EP0367280B1 - Système de filtre de particules - Google Patents

Système de filtre de particules Download PDF

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Publication number
EP0367280B1
EP0367280B1 EP89120374A EP89120374A EP0367280B1 EP 0367280 B1 EP0367280 B1 EP 0367280B1 EP 89120374 A EP89120374 A EP 89120374A EP 89120374 A EP89120374 A EP 89120374A EP 0367280 B1 EP0367280 B1 EP 0367280B1
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EP
European Patent Office
Prior art keywords
particle filter
filter system
burner chamber
exhaust gas
gas conduit
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
EP89120374A
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German (de)
English (en)
Other versions
EP0367280B2 (fr
EP0367280A1 (fr
Inventor
Heinrich Dipl.-Ing. Berendes
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.)
Deutz AG
Original Assignee
Deutz AG
Kloeckner Humboldt Deutz AG
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
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Application filed by Deutz AG, Kloeckner Humboldt Deutz AG filed Critical Deutz AG
Priority to AT89120374T priority Critical patent/ATE79921T1/de
Publication of EP0367280A1 publication Critical patent/EP0367280A1/fr
Publication of EP0367280B1 publication Critical patent/EP0367280B1/fr
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Publication of EP0367280B2 publication Critical patent/EP0367280B2/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
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/14—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a fuel burner
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/36—Arrangements for supply of additional fuel
    • 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
    • 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 regenerating particle filters according to the preamble of claim 1.
  • Particle emission is a procedural disadvantage of the diesel engine. So far, attempts have been made to solve this problem by means of internal engine measures. However, the increasingly stringent legal requirements for vehicle engines will in future require the use of particle filters in the exhaust gas flow.
  • Such a particle filter is described in the unpublished DE-OS 37 29 861. This is a ceramic filter arranged in the main exhaust gas flow, which can be regenerated by burning off the particle coating during engine operation.
  • the particle filter For the effectiveness and lifespan of the particle filter, it is important that its surface is evenly loaded with particles and that the particles burn off evenly and completely. This is the only way to maximize the useful life of the particle filter between regenerations and to avoid thermal stresses with the associated heat cracks in the ceramic filter body.
  • the engine exhaust gas and the hot gas of the burner enter radially from the inside out into a post-combustion chamber in front of the particle filter.
  • the outer edge parts of the particle filter are preferably loaded with particles and are preferably regenerated in the regeneration phase. It follows that the use of the filter surface in connection with the thermal stresses is not optimal.
  • the invention has for its object to provide a particle filter arranged in the full flow of the exhaust gas, in which the filter surface is evenly loaded and regenerated, in order to use the particle filter optimally and to protect against thermal stress cracks.
  • the object of the invention is solved by the characterizing part of independent claim 1.
  • the configuration according to the invention ensures that the exhaust gas of the internal combustion engine is evenly distributed in the secondary combustion chamber by the swirl flow in normal engine operation and thus loads the particle filter evenly.
  • the exhaust gas flows of the diesel engine and the burner mix intensively in the manner of a shear current mixture due to their opposite swirl direction and thus lead to its uniform, complete and gentle regeneration via a uniform temperature distribution in front of the particle filter.
  • flow guiding devices or similar internals are present in the secondary combustion chamber, e.g. flow baffles or flow orifices arranged radially in the secondary combustion chamber, it can be advantageous to design the direction of the swirl in the primary and secondary combustion chamber in the same direction.
  • the embodiment according to claim 2 offers the advantage of a short overall length of the particle filter system, an advantage which is further reinforced by the arrangement according to claim 3, since the mixing and homogenization path of the exhaust gas up to the particle filter is maximized.
  • the embodiment according to claim 4 offers the advantage of a symmetrical flow, which leads to a uniform mixing of the individual exhaust gas flows when loading the particle filter and, in addition, to a uniform admixture of the fuel gas when regenerating.
  • the arrangement according to claim 5 offers the advantage of the greatest possible mixing length for the exhaust gas of the internal combustion engine and the burner.
  • the combustion chamber is cooled by the engine exhaust gas, the heat absorbed directly benefiting the regeneration.
  • the axis of the primary combustion chamber can run parallel to the axis of the secondary combustion chamber or cut it or run obliquely to it.
  • the primary combustion chamber on the periphery of the secondary combustion chamber and outside of it.
  • the inflow direction into the secondary combustion chamber can be radial or tangential, the tangential inflow being directed in the sense or in the opposite direction to the flow of the exhaust gas line.
