EP0417383B1 - Procédé et dispositif de nettoyage d'un filtre à suie - Google Patents

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

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Publication number
EP0417383B1
EP0417383B1 EP90105424A EP90105424A EP0417383B1 EP 0417383 B1 EP0417383 B1 EP 0417383B1 EP 90105424 A EP90105424 A EP 90105424A EP 90105424 A EP90105424 A EP 90105424A EP 0417383 B1 EP0417383 B1 EP 0417383B1
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EP
European Patent Office
Prior art keywords
combustion chamber
exhaust gas
combustion
fuel
engine
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
EP90105424A
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German (de)
English (en)
Other versions
EP0417383A2 (fr
EP0417383A3 (en
Inventor
Peter Kugland
Alois Ullmer
Enrique Santiago
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 JP2512008A priority Critical patent/JPH04502051A/ja
Priority to KR1019910700478A priority patent/KR0145522B1/ko
Priority to BR909006917A priority patent/BR9006917A/pt
Priority to HU907970A priority patent/HU209182B/hu
Publication of EP0417383A2 publication Critical patent/EP0417383A2/fr
Publication of EP0417383A3 publication Critical patent/EP0417383A3/de
Application granted granted Critical
Publication of EP0417383B1 publication Critical patent/EP0417383B1/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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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 present invention relates to a method for cleaning a soot filter in the exhaust pipe of a diesel engine under load, the total exhaust gas stream being divided into a partial exhaust gas stream and a main exhaust gas stream, the partial exhaust gas flow being passed into a combustion chamber in which a fuel nozzle and an electrical ignition device associated therewith are installed , the partial exhaust gas stream is ignited in the combustion chamber with fuel injected there, producing a heating gas and combining the heating gas leaving the combustion chamber with the main exhaust gas stream which is directed past the combustion chamber and the resulting fuel gas being fed to the soot filter, where it initiates the combustion of the soot accumulated there .
  • the invention relates to a device for carrying out the method.
  • a method of the type mentioned is known from DE-OS 37 20 829.
  • the necessity to use a burner for the regeneration of a soot filter results from the fact that the soot collected on the soot filter only burns at temperatures above approx. 550 ° C, which, however, cannot be achieved in inner city operation.
  • the Known method works without secondary air supply, ie the burner burns part of the residual oxygen present in the engine exhaust gas, while another part of this residual oxygen is used for the regeneration of the filter, ie the combustion of the soot that has accumulated.
  • Another method for the regeneration of a soot filter is known from DE-A-37 28 713. That disclosed in this document The method is characterized in that the switch-on takes place only when the oxygen content in the exhaust gas has a high value and / or the flow rate is sufficiently low.
  • the instantaneous operating point of the engine is preferably used for this determination, in particular defined by the engine speed and the mean pressure. At low speed and / or low medium pressure, the oxygen content is sufficiently high that regeneration can be initiated.
  • the present invention has for its object to provide a method of the type mentioned, in which the regeneration of the soot filter takes place reliably and takes place under optimal conditions with minimal pollutant emissions.
  • This object is achieved according to the proposal of the invention in a generic method in that the regeneration is only initiated when the soot filter is loaded when the engine operating point defined by the speed and load lies within a predetermined ignition map that is matched to the respective engine, that the fuel injection is interrupted in the combustion chamber when the engine operating point defined by the speed and load lies outside a predetermined combustion map that is matched to the respective engine, and that the combustion map is larger than the ignition map.
  • the invention makes use of the knowledge that the reliable initiation of the combustion necessary for the regeneration of the soot filter requires the existence of certain conditions with regard to the state of the exhaust gas (in particular excess air); it is provided according to the invention that after the burner has been ignited, the load on the engine can be increased beyond the ignition range defined by the ignition map without the burner going out.
  • the combustion area thus includes the ignition area, but is larger than this. Only when the operating point of the engine shifts so much due to a change in load that it lies outside the combustion map is the fuel injection into the combustion chamber interrupted, because otherwise the combustion of the soot collected in the soot filter would not proceed satisfactorily.
