EP0310815A1 - Dispositif pour éliminer les particules, solides, en particulier de suie, des gaz d'échappement d'un moteur à combustion interne - Google Patents

Dispositif pour éliminer les particules, solides, en particulier de suie, des gaz d'échappement d'un moteur à combustion interne Download PDF

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Publication number
EP0310815A1
EP0310815A1 EP88114275A EP88114275A EP0310815A1 EP 0310815 A1 EP0310815 A1 EP 0310815A1 EP 88114275 A EP88114275 A EP 88114275A EP 88114275 A EP88114275 A EP 88114275A EP 0310815 A1 EP0310815 A1 EP 0310815A1
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EP
European Patent Office
Prior art keywords
filter
exhaust gas
combustion chamber
chamber
antechamber
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
EP88114275A
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German (de)
English (en)
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EP0310815B1 (fr
Inventor
Rolf Dr. Leonhard
Ulrich Dr. Projahn
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.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0310815A1 publication Critical patent/EP0310815A1/fr
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Publication of EP0310815B1 publication Critical patent/EP0310815B1/fr
Anticipated expiration legal-status Critical
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
    • 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
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S55/00—Gas separation
    • Y10S55/30—Exhaust treatment

Definitions

  • the invention relates to a device for removing solid particles, in particular soot particles, from the exhaust gas of an internal combustion engine, in particular a diesel internal combustion engine, of the type defined in the preamble of claim 1.
  • the separating device consists of an agglomerator, also known as an electrical filter tube or electrostatic soot filter, and a centrifugal separator, the so-called cyclone, connected downstream of the agglomerator in the exhaust gas stream.
  • An electrostatic high-voltage field is present in the agglomerator, in which the solid particles pass through electrical charges coagulate into larger agglomerates, which due to their relatively large weight can be separated mechanically from the exhaust gas flow.
  • the mechanical separation takes place in the centrifugal separator or cyclone, to which the exhaust gas stream containing the agglomerates is fed at a relatively high tangential flow velocity.
  • centrifugal separator In the centrifugal separator, a three-way flow is created, through which the heavy agglomerates precipitate on the outer walls and spiral downwards, from where they are fed to the disposal device with a small part of the exhaust gas stream forming a carrier stream as a so-called particle-enriched exhaust gas bypass.
  • the major part of the exhaust gas flow leaves the centrifugal separator largely free of particles as the core flow and is fed as the main gas flow to the exhaust system of the internal combustion engine.
  • the exhaust gas secondary flow which is highly laden with soot and other solid-state agglomerates, accounts for approx. 1% of the largely particle-free main exhaust gas flow.
  • the disposal device is designed as a combustion device in the known device and consists of a combustion chamber and a pilot burner.
  • the inlet connector designed as an immersion tube for the exhaust gas secondary flow opens freely in the interior of the combustion chamber directly in front of an overflow opening in a chamber wall separating the pilot burner from the actual combustion chamber.
  • a fuel-air mixture burning from the pilot burner is introduced into the combustion chamber via the overflow opening.
  • the fuel-air mixture is electrically ignited by means of a glow plug when the disposal device is started up, after which the flame burns off automatically when the mixture is supplied.
  • the flame encompasses the end of the immersion tube and burns together with the solid particles introduced via the immersion tube in the combustion chamber.
  • the Combustion products of the burned solid particles and the other residual gases are discharged coaxially to the immersion pipe via the outlet opening.
  • the disposal device In the case of internal combustion engines with different outputs, the disposal device must be adapted to the individual internal combustion engine in order to be able to maintain the temperature in the combustion chamber that is required for optimal soot combustion. This adaptation is structurally complex due to the different exhaust gas quantities and exhaust gas temperatures.
  • the particle-enriched exhaust gas bypass is also fed to a disposal device in which the combustible solid particles are burned.
  • the disposal device has a combustion chamber into which the exhaust gas bypass is introduced axially.
  • An electrical heating element is present in the combustion chamber, through which the exhaust gas secondary flow flows with the addition of air.
  • a filter is arranged, with which only non-combustible solid particles contained in the combustion gases are collected.
  • the electrical heating of the radiator takes place permanently during the entire operation of the internal combustion engine.
  • Such an electrical heating has the disadvantage that high currents have to be controlled. For a heating power of 1000 W this is already 83 A in a 12 V system. The electric heating is therefore only suitable for smaller exhaust gas cleaning devices and then requires a much larger power generator of the internal combustion engine.
