., is heated up very strongly by the afterburning in the combustion chamber. Due to the heated exhaust gas partial flow, which is the main exhaust gas flow before Soot filter is added again, it succeeds in raising the exhaust gas temperature of the total exhaust gas flow to about 700 ° C.
  • This temperature is above the ignition temperature of the soot to be burned in the soot filter.
  • ignition and combustion conditions can be achieved by providing an ignition chamber in connection with the combustion chamber, through which a partial exhaust gas flow flows.
  • a preferred embodiment is that the ignition chamber is arranged within the combustion chamber and that a first partial exhaust gas flow flows through the ignition chamber and a second partial exhaust gas stream flows through a cavity formed between the combustion chamber wall and the ignition chamber, and that both partial exhaust gas flows are mixed together in the combustion chamber behind the ignition chamber .
  • the admixed partial exhaust gas stream is burned.
  • the second exhaust gas partial flow is initially in heat exchange with the wall of the ignition chamber, ie it absorbs heat to a limited extent, but at the same time isolates the ignition chamber from the colder environment.
  • the proportion of the first partial exhaust gas flow in the total exhaust gas flow is preferably between 2 and 5%, that of the second partial exhaust gas flow 15 to 20%.
  • the mixing of the two partial exhaust gas streams still takes place within the combustion chamber, it being expediently provided that the second partial exhaust gas stream is set in rotation by means of helical guide plates provided between the ignition chamber and the combustion chamber wall.
  • the combustion chamber can either be installed in a bypass line of the exhaust system or be enveloped by the exhaust line in such a way that the main exhaust gas flow is passed through an outer annular space between the exhaust line and the combustion chamber wall.
  • This embodiment is particularly energy and space-saving.
  • An expedient embodiment of this embodiment consists in that the combustion chamber is inserted approximately concentrically into the exhaust pipe and is connected on the upstream side to a chamber whose wall is arched against the exhaust gas flow and has a central opening.
  • the chamber adjoins an orifice which has first openings for metering the first partial exhaust gas stream and, radially outside the ignition chamber, second openings for metering the second partial exhaust gas stream.
  • the ignition chamber is preferably constricted in the manner of a Venturi nozzle, the mouth of the fuel nozzle being arranged approximately in the narrow point of the ignition chamber or slightly behind it.
  • the ignition device comprises two ignition electrodes which are passed through the exhaust pipe, the combustion chamber wall and the wall of the ignition chamber, so that their electrodes face each other close to the mouth of the fuel nozzle.
  • soot filter In the context of the invention, it does not matter what type of soot filter is; For example, both the usual ceramic filters and so-called ceramic wound filters come into question, in which perforated steel tubes are encased in a ceramic fiber winding. Furthermore, an exhaust gas turbine can be connected upstream of the device according to the invention.
  • the fuel for operating the fuel nozzle can preferably correspond to the engine fuel, to which an additive for burning the soot combustion is advantageously added.
  • the supply of fuel into the fuel nozzle can be regulated as a function of the respective engine load or the respective engine operating point; the hotter the engine exhaust gases in the regeneration phase, the smaller the amount of fuel that can be injected into the combustion chamber through the fuel nozzle.
  • a diesel engine (1) is supplied with fuel via a fuel tank (2).
  • the intake air is fed to the diesel engine (1) via an intake air line (4).
  • An exhaust pipe (6) is connected to the exhaust manifold (5) of the diesel engine and is connected to an exhaust pipe (8) via a soot filter (7).
  • the soot filter (7) contains a ceramic insert (9) with channels running in the direction of flow, in which the unburned soot collects.
  • the fuel tank (2) is connected to the diesel engine (1) via a fuel line (10) and via a further fuel line (11), in which a feed pump (12) is installed, to a combustion chamber (13) which is connected to the exhaust line (6) is inserted between the exhaust manifold (5) and the soot filter (7).
  • the fuel is injected from the fuel line (11) for the post-combustion of a partial exhaust gas stream passed through the combustion chamber.
  • Fig. 2 shows a section A of FIG. 1 with an alternative arrangement of the combustion chamber (13), which is installed in a bypass line (15) branching off from the exhaust gas line (6).