  • the load information for determining the instantaneous engine operating point is particularly preferably taken directly from the injection pump of the engine or from the accelerator pedal or its control rod; this prevents the flame from going out due to inaccurate or delayed load information before the burner is specifically switched off.
  • the control of the method is preferably carried out in such a way that the temperature of the fuel gas is measured upstream of the soot filter and used as a control variable for the amount of fuel injected.
  • the higher the measured temperature the more less fuel is supplied.
  • these values change depending on the respective engine operating point - optimal conditions for the regeneration of the soot filter are always maintained.
  • the pressure in the exhaust system is preferably measured in front of the filter.
  • the measured instantaneous system pressure is constantly compared with a pressure map in an electronic control. This pressure map takes into account that the system pressure depends on the engine speed, the load and the temperature. This ensures that the regeneration is actually only initiated when the filter is loaded with soot.
  • the regeneration is only initiated if the engine operating point lies within the ignition map for longer than a minimum period, i.e. the initiation of regeneration is suppressed if the engine operating point is only briefly e.g. is less than 2 seconds in the ignition map.
  • the ignition electrodes are preferably heated before the burner is switched on. This promotes detachment of the soot deposited on the ignition electrodes or their insulators and reduces the risk of short circuits or leakage currents.
  • the corresponding heating device is preferably designed as a resistance heater.
  • Purge air flows through the fuel nozzle preferably during two regeneration phases. This flow, for example with an air volume of 80 liters per hour, ensures that the injector is not contaminated, so that long-term stability of the fuel injection into the burner is ensured.
  • a check valve interrupts the burner operation Air supply to the injector.
  • the burner temperature is measured over a predetermined period of time, for example 4 seconds, in order to check whether the injection of the injected fuel has actually taken place and the combustion is proceeding without problems; the measured temperature profile is compared with a target profile, with any deviations that may indicate improper combustion. In this case, the fuel injection can be switched off safely.
  • the regeneration control is thus preferably carried out in the following manner: To detect the filter loading condition, the pressure in the exhaust system is measured in front of the filter; the current system pressure is constantly compared in the electronic control with a pressure map (speed, load and temperature dependent). When the filter is loaded, which requires regeneration, the ignition electrodes are activated first heated, preferably 2 to 15 min; a heating time of 8 minutes is generally appropriate. A computer checks whether the engine is in the ignition map area via the speed signal and the load information, which is taken from the control pump on the engine's injection pump, for example, and conducts it after the heating phase, if necessary, i.e. depending on the loading of the soot filter and the presence of the Ignition conditions the burner ignition on.
  • these signals are also used to determine whether the engine is moving in the combustion area of the map; the fuel supply is stopped at an engine operating point outside the combustion map.
  • the temperature in front of the soot filter is regulated to a predetermined value, e.g. 700 ° C, by means of the amount of fuel injected, in order to carry out regenerations at short intervals, which are nonetheless uncritical for the filter life, and on the other hand to overheat the filter prevent during regeneration.
  • a signal about the completed regeneration of the soot filter to the control unit which leads to the burner being switched off.
  • the temperature in the burner is also constantly measured.
  • the range of the engine map in which burner operation is possible can be enlarged by two further features in an embodiment of the method according to the invention.
  • a flame-retaining insert which forms a hot (glow) point
  • the heating gas is mixed particularly well and its contact with the flame-retaining insert is intensified, whereby the risk of streak formation, ie the formation of cold zones of the heating gas, is considerably reduced.
  • the improved contact between the heating gas and the flame-retaining insert means that the latter can be made particularly small, ie in particular with a smaller surface; this allows the reduce the flow resistance caused by the flame-retaining insert, which also promotes combustion.
  • the combustion chamber can thus be of compact construction, ie long mixing sections which have hitherto been used to make the combustion more uniform are unnecessary.
  • the main exhaust gas stream is preferably combined with the heating gas in several stages. As a result, the temperature distribution within the fuel gas supplied to the soot filter can be further evened out.