  • the device according to the invention for removing solid particles from the exhaust gas of an internal combustion engine with the characterizing features of claim 1 has a significantly improved efficiency.
  • the filter area is about a tenth to a quarter of that of a filter arranged in the total exhaust gas flow.
  • the filter Due to its storage effect, the filter also considerably increases the residence time of the solid particles in the combustion chamber, so that they can be burned with a much lower burn-off temperature, around 550 ° C, which can be reduced by a further 200 ° C by catalytically coating the filter.
  • the storage effect of the filter also enables intermittent burner operation, which significantly reduces fuel consumption. Overall, in the device according to the invention required burner output per 100 kW output of the internal combustion engine is about 1 - 2 kW.
  • the disposal efficiency can be determined by the choice of filter material and is around 90%.
  • the filter material is exposed to significantly lower loads due to the lower burning temperature. The same applies to the burner materials, so that the service life of the combustion and filter components, measured in terms of the mileage of the internal combustion engine, can be increased significantly.
  • the filter Since the filter is acted upon by the secondary exhaust gas flow, in which only relatively large solid-state agglomerates are contained by the aforementioned coagulation, the filter can be designed with large pores, so that the risk of clogging by non-combustible solid particles is low.
  • the significantly lower exhaust gas throughput due to the much smaller exhaust gas bypass also helps to reduce the risk of clogging. If the filter clogs anyway, the operation of the internal combustion engine is not impaired, even if soot disposal is no longer possible because the exhaust gas bypass is blocked.
  • a certain cyclone effect is achieved by the tangential inflow of the exhaust gas secondary flow into the filter antechamber according to one embodiment of the invention, as a result of which large and thus heavy agglomerates are already separated and burned in the filter antechamber and do not first reach the filter channels. This further reduces the risk of the filter becoming clogged.
  • filters which, according to a further embodiment of the invention, are designed as ceramic monoliths with a vertical flow direction are particularly low, since the non-combustible constituents, such as ash and rust, collect in the filter antechamber.
  • the vehicle vibrations also support the detachment of and falling out of the filter from such non-combustible components.
  • the cyclone effect in the filter pre-chamber is significantly enhanced by the tangential feed of the burner flame into the pre-filter room.
  • the combustion chamber is provided with an insulating layer at least in the area of the filter and the filter antechamber, further heat losses are avoided.
  • the concentric arrangement of the filter antechamber, filter chamber and filter antechamber according to a further embodiment of the invention creates a temperature stratification in the combustion chamber, which makes such insulation of the combustion chamber superfluous.
  • the outlet opening of the combustion chamber is connected to an exhaust gas line, which opens into the main exhaust gas stream via a venturi tube acted upon by it, even at high Loading of the filter maintains a sufficiently high flow velocity of the secondary exhaust gas flow for particle transport.
  • the pilot burner is designed as a swirl burner with tangential fuel and / or air supply.
  • Swirl burners offer sufficient flame stability over a wide range of operating conditions of the internal combustion engine.
  • the air is supplied via a solenoid valve from a compressed air reservoir or from an electromotive air pump, preferably a vane pump.
  • the fuel is metered using a clocked solenoid valve or a fuel feed pump.
  • a pressure relief valve must be provided to back up the fuel return to the fuel tank.
  • the fuel-air mixture is ignited by a glow plug. The flame burns off automatically if the mixture is sufficient.
  • the oxygen for soot combustion is made available with the exhaust gas bypass and the excess air from the mixture. This supply of oxygen is relatively limited, so that uncontrolled combustion cannot take place even with a high filter load and the risk of thermal overheating of the filter is effectively eliminated.
  • a PI controller which controls the amount of fuel and / or air supplied as a function of the output signal of a temperature sensor that detects the temperature at the filter, an optimum temperature for combustion is achieved with the lowest fuel consumption.
  • the burner can work in continuous operation with or without delay and in discontinuous operation. Latter Operating mode is preferable because of the particularly low fuel consumption.
  • the structure and mode of operation of the agglomerator 10 and the centrifugal separator 11 are described, for example, in DE-OS 34 24 196.
  • the output 12 is connected to an exhaust main line 21, which leads to the exhaust system of the internal combustion engine, while the other output 13 is connected to a disposal device 14.
  • the disposal device 14 comprises a rotationally symmetrical combustion chamber 15 and a pilot burner 16 adjoining it coaxially.