  • the bypass line (15) is connected to the exhaust line (6) downstream again by means of a scoop (16) surrounding the exhaust line (6). connected, which is divided in the area of the scoop (16), the upstream part of the exhaust pipe (6) ending with a constriction (17).
  • Fig. 3 shows an axial section through the combustion chamber (13) which is arranged inside the exhaust pipe (6).
  • the right end of the exhaust pipe (6) is connected to a section (not shown) of the engine of the exhaust pipe (6) by means of a flange (18).
  • the exhaust pipe (6) tapered towards the left end is flanged to the housing of the soot filter (7).
  • Arrow (G) divided into a main exhaust gas stream flowing around the combustion chamber (13) in an outer annular space (42) formed between it and the exhaust pipe (6) in accordance with.
  • the chamber (21) has a wall (22) with the opening (20) that is curved against the flow and is flushed with the main exhaust gas stream (H).
  • the wall (22) is connected on the combustion chamber side to a diaphragm (23) which delimits the chamber (21) downstream and has various openings.
  • an ignition chamber (24) is connected to it, which in the manner of a Venturi nozzle Constriction (25) has.
  • First openings (26) in the diaphragm (23) open into the interior of the ignition chamber (24), through which a first partial exhaust gas flow acc.
  • the arrows (T1) flows.
  • the arrows (T2) pass through second openings (27) in the diaphragm (23) into a cavity (28) between the ignition chamber (24) and a cylindrical wall section (29) of the combustion chamber (13).
  • Both the cavity (28) and the interior of the ignition chamber (24) are open at their outflow end, so that both partial exhaust gas flows (T1, T2) mix behind the ignition chamber (24) inside the combustion chamber (13).
  • an annular space (30) between a cylindrical end section (31) of the ignition chamber (24) and the surrounding cylindrical wall section (29) of the combustion chamber (13) is provided with spiral baffles (32) which create a swirl generate the second exhaust gas partial flow (T2).
  • the exhaust gas partial flows (T1, T2) mix before they emerge from the the downstream open combustion chamber (13) together with the main exhaust gas flow (H).
  • This exhaust gas mixture whose temperature is around 700 ° C, gets into the soot filter and ensures the combustion of the soot.
  • the end section (33) of the combustion chamber (13) has openings (43) which cause partial quantities (T3) of the main exhaust gas stream (H) to be admixed inside the combustion chamber (13).
  • the temperature increase by post-combustion is initially subjected to the first exhaust gas partial flow (T1), the content of which has not been burned, and which is ignited behind the fuel nozzle (34).
  • T1 first exhaust gas partial flow
  • Two ignition electrodes (35) offset from one another in the circumferential direction serve as the ignition device and penetrate both the exhaust pipe (6) and the combustion chamber (13) and finally the wall of the ignition chamber (24).
  • the electrodes (36) are arranged directly next to the mouth (37) of the fuel nozzle (34), so that their ends are directed towards one another.
  • the ignition electrodes (35) each have a porcelain body (38) which is encased by a steel tube (39) for its thermal protection.
  • the ignition electrodes (35) are anchored in the wall of the exhaust pipe (6) by means of a fastening sleeve (40) surrounding the steel tube (39), the inner end of the porcelain body (38) is received in a pipe socket (41) which is connected to the ignition chamber ( 24) is connected.
  • the fuel line (11) passes through the opening (20) of the wall (22) of the chamber (21) and through a first opening (26) of the diaphragm (23) into the interior of the ignition chamber (24) and is there with the fuel nozzle ( 34) connected.
  • the cross section of the opening (20) in the chamber (21) corresponds approximately to the sum of the first openings (26) and the second openings (27) in the diaphragm (23).
  • a temperature of the first partial exhaust gas flow (T1) of approximately 1100 to 1200 ° C. results after ignition in the ignition chamber (24).
  • Mixing the first partial exhaust gas flow (T1) into the second partial exhaust gas stream (T2) causes this gas mixture to be burned in the combustion chamber (44) of the combustion chamber (13) that adjoins the ignition chamber (24).
  • This admixing takes place partly through the openings (43) in the combustion chamber (44) and partly behind the combustion chamber (13) in the section (45) of the exhaust pipe (6) leading to the soot filter (7).
  • the result is an exhaust gas mixing temperature of about 700 ° C, the temperature being appropriately controlled by the amount of fuel injected. This temperature is sufficient for the regeneration of the soot filter (7) by burning the soot accumulated there.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
  • Incineration Of Waste (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)