  • the arrangement according to claim 6 prevents negative effects of the exhaust gas pulsations of the diesel engine tors to the stability of the flame of the primary combustion chamber and enables an admixture of oxygen-containing exhaust gas into the primary combustion chamber.
  • the design according to claim 7 reflects the area of the combustion chamber bores, which has proven itself for tuning to insensitivity to pressure fluctuations.
  • the baffle plate Due to the relatively small diameter of the baffle plate and its large distance from the outlet opening of the primary combustion chamber, the baffle plate has no significant influence on the flow, so that the uniformity of the action on the particle filter remains guaranteed.
  • the design according to claim 10 ensures that the baffle plate is not destroyed by overheating due to the high thermal stress in the hot gas stream of the primary combustion chamber.
  • ceramics are particularly suitable for this task.
  • the arrangement according to claim 11 represents a simple form of air supply to the burner.
  • the delivery characteristic of the displacement fan can be modified in a simple manner by the design according to claim 12.
  • the arrangement according to claim 13 offers an elegant solution for supplying air to the primary combustion chamber in the case of a compressed air source, as is given in the compressed air tank of commercial vehicles in the normal case.
  • the supercritical nozzle has the advantage that an approximately constant amount of air is supplied even with certain pressure fluctuations in the reservoir.
  • the design according to claim 14 allows a so-called button regeneration. In contrast to fully automatic regeneration, this is triggered at the driver's request by pressing a button when the engine is idling. Since there is a large excess of air in the exhaust gas of the engine in this operating state of the internal combustion engine, an external oxygen supply can be dispensed with. As a result, the construction effort for the regeneration plant is particularly low, but the operating effort is increased.
  • the particle filter system 2 consists of a burner 3 and a particle filter 7, both of which are arranged in the main flow of an exhaust pipe 10 of a diesel engine 1.
  • the burner 3 consists of an air swirl nozzle 5, a primary combustion chamber 6 and a secondary combustion chamber 9.
  • the air swirl atomizer nozzle 5 is supplied with fuel of low pressure by a delivery and metering device (not shown) via the fuel supply line 18.
  • the supply of compressed air at low pressure takes place via the gas line 4.
  • this is connected to a displacement blower 15 driven by the diesel engine 1, to which a blow-off valve 11 is assigned.
  • the air swirl atomizer nozzle 5 is connected to a pressure vessel 20 via a solenoid valve 21 and a nozzle 19 with a supercritical flow.
  • the air swirl atomizer nozzle 5 is followed by the primary combustion chamber 6.
  • the primary combustion chamber 6 sits coaxially in the secondary combustion chamber 9, on the front wall 22 of which it is attached.
  • the primary combustion chamber 6 has an axial outlet opening 8, the diameter of which is approximately 60 to 80% of the diameter of the primary combustion chamber 6.
  • openings 12 are provided on the circumference of the primary combustion chamber 6 in its front third, as seen in the direction of flow. These openings have a total cross section of 5 and 20% of the primary combustion chamber cross section.
  • the secondary combustion chamber 9 like the primary combustion chamber 6, is cylindrical. On its circumference and - seen in the direction of flow - the front part, the exhaust pipe 10 is connected tangentially. In the case of several exhaust gas lines 10, the distances between them on the circumference of the secondary combustion chamber 9 are the same, as shown in FIG. 2.
  • the primary combustion chamber 9 is followed by the particle filter 7.
  • This is a monolithic ceramic filter of the usual type.
  • a circular baffle plate 13 is provided between the outlet opening 8 of the primary combustion chamber 6 and the particle filter 7, which e.g. is connected via spokes 14 to the circumference of the secondary combustion chamber 9.
  • the baffle plate 13, which is made of heat-resistant material such. B. ceramic, has a diameter of about 60% of the primary combustion chamber diameter and a distance to the opening 8 of about 150% of the primary combustion chamber diameter.
  • the particle filter system works as follows:
  • the exhaust gas of the diesel engine 1 enters tangentially into the secondary combustion chamber 9 through the exhaust gas line 10 and causes a swirl flow there.
  • the swirl flow in the secondary combustion chamber 9 In the case of two or more exhaust pipes, as z. B. are common in V-engines, any differences in the exhaust gas temperature and the particle content between the different exhaust pipes 10 are compensated for by the swirl flow in the secondary combustion chamber 9. This homogenization of the exhaust gas flow leads to an even loading and thus to the optimal use of the particle filter.
  • the exhaust gas back pressure of the diesel engine 1 increases.
  • the burner 3 is automatically switched on during the normal operation of the diesel engine 1 in order to regenerate the particle filter 7.
  • the air swirl atomizer nozzle 5 receives fuel via the fuel line 18 and air via the gas line 4.
  • the fuel is from a source not shown, e.g. B.
  • the fuel delivery pump of the diesel engine 1 is delivered under relatively low pressure. Its amount depends on the current load or exhaust gas temperature and speed of the diesel engine 1.