  • the combustion chamber 15 is divided into three rooms, namely into the circular-cylindrical filter chamber 17, on which a filter antechamber 18 and on the other side enter Filter room 19 connects.
  • a filter 42 made of any material that has been tested for soot filtration is used in the filter chamber 17. Ceramic monoliths, ceramic foams, ceramic wound filters and wire mesh filters are suitable as materials.
  • the filter antechamber 18 and the filter antechamber 19 are each frustoconical, the filter antechamber 19 forming an outflow cone for the combustion gases from the filter chamber 18 and the filter antechamber 18 an inflow cone for a fuel-air mixture to the filter chamber 17.
  • the cross-sectionally smaller front opening of the filter space 19 forms the outlet opening 20 for the combustion gases, which is connected to the main exhaust pipe 21 via an exhaust gas secondary line 22.
  • Venturi tube 23 is arranged so that a certain suction pressure is generated in the exhaust bypass 22.
  • the filter space 19 is double-walled, with in the cavity 24 between them an inlet connector 25, which is connected to the outlet 13 of the centrifugal separator 11, and an axial channel 26 (see also FIG. 2) which opens through the filter space 17 , preferably runs in the wall thereof, and enters tangentially into the filter antechamber 18 near the filter chamber 17 with an inlet opening 27.
  • This constructive design of the filter space 19 creates a heat exchanger, by means of which the particle-laden exhaust gas by-flow coming from the centrifugal separator 11 is heated by the hot combustion gases flowing through the filter space 19 before entering the filter space 18 of the combustion chamber 15.
  • the pilot burner is designed as a swirl burner known per se with a tangential fuel and / or air supply. Such a swirl burner is known for example from DE-OS 35 26 074 in structure and mode of operation. As is indicated schematically in FIG. 1, the air is supplied via an inflow opening 29 arranged near the overflow opening 28.
  • the combustion air is simultaneously used as cooling air for the pilot burner 16, for which purpose the wall of the burner chamber 30 is double-walled and the cavity formed thereby on the one hand the tangential inflow opening 29 is connected and, on the other hand, is connected to an air supply line 31, which leads to a Compressed air reservoir 32 leads.
  • a solenoid valve 33 is arranged in the air supply line 31 and is controlled by a control device 34 for metering the combustion air.
  • the fuel is supplied via an inflow opening 35 with a likewise tangential inflow straightening opening, which is connected to a fuel supply line 36.
  • the fuel supply line 36 opens into a fuel return 37, which is connected to a fuel tank 39 via a pressure relief valve 38.
  • a solenoid valve 40 is arranged in the fuel supply line 36, which is also controlled by the control device 34.
  • an air pump preferably a vane pump
  • the solenoid valve 40 can be replaced by a fuel delivery pump.
  • the pressure relief valve 38 can be omitted.
  • the vane pump and fuel delivery pump would then also be controlled by the control device 34 in their switch-on period.
  • the fuel-air mixture metered by the control device 34 is ignited when the disposal device 14 is started by means of a glow plug 41 or a glow body with an additional ignition device.
  • the flame burns through the overflow opening 28 into the filter antechamber 18 and into the filter chamber 19 and forms an ignition zone downstream of the overflow opening 28.
  • the combustible solid particles present in this ignition zone which have either settled on the walls of the filter antechamber 18 due to their size or have been collected in the filter 42, are burned.
  • the gaseous combustion products, together with the residual gases, leave the combustion chamber 15 via the outlet opening 20 in the filter room 19 Inflammation continues to burn the flame, so that the electrical heating of the glow plug 41 can be switched off again.
  • the control device 34 which is preferably designed as a PI controller, now uses the output signal of the temperature sensor 43 to measure the fuel and Air quantity metered so that the temperature at the filter 42 maintains a setpoint. This setpoint is around 550 ° C. If the filter 42 is coated catalytically, this value can be reduced by approximately 200 ° C.
  • the combustion chamber 15 is provided with an insulating layer 44, it being sufficient if the insulating layer 44 covers the area of the filter antechamber 18 and the filter chamber 17.
  • a modified combustion chamber 115 is shown, which can be used instead of the combustion chamber 15 in the device in FIG. 1.
  • the same components of the combustion chamber 115 match those of the combustion chamber 15, they are identified by the same reference numerals, which, however, are increased by 100 to distinguish them.
  • the longitudinal axis of the combustion chamber 115 is approximately vertical, and the filter 142 arranged in the filter space 117 is designed as a ceramic monolith with an axial flow direction, which thus also indicates a vertical orientation.
  • the ceramic monolith is held in the filter space 117 by means of a wire mesh 145.
  • the ceramic monolith consists of a plurality of parallel vertical shafts 154 which are separated from one another by porous walls 155. At opposite ends, the shafts 154 are alternately closed with ceramic plugs 146, so that each shaft 154 is open at one end and closed at the other end.