  • the main exhaust gas stream preferably flows around the combustion chamber, i.e. an annular space is formed between the combustion chamber and the burner housing surrounding it, which serves as a bypass line for the main exhaust gas flow.
  • the main exhaust gas stream is hereby preheated before it is combined with the heating gas at the combustion chamber, which also promotes combustion; at the same time, the annulus serves as insulation against heat loss and to ensure a low temperature of the burner housing.
  • the heating gas preferably has an excess of fuel, ie more fuel is injected into the partial exhaust gas flow than can burn.
  • excess of fuel ie more fuel is injected into the partial exhaust gas flow than can burn.
  • the device for carrying out the method according to the invention is characterized by a swirl plate arranged at the entrance to the combustion chamber and a flame-retaining insert arranged on the outlet side in the combustion chamber, the ignition device and fuel nozzle being arranged between the swirl plate and the insert. It is preferably provided that the ignition device comprises one or more ignition electrodes, which are each arranged close to the mouth of the fuel nozzle, and that the spray device of the fuel nozzle runs transversely to the flow direction of the combustion chamber. The result is reliable ignition in all engine operating conditions, which are intended for the soot combustion.
  • the above-mentioned device comprises an electronic control unit which determines the respective engine operating point with a predetermined ignition map and a combustion map compares and initiates the regeneration only when the engine operating point is within the ignition map, and the fuel injection stops when the engine operating point is outside the combustion map.
  • the maps are areas in the speed / load diagram.
  • the map data stored in the electronic control unit are matched to the respective engine type or the respective engine. These data are used to compare the measured values for speed and load supplied to the control unit, by which the engine operating point is characterized.
  • a proportional valve for regulating the injected fuel quantity is preferably assigned to the fuel nozzle.
  • Such a proportional valve permits the exact adjustment of the injected fuel quantity to the respective engine operating point;
  • the uncleaned exhaust gas leaving the engine has a certain temperature at every engine operating point, so that depending on this temperature and the amount of exhaust gas, a certain amount of fuel is required in order to keep the fuel gas supplied to the soot filter at the desired temperature (for example 700 ° C.) to keep.
  • baffles are advantageously provided in front of the combustion chamber in order to equalize the flow. This is particularly advantageous if the exhaust gas does not flow into the burner housing axially but in the transverse direction. This results in a uniform flow distribution over the cross section of the combustion chamber.
  • the advantages that can be achieved with the method and the device according to the invention relate not only to the homogenization of the flame during the regeneration operation. Even during normal engine operation without regeneration, the built-in combustion chamber results in an even distribution of the exhaust gas flow and thus the soot deposition over the filter surface. When the accumulated soot burns off, stresses and cracks in the filter material caused by temperature fluctuations are largely avoided.
  • the burner 1 is arranged in the exhaust line 2 of a diesel engine 3 in the flow direction of the exhaust gas upstream of a soot filter 4 for depositing soot particles.
  • the unpurified total exhaust gas stream S1 is fed to the burner 1, from which a partial exhaust gas stream is branched off, which flows through a combustion chamber arranged in the interior of the burner.
  • the cleaned exhaust gas flow S2 emerges from the soot filter 4.
  • fuel is injected into the burner 1 by means of a fuel nozzle 5, which is ignited at ignition electrodes 6.
  • the fuel nozzle 5 is supplied with fuel by a pump 7 via a fuel line 8; the pump 7 is in turn connected to the fuel tank 10 of the vehicle via a fuel line 9.
  • An electronic control unit 11 is provided to control the regeneration of the soot filter 4.
  • the electronic control unit controls the pump 7, a proportional valve 12 arranged between the pump 7 and the fuel nozzle 5 and the ignition electrodes 6.
  • the electronic control unit 11 processes the following input signals: the temperature T1 in front of the burner 1, the pressure P1 before the burner 1, the temperature T2 in the burner 1, the temperature T3 before the soot filter 4 and the temperature T4 after the soot filter 4.