  • the air which also has a relatively low pressure, is either conveyed by a diesel engine-driven displacement fan 15 or by a pressure vessel 20 via a solenoid valve 21 and via a supercritical nozzle 19 to the air swirl atomizer nozzle.
  • the solution with the pressure container 20 is suitable for vehicles with a compressed air brake and an appropriately dimensioned air compressor.
  • This structurally simple solution delivers a largely constant air pressure upstream of the air swirl atomizer nozzle 5 even when the tank pressure is not quite constant.
  • the pressure that the displacement blower 15 supplies depends on the speed of the diesel engine 1, a blow-off valve 11 being provided to limit the pressure.
  • the amount of air supplied to the air swirl atomizer nozzle 5 and thus also the energy required to promote and heat it up is relatively low, since in the particle filter system 1 according to the invention the residual oxygen of the diesel engine exhaust gas is also used to regenerate the particle filter 7.
  • the residual oxygen content in the exhaust gas of a diesel engine is between approx. 7% at full load and approx. 18% when idling.
  • the 7% residual oxygen content at full load is just sufficient to carry out regeneration in a reasonable time, provided that the exhaust gas temperature reaches the regeneration temperature at this load point.
  • This is only the case for diesel engines with a relatively high nominal speed.
  • the nominal speed is chosen to be relatively low for reasons of consumption and emissions, which also means that the maximum exhaust gas temperature remains relatively low. Therefore, the burner 3 must also work at the full load point of the nominal speed, the point of the lowest power requirement, in order to reach the regeneration temperature.
  • the fuel-air mixture of the burner 3 is approximately stoichiometric at this operating point. In this way, the regeneration temperature is achieved with the lowest possible amount of additional air and without using the residual oxygen content of the exhaust gas.
  • the compressed air supplied forms a swirl flow, which leads to fine atomization of the fuel at a cutting edge.
  • the fuel-air mixture enters the primary combustion chamber 6 with swirl from the air swirl atomizer nozzle 5 and is ignited there with the aid of a high-voltage ignition device (not shown).
  • the freshly blown mixture hits this torus vortex and is intensively processed by multiple recirculation.
  • the stationary torus vortex also acts as a flame holder, which ensures a stable flame in the primary combustion chamber 6.
  • the stability of the flame also depends on pressure fluctuations in the primary combustion chamber 6 which result from the exhaust gas flow from the diesel engine 1. These pressure fluctuations are largely weakened by the openings 12 on the circumference of the primary combustion chamber. In the area of the openings 12, there is a negative pressure in the primary combustion chamber 6 due to the ejector action of the air swirl atomizer nozzle 5, through which the pulsating exhaust gas from the secondary combustion chamber 9 enters the primary combustion chamber 6. Since the flue gas pressure fluctuations are also effective at the opening 8 of the primary combustion chamber 6, their effects on the flame in the primary combustion chamber 6 largely cancel each other out.
  • Another possibility of processing the residual oxygen of the exhaust gas of the internal combustion engine in the primary combustion chamber 6 is to supply exhaust gas from the exhaust gas line 10 to the air swirl atomizer nozzle 5 instead of external air, as is shown in FIG. 4.
  • the required flow connection is established via the gas line 4.
  • the required pressure difference between the air swirl atomizer nozzle 5 and the primary combustion chamber 6 is achieved by a deliberate leak in the throttle valve 17, which has either a defined bore or a defined gap to the exhaust gas line 10.
  • This type of regeneration only works when idling, since only at this operating point is there a sufficiently high residual oxygen content in the exhaust gas. Automatic regeneration is therefore not possible, so that in this case the regeneration must be triggered by the driver at the push of a button.
  • the baffle plate 13 located in front of the opening 8 of the primary combustion chamber 6 prevents unburned fuel from reaching the particle filter 7 when the primary combustion chamber 6 is not ignited and this is at risk of being overheated after ignition. Since the baffle plate 13 is in the hot exhaust gas flow, it is itself hot and acts as a surface gasifier for the fuel until the fuel-air mixture is ignited. Because of its small size, based on the diameter of the secondary combustion chamber 9, it does not influence the uniformity of the flow in the secondary combustion chamber 9.
  • the combustion of a partially substoichiometric mixture in the primary combustion chamber leads to a particle-free partial combustion due to the intensive mixture preparation, with strong formation of CO, H 2 and radicals.
  • These gases combine in the secondary combustion chamber 9 with part of the residual oxygen in the exhaust gas, the mixing of the exhaust gas with the reaction gas emerging from the primary combustion chamber 6 taking place according to the invention by the opposite direction of rotation of the swirl in the primary and secondary combustion chamber in the manner of a shear current mixture.
  • This intensive mixing process causes the secondary combustion chamber 9 and thus also the end face of the particle filter 7 to be evenly exposed to flames. Starting from individual ignition nuclei, therefore, a uniform and gentle combustion of the particle coating of the particle filter 7 is achieved.