  • the immediately adjacent shafts 154 are sealed at the end lying on the filter antechamber 119 and vice versa.
  • the pilot burner 116 is flanged transversely to the axis of the combustion chamber 115, the overflow opening 128 between the combustion chamber 130 and the filter antechamber 118 having an opening axis which is tangential to the filter antechamber 118.
  • the burner flame is fed tangentially to the prefilter chamber 118, the cyclone effect brought about by the tangential supply of the exhaust gas secondary flow in the filter vestibule 118 being intensified and larger solid particles already burning off in the filter vestibule 118 and not reaching the ceramic monolith acting as a depth filter.
  • the smaller and lighter solid particles flow through the filter 142 in the vertical direction and are retained therein.
  • Non-flammable solid particles such as ash and rust, are released by vehicle vibrations and fall out of the filter 142, so that the risk of filter clogging by non-flammable solid particles is largely reduced.
  • filter space 217 and filter post space 219 are arranged concentrically to one another.
  • the filter antechamber 218 is designed as a perforated tube 246 which carries the inlet opening 227 for the exhaust gas secondary flow on one end face and the overflow opening 228 to the pilot burner 216 on the opposite end face. The secondary exhaust gas flow and the burner flame thus enter the filter antechamber 218 axially on opposite end faces and pass through the holes 247 of the tube 246 into the filter chamber 217.
  • Filter space 217 and filter space 219 form a structural unit and are enclosed by a common housing cylinder 247, which is connected gas-tight to the tube 247.
  • the filter chamber 247 is filled by a hollow cylindrical filter 242, which sits directly on the tube 246 and through which the exhaust gas bypass and the exhaust gases of the pilot burner 216 flow radially.
  • the filter is designed as a depth filter and can be implemented with ceramic foam or a wound filter. When using ceramic material, the front with wire mesh 245 is required.
  • the filter 242 ends with a radial distance in front of the inner jacket of the housing cylinder 247, and thus delimits the filter space 219, which is annular in cross section and has the same axial length as the filter 242 and the tube 246.
  • the outlet opening 220 which in turn is connected to the exhaust gas bypass 222, is arranged radially in the center of the filter space 219.
  • the pilot burner 216 is constructed in the same way as described for FIG. 1. In this configuration of the combustion chamber 215, the soot-laden exhaust gas bypass flows through the filter 242 radially from the inside to the outside. The exhaust gases of the pilot burner 216 have the same flow direction. As a result of the temperature stratification caused thereby, no additional insulation of the combustion chamber 215 is necessary.
  • the combustion chamber 315 shown schematically in longitudinal section and cross section in FIGS. 6 and 7 has a similar construction to the combustion chamber 215 in FIG. 5, in that the filter antechamber 318, the filter space 317 and the filter space 319 are arranged concentrically to one another.
  • the front part of the filter antechamber 18 is designed as an inflow cone 353, the cross-sectionally smaller front opening of which forms the overflow opening 328 to the pilot burner 316.
  • Filter chamber 317, filter antechamber 318 and filter antechamber 319 are closed by a common circular cylindrical housing pot 348, which on its end face opposite the pot base 349 merges in one piece via a radial shoulder 350 into a central conical pot socket 351, which surrounds the inflow cone 353.
  • the outer wall of the housing pot 348 is covered with an insulating layer 344.
  • the hollow cylindrical filter 342 which is held on the one hand on the pot bottom 349 and on the radial shoulder 350 and on the other hand rests with its outer circumference on ribs 352 which protrude radially inwards from the inner jacket of the housing pot 348.
  • the end arrangement of wire mesh 245 between the filter 342 and the pot base 349 or radial shoulders 350 is required to implement the axial bracing.
  • the radial width of the filter space 319 is defined by these ribs 352.
  • the outlet opening 320 for the combustion gases is located at the end of the filter chamber 319 facing away from the inflow cone 353 of the filter antechamber 318, directly on the pot bottom 349.
  • the axis of the outlet opening 320 is oriented radially.
  • the pilot burner 316 axially attached to the pot socket 351 is designed in the same way as described above. The same components are therefore provided with the same reference numerals, which are increased by 300 to distinguish them.
  • the soot-laden exhaust gas bypass flowing tangentially via the inlet connection 325 and the inlet opening 327 into the inflow cone 353 of the filter antechamber 318 is swirled together with the axially inflowing inflamed fuel-air mixture from the pilot burner 316 and the combustible solid particles are burned.
  • the combustion gases pass radially through the filter 342 and reach the filter chamber 319, which is ring-shaped in cross section, on the circumference of the filter 342. From there, they pass through the outlet opening 320 into the exhaust gas bypass 322 and are fed to the exhaust system of the internal combustion engine.
  • the surface temperature of the filter 342 required for the optimal combustion of the soot can be reduced by approximately 200 ° C. from approximately 550 ° C.