  • the electronic control unit 11 receives information about the load L and the speed N of the motor 3, whereby whose operating point is fixed.
  • the electronic control unit 11 also has via an energy supply E, which also serves to cover the ignition energy Z to be supplied to the ignition electrodes 6.
  • the structure of an exemplary embodiment of a burner for use in connection with the method according to the invention is shown in FIG. 2.
  • the burner 1 is constructed from a cylindrical burner housing 13 and a combustion chamber 14 arranged therein, which is also cylindrical.
  • the burner housing 13 surrounds the combustion chamber 14 at a radial distance, which creates an annular space 15.
  • the exhaust gas stream S1 entering the burner housing 13 through the pipe socket 16 is thereby divided into a partial exhaust gas stream AT which enters the combustion chamber 14 and a main exhaust gas stream AH which enters the annular space 15 between the combustion chamber 14 and the burner housing 13 and thus the combustion chamber 14 flows around.
  • a swirl plate 17 is provided, which has radially extending twisted blades 18.
  • the exhaust gas partial flow AT entering the combustion chamber 14 is given a swirl by the blades 18 with respect to the longitudinal axis of the burner 1.
  • the mounting plate 19 is attached to a flange 20 which is fixed to the burner housing 13.
  • the porcelain body surrounding the ignition electrodes 6 as an insulator can be heated by means of a resistance heater installed therein before the burner is switched on.
  • the ignition electrodes 6 are connected to the ignition cables Z via suitable plugs 21.
  • the proportional valve 12, into which the fuel line 8 opens, is arranged on the fuel nozzle 5.
  • a control line 22 is connected to the proportional valve 12 and is used to transmit the signals from the electronic control unit 11 which are used to control the proportional valve 12.
  • An air feed 23 is also connected to the fuel nozzle 5, through which air is blown through the fuel nozzle 5 between two regeneration phases in order to prevent it from becoming dirty.
  • a flame-retaining insert 25 consisting of four radial webs is supported on the combustion chamber wall by means of the webs; it has a centrally located conical incandescent body 24.
  • two angled baffles 26 are arranged, through which the exhaust gas entering radially into the burner housing 13 is deflected in such a way that it flows axially against the combustion chamber 14 and the annular gap 15.
  • the burner housing 13 has on the output side a connecting flange 27 to which a corresponding connecting flange 28 of a transition cone 29 is screwed.
  • the transition cone 29 is firmly connected to the cylindrical housing 30 of the soot filter 4.
  • FIG. 3 shows the map data stored in the electronic control unit 11 (according to FIG. 1). They form the basis for the comparison with the respective engine operating point. It is clear that the combustion map B is considerably larger than the ignition map Z, ie after the burner has been ignited, the load L of the engine can be increased beyond the ignition map without the burner going out. This is also a consequence of the flame-stabilizing measures, namely the use of the swirl plate 17 at the inlet and the glowing insert 25 at the outlet of the combustion chamber 14.
  • FIG. 4 shows a flow diagram for an advantageous control of the device according to FIGS. 1 and 2.
  • the burner 1 is only ignited when the operating point of the engine 3 lies within the ignition map Z.
  • the burner 1 is switched off when the engine operating point shifts so much that it lies outside the combustion map B.
  • the end of the regeneration can equally be determined by the elapse of a maximum time t or by reaching a maximum temperature TX.