Claims (19)

  1. Procédé de nettoyage d'un filtre de suie (7) dans la conduite d'échappement (6) d'un moteur Diesel (1), en charge et pour tous les régimes moteur, selon lequel
    a) un flux partiel (T0) est dérivé du flux total (G) de gaz d'échappement,
    b) le flux partiel de gaz d'échappement (T0) est dirigé dans une chambre de combustion (13),
    c) le flux partiel (T0), ou un premier flux partiel (T1) de gaz d'échappement (T1) dérivé du flux partiel (T0), est enflammé à l'aide de combustible dans la chambre de combustion (13), de sorte qu'un gaz chaud est produit,
    d) le gaz chaud quittant la chambre de combustion (13) est réuni, en une ou plusieurs fois successives, à un flux principal de gaz d'échappement (H) dirigé en dehors de la chambre de combustion, et amené comme combustible gazeux au filtre de suie (7), où il engendre la combustion de la suie qui s'y est accumulée,
    caractérisé
    e) en ce que du carburant moteur liquide est injecté comme combustible à l'aide d'un injecteur de carburant (34) disposé dans la chambre de combustion (13), et est enflammé par un dispositif d'allumage électrique associé à l'injecteur,
    f) et en ce que le carburant est alimenté dans une quantité telle que le gaz chaud possède un excédent de carburant, de sorte qu'une combustion du carburant vaporisé non encore brûlé a lieu lors de l'étape d).
  2. Procédé selon la revendication 1, caractérisé en ce qu'un second flux partiel (T2), ou successivement d'autres flux partiels de gaz d'échappement, sont introduits dans le gaz enflammé à l'intérieur de la chambre de combustion (13).
  3. Procédé selon la revendication 2, caractérisé en ce que le second flux partiel de gaz d'échappement (T2) est indirectement réchauffé par le gaz chaud avant son introduction dans ce dernier.
  4. Procédé selon la revendication 1, caractérisé en ce que l'apport de carburant à l'injecteur est régulé, en fonction des points de fonctionnement respectifs du moteur, de telle sorte que, lorsque la température des gaz d'échappement du moteur augmente pendant la phase de régénération, on réduit la quantité de carburant injectée dans la chambre de combustion.
  5. Procédé selon la revendication 4, caractérisé en ce que la quantité de carburant injectée est régulée en fonction de l'atteinte d'une température du mélange de gaz d'échappement d'environ 700°C avant l'entrée dans le filtre de suie.
  6. Dispositif pour la mise en oeuvre du procédé selon la revendication 1 de nettoyage d'un filtre de suie (7) dans la conduite d'échappement (6) d'un moteur Diesel (1) en charge, avec une chambre de combustion (13) qui précède le filtre de suie (7) et dans laquelle sont incorporés un injecteur de carburant (34) et un dispositif d'allumage électrique associé,
    caractérisé en ce que la chambre de combustion (13) est conçue pour le passage d'un flux partiel (T0) dérivé du flux total (G) de gaz d'échappement, et une dérivation contournant la chambre de combustion est prévue pour le flux principal résiduel (H) de gaz d'échappement, en ce que, pour toute la plage de régimes du moteur Diesel, les gaz d'échappement sont mélangés dans la chambre de combustion (13) au carburant injecté par l'injecteur (34) et sont enflammés par le dispositif d'allumage avec la part d'oxygène non brûlée présente dans les gaz d'échappement, et brûlés pour donner un gaz chaud, et en ce qu'un espace est prévu à la suite de la chambre de combustion (13) pour réunir le gaz chaud au flux principal (H) de gaz d'échappement.
  7. Dispositif selon la revendication 6, caractérisé en ce que le flux partiel (T0) est égal à moins de 25% du flux total (G) de gaz d'échappement.
  8. Dispositif selon la revendication 6 ou 7, caractérisé en ce qu'il est prévu une chambre d'allumage (24), qui communique avec la chambre de combustion (13) et est traversée par un flux partiel de gaz d'échappement.
  9. Dispositif selon la revendication 8, caractérisé en ce que la chambre d'allumage (24) est disposée à l'intérieur de la chambre de combustion (13), en ce que la chambre d'allumage (24) est traversée par un premier flux partiel (T1) de gaz d'échappement, et une cavité (28) formée entre la paroi (29) de la chambre de combustion et la chambre d'allumage (24) est traversée par un second flux partiel (T2) de gaz d'échappement, et en ce que les deux flux partiels de gaz d'échappement (T1, T2) sont mélangés dans la chambre de combustion (13), en aval de la chambre d'allumage (24).
  10. Dispositif selon la revendication 9, caractérisé en ce que le second flux partiel de gaz d'échappement (T2) est mis en giration à l'aide de déflecteurs en hélice (32), prévus dans une chambre annulaire intérieure (30) disposée entre la chambre d'allumage (24) et la chambre de combustion (13).
  11. Dispositif selon la revendication 6, caractérisé en ce que la chambre de combustion (13) est incorporée dans une conduite de dérivation (15), dérivée de la conduite d'échappement (6).
  12. Dispositif selon la revendication 6, caractérisé en ce que la chambre de combustion (13) est entourée par la conduite d'échappement (6), de telle sorte que le flux principal (H) de gaz d'échappement est dirigé dans une chambre annulaire extérieure (42) présente entre la conduite d'échappement (6) et la paroi de la chambre de combustion (13).
  13. Dispositif selon la revendication 12, caractérisé en ce que la chambre de combustion (13) est incorporée de manière approximativement concentrique dans la conduite d'échappement (6) et est raccordée du côté d'entrée à une chambre (21), dont la paroi (22) est bombée en direction du flux de gaz d'échappement et présente une ouverture centrale (20).
  14. Dispositif selon la revendication 13, caractérisé en ce que la chambre (21) se raccorde à un obturateur (23), qui présente des premières ouvertures (26) pour le dosage du premier flux partiel (T1) de gaz d'échappement et, radialement à l'extérieur de la chambre d'allumage (24), des secondes ouvertures (27) pour le dosage du second flux partiel (T2) de gaz d'échappement.
  15. Dispositif selon la revendication 9, caractérisé en ce que le premier flux partiel (T1) est égal à 2 à 5% du flux total (G) de gaz d'échappement.
  16. Dispositif selon la revendication 9, caractérisé en ce que le second flux partiel (T2) est égal à 15 à 20% du flux total (G) de gaz d'échappement.
  17. Dispositif selon la revendication 8, caractérisé en ce que la chambre d'allumage (24) est étranglée à la manière d'un tube de Venturi, et en ce que l'embouchure (37) de l'injecteur de carburant (34) est disposée approximativement au point d'étranglement (25) de la chambre d'allumage (24), ou juste après ce point.
  18. Dispositif selon la revendication 6, caractérisé en ce que le dispositif d'allumage comprend deux électrodes d'allumage (35) qui traversent la conduite d'échappement (6), la paroi (29) de la chambre de combustion et la paroi de la chambre d'allumage (24) de telle sorte que leurs électrodes (36) se font face juste devant l'embouchure (37) de l'injecteur de carburant (34).
  19. Dispositif selon la revendication 9, caractérisé en ce qu'une partie terminale (33) de la chambre de combustion (13), qui est libre d'éléments incorporés et dans laquelle se mélangent le premier (T1) et le second (T2) flux partiels de gaz d'échappement, est dotée d'ajours (43) pour l'afflux de quantités partielles (T3) du flux principal (H) de gaz d'échappement.
EP88109324A 1987-06-24 1988-06-11 Procédé et dispositif de nettoyage d'un filtre de suie Expired - Lifetime EP0296435B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88109324T ATE75001T1 (de) 1987-06-24 1988-06-11 Verfahren und vorrichtung zum reinigen eines russfilters.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3720829 1987-06-24
DE19873720829 DE3720829A1 (de) 1987-06-24 1987-06-24 Verfahren und vorrichtung zum reinigen eines russfilters