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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)
  • Filtering Of Dispersed Particles In Gases (AREA)
  • Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
  • Solid-Sorbent Or Filter-Aiding Compositions (AREA)

Claims (14)

1.- Système de filtre de particules avec un filtre (7) de particules sur le courant principal d'une conduite (10) de gaz d'échappement d'un moteur diesel (1) et un brûleur (3), le brûleur (3) présentant une buse de pulvérisation (5) à giration d'air, vers laquelle on peut envoyer un gaz contenant de l'oxygène au moyen d'une conduite de gaz (4), et à laquelle se raccordent une chambre (6) de combustion primaire avec un écoulement tournant primaire et une chambre (9) de combustion secondaire, système de filtre de particules caractérisé en ce que la conduite (10) de gaz d'échappement est raccordée, sur la chambre (9) de combustion secondaire de façon à produire un tourillon et que, de préférence, le sens de l'écoulement tournant de la chambre (9) de combustion secondaire est opposé au sens de l'écoulement tournant dans la chambre (6) de combustion primaire.
2.- Système de filtre de particules selon la revendication 1, caractérisé en ce que la conduite de gaz d'échappement (10) se raccorde à la périphérie de la chambre (9) de combustion secondaire.
3.- Système de filtre de particules selon la revendication 1 ou 2, caractérisé en ce que la conduite de gaz d'échappement (10) débouche dans la partie antérieure, dans le sens d'écoulement, de la chambre (9) de combustion secondaire.
4.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce que, lorsqu'il y a plusieurs conduites de gaz d'échappement (10), leurs débouchés dans la chambre (9) de combustion secondaire, sont à des intervalles identiques.
5.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce que la chambre (6) de combustion primaire se trouve de préférence, à l'intérieur de la partie antérieure, dans le sens d'écoulement, de la chambre (9) de combustion secondaire.
6.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce qu'à la périphérie de la chambre (6) de combustion primaire, se trouvent des orifices (12).
7.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce que les orifices (12), vus dans le sens d'écoulement, sont dans le premier tiers de la chambre (6) de combustion primaire et que leur section représente 5 à 20 % de la section de la chambre (6) de combustion primaire.
8.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce qu'une plaque d'impact (13) se trouve coaxialement à l'orifice de sortie (8) de la chambre (6) primaire de combustion en avant du filtre de particules (7).
9.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce que la plaque d'impact (13) est, de préférence, circulaire et que son diamètre représente environ 60 % et sa distance à l'extrémité de la chambre primaire, environ 150 % du diamètre de la chambre (6) de combustion primaire.
10.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce que la plaque d'impact (13) est en matériau réfractaire.
11.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce que la conduite de gaz (4) est connectée à la face de compression d'un compresseur (15) entraîné par le moteur à combustion interne (1).
12.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce qu'on implante dans la conduite (4) de gaz, une soupape (11) de décharge.
13.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce que la conduite de gaz (4) est reliée à un réservoir (20) sous pression, de pression constante ou presque, par l'intermédiaire d'une électrovanne (18) et d'un étranglement d'écoulement (19) qui est constitué de préférence par une buse surcritique.
14.- Système de filtre de particules selon l'une des revendications précédentes, caractérisé en ce que la conduite (4) de gaz est reliée à la conduite de gaz d'échappement (10) par une électrovanne (16) et que, dans le sens de l'écoulement en arrière de la dérivation de conduite (4), une vanne à papillon (17) se trouve dans la conduite de gaz d'échappement (10).
EP89120374A 1988-11-04 1989-11-03 Système de filtre de particules Expired - Lifetime EP0367280B2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89120374T ATE79921T1 (de) 1988-11-04 1989-11-03 Partikelfiltersystem.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3837472A DE3837472C2 (de) 1988-11-04 1988-11-04 Partikelfiltersystem
DE3837472 1988-11-04

Publications (3)

Publication Number Publication Date
EP0367280A1 EP0367280A1 (fr) 1990-05-09
EP0367280B1 true EP0367280B1 (fr) 1992-08-26
EP0367280B2 EP0367280B2 (fr) 1998-04-08

Family

ID=6366498

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89120374A Expired - Lifetime EP0367280B2 (fr) 1988-11-04 1989-11-03 Système de filtre de particules

Country Status (5)

Country Link
US (1) US5094075A (fr)
EP (1) EP0367280B2 (fr)
AT (1) ATE79921T1 (fr)
CA (1) CA2002331A1 (fr)
DE (2) DE3837472C2 (fr)

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CA2002331A1 (fr) 1990-05-04
DE58902147D1 (de) 1992-10-01
US5094075A (en) 1992-03-10
DE3837472C2 (de) 1998-09-24
EP0367280B2 (fr) 1998-04-08
EP0367280A1 (fr) 1990-05-09
ATE79921T1 (de) 1992-09-15
DE3837472A1 (de) 1990-05-10

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