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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)

Claims (17)

  1. Procédé de nettoyage d'un filtre à suies (4) dans la conduite d'échappement (2) d'un moteur Diesel (3) sous charge,
    - l'ensemble du courant des gaz d'échappement (S1) étant divisé en un courant partiel de gaz d'échappement (AT) et un courant principal de gaz d'échappement (AH),
    - le courant partiel de gaz d'échappement (AT) étant dirigé dans une chambre de combustion (14) dans laquelle sont montés un injecteur de carburant (5) et un dispositif d'allumage électrique qui lui est associé,
    - le courant partiel de gaz d'échappement (AT) étant mis à feu dans la chambre de combustion (14) en présence de carburant y ayant été injecté, un gaz de chauffage étant ainsi produit, et
    - le gaz de chauffage qui quitte la chambre de combustion (14) étant réuni au courant principal de gaz d'échappement (AH) acheminé par delà la chambre de combustion, et le gaz de combustion ainsi produit étant amené au filtre à suies (4), où il amorce la combustion des suies qui s'y sont accumulées,
    caractérisé
    - en ce que, lorsque le filtre à suies (4) est chargé, la régénération n'est amorcée que quand le point de fonctionnement du moteur défini par la vitesse de rotation et la charge se situe à l'intérieur de la surface d'un diagramme caractéristique d'allumage (Z) prédéfini et adapté au moteur considéré,
    - en ce que l'injection de carburant dans la chambre de combustion est interrompue lorsque le point de fonctionnement du moteur défini par la vitesse de rotation et la charge, se situe en-dehors de la surface d'un diagramme caractéristique de combustion (B) prédéfini et adapté au moteur considéré, et
    - en ce que la surface du diagramme caractéristique de combustion (B) est supérieure à la surface du diagramme caractéristique d'allumage (Z).
  2. Procédé selon la revendication 1, caractérisé en ce que la température (T3) du gaz de combustion est mesurée en amont du filtre à suies (4), et est utilisée en guise de grandeur de réglage pour la quantité de carburant injectée.
  3. Procédé selon la revendication 1, caractérisé en ce que pour déterminer la charge du filtre, l'on effectue une mesure de pression en amont du filtre à suies (4), et en ce que la pression instantanée en amont du filtre à suies (4) est comparée à un diagramme caractéristique de pression tenant compte de la loi donnant la pression en fonction de la charge du moteur, de la vitesse de rotation et de la température des gaz d'échappement.
  4. Procédé selon la revendication 1, caractérisé en ce que l'amorçage de la régénération est annulé lorsque le point de fonctionnement du moteur ne se situe que brièvement à l'intérieur de la surface du diagramme caractéristique d'allumage (Z).
  5. Procédé selon la revendication 1, caractérisé en ce que l'injecteur de carburant (5) est rincé à l'air, entre les phases de régénération.
  6. Procédé selon la revendication 1, caractérisé en ce qu'après le début de l'injection de carburant, la température (T2) dans le brûleur (1) est mesurée pendant une durée prédéterminée, son accroissement étant utilisé pour le contrôle du succès de la combustion ayant été amorcée.
  7. Procédé selon la revendication 1, caractérisé en ce que le courant partiel de gaz d'échappement (AT) est amené à la chambre de combustion (14) avec un mouvement de tourbillon.
  8. Procédé selon la revendication 1, caractérisé en ce que le gaz de chauffage est conduit au travers d'une pièce d'insert (25) de conservation des flammes.
  9. Procédé selon la revendication 1, caractérisé en ce que le courant principal de gaz d'échappement (AH) s'écoule autour de la chambre de combustion (14).
  10. Dispositif pour la mise en oeuvre du procédé selon la revendication 1, comportant une chambre de combustion (14) disposée en amont du filtre à suies (4) et dans laquelle sont montés un injecteur de carburant (5) et un dispositif d'allumage électrique qui lui est associé, le dispositif comportant également une conduite en dérivation évitant la chambre de combustion (14),
    caractérisé par une unité de commande électronique (11), qui est reliée à un capteur de vitesse de rotation et à un capteur de charge, et qui en fonction des valeurs mesurées pour la vitesse de rotation et la charge du moteur, commande le débit au travers de l'injecteur de carburant (5) ainsi que le dispositif d'allumage, et par une tôle à tourbillon (17) disposée à l'entrée dans la chambre de combustion (14) et une pièce d'insert (25) de conservation des flammes disposée dans la chambre de combustion (14), du côté de la sortie, le dispositif d'allumage et l'injecteur de carburant (5) étant disposés entre la tôle à tourbillon (17) et la pièce d'insert (25).