Publications (3)

Publication Number Publication Date
EP0296435A2 EP0296435A2 (fr) 1988-12-28
EP0296435A3 EP0296435A3 (en) 1990-01-31
EP0296435B1 true EP0296435B1 (fr) 1992-04-15

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EP88109324A Expired - Lifetime EP0296435B1 (fr) 1987-06-24 1988-06-11 Procédé et dispositif de nettoyage d'un filtre de suie

Country Status (10)

Country Link
US (1) US5001899A (fr)
EP (1) EP0296435B1 (fr)
JP (1) JPS6435007A (fr)
KR (1) KR930003921B1 (fr)
AT (1) ATE75001T1 (fr)
BR (1) BR8803092A (fr)
DE (2) DE3720829A1 (fr)
ES (1) ES2025537T3 (fr)
HU (1) HU208359B (fr)
IN (1) IN169989B (fr)

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Also Published As

Publication number Publication date
IN169989B (fr) 1992-01-25
BR8803092A (pt) 1989-01-31
DE3720829C2 (fr) 1991-04-25
JPH0515891B2 (fr) 1993-03-02
ATE75001T1 (de) 1992-05-15
ES2025537T1 (es) 1992-04-01
HUT52601A (en) 1990-07-28
EP0296435A3 (en) 1990-01-31
US5001899A (en) 1991-03-26
DE3870050D1 (de) 1992-05-21
KR890000759A (ko) 1989-03-16
HU208359B (en) 1993-09-28
DE3720829A1 (de) 1989-01-05
ES2025537T3 (es) 1993-01-01
JPS6435007A (en) 1989-02-06
EP0296435A2 (fr) 1988-12-28
KR930003921B1 (ko) 1993-05-15

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