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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)
EP19880114275 1987-10-09 1988-09-01 Dispositif pour éliminer les particules, solides, en particulier de suie, des gaz d'échappement d'un moteur à combustion interne Expired - Lifetime EP0310815B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873734197 DE3734197A1 (de) 1987-10-09 1987-10-09 Einrichtung zum entfernen von festkoerperpartikeln, insbesondere russteilchen, aus dem abgas einer brennkraftmaschine
DE3734197 1987-10-09

Publications (2)

Publication Number Publication Date
EP0310815A1 true EP0310815A1 (fr) 1989-04-12
EP0310815B1 EP0310815B1 (fr) 1991-07-24

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EP19880114275 Expired - Lifetime EP0310815B1 (fr) 1987-10-09 1988-09-01 Dispositif pour éliminer les particules, solides, en particulier de suie, des gaz d'échappement d'un moteur à combustion interne

Country Status (4)

Country Link
US (1) US4858431A (fr)
EP (1) EP0310815B1 (fr)
JP (1) JPH01159409A (fr)
DE (2) DE3734197A1 (fr)

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US4858431A (en) 1989-08-22
DE3734197A1 (de) 1989-04-20
DE3863888D1 (de) 1991-08-29
DE3734197C2 (fr) 1991-12-19
EP0310815B1 (fr) 1991-07-24
JPH01159409A (ja) 1989-06-22

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