  11. Dispositif selon la revendication 10, caractérisé en ce que le dispositif d'allumage comprend une ou plusieurs électrodes d'allumage (6) qui sont disposées chacune très près de l'orifice de l'injecteur de carburant (5), et en ce que le dispositif de pulvérisation de l'injecteur de carburant (5) s'étend transversalement à la direction de passage de l'écoulement dans la chambre de combustion (14).
  12. Dispositif selon la revendication 11, caractérisé en ce que l'injecteur de carburant (5) et les électrodes d'allumage (6) sont disposés sur une plaque de montage (19) commune.
  13. Dispositif selon la revendication 10, caractérisé en ce que la pièce d'insert (25) de conservation des flammes, comprend un corps à incandescence (24).
  14. Dispositif selon la revendication 10, caractérisé en ce que la tôle à tourbillon (17) est réalisée sous forme de disque comportant des aubes (18) pliées par torsion et faisant saillie en direction radiale.
  15. Dispositif selon la revendication 10, caractérisé en ce que la chambre de combustion (14) est enveloppée par un carter de brûleur (13), de manière à ce que soit formé, entre le carter de brûleur (13) et la paroi de la chambre de combustion, un espace annulaire (15) faisant office de conduite en dérivation pour le courant principal de gaz d'échappement (AH).
  16. Dispositif selon la revendication 15, caractérisé en ce que dans le carter de brûleur (13), en amont de la chambre de combustion (14) en se référant au sens d'écoulement, sont prévues des tôles déflectrices (26) pour régulariser l'écoulement.
  17. Dispositif selon la revendication 10, caractérisé en ce que l'injecteur de carburant (5) comporte un raccord pour une alimentation en air (23), et une soupape proportionnelle (12) pour la régulation de la quantité de carburant injectée.
EP90105424A 1989-09-12 1990-03-22 Procédé et dispositif de nettoyage d'un filtre à suie Expired - Lifetime EP0417383B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP2512008A JPH04502051A (ja) 1989-09-12 1990-08-31 煤フィルタを清浄する方法および装置
KR1019910700478A KR0145522B1 (ko) 1989-09-12 1990-08-31 매연필터의 정화방법 및 장치
BR909006917A BR9006917A (pt) 1989-09-12 1990-08-31 Processo e dispositivo para limpeza de um filtro de fuligem
HU907970A HU209182B (en) 1989-09-12 1990-08-31 Method and apparatus for cleaning the soot-filter built into the exhaust manifold of diesel-engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3930428 1989-09-12
DE3930428 1989-09-12

Publications (3)

Publication Number Publication Date
EP0417383A2 EP0417383A2 (fr) 1991-03-20
EP0417383A3 EP0417383A3 (en) 1991-05-02
EP0417383B1 true EP0417383B1 (fr) 1994-03-02

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EP90105424A Expired - Lifetime EP0417383B1 (fr) 1989-09-12 1990-03-22 Procédé et dispositif de nettoyage d'un filtre à suie

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EP (1) EP0417383B1 (fr)
KR (1) KR0145522B1 (fr)
DE (1) DE59004756D1 (fr)
WO (1) WO1991004394A1 (fr)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
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DE4130376A1 (de) * 1991-09-12 1993-03-18 Eberspaecher J Vorrichtung zum entfernen von partikeln aus dieselmotorenabgas
DE4303711B4 (de) * 1993-02-09 2004-02-05 Deutz Ag Dieselpartikelfiltersystem
DE4303709C2 (de) * 1993-02-09 2002-12-19 Deutz Ag Dieselpartikelfiltersystem
DE4303625B4 (de) * 1993-02-09 2005-02-10 Deutz Ag Verfahren zur Regeneration von Partikelfiltersystemen
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
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KR0145522B1 (ko) 1998-08-17
EP0417383A2 (fr) 1991-03-20
EP0417383A3 (en) 1991-05-02
DE59004756D1 (de) 1994-04-07
WO1991004394A1 (fr) 1991-04-04
KR920701619A (ko) 1992-08-12

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