EP0532044B1 - Brûleur pour un filtre à particules de gaz d'échappement d'un moteur diesel - Google Patents

Brûleur pour un filtre à particules de gaz d'échappement d'un moteur diesel Download PDF

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Publication number
EP0532044B1
EP0532044B1 EP92115610A EP92115610A EP0532044B1 EP 0532044 B1 EP0532044 B1 EP 0532044B1 EP 92115610 A EP92115610 A EP 92115610A EP 92115610 A EP92115610 A EP 92115610A EP 0532044 B1 EP0532044 B1 EP 0532044B1
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EP
European Patent Office
Prior art keywords
fuel
combustion air
main
supply opening
combustion chamber
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
EP92115610A
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German (de)
English (en)
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EP0532044A1 (fr
Inventor
Horst Jung
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.)
Eberspaecher Climate Control Systems GmbH and Co KG
Original Assignee
J Eberspaecher GmbH and Co KG
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Publication of EP0532044A1 publication Critical patent/EP0532044A1/fr
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Publication of EP0532044B1 publication Critical patent/EP0532044B1/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
    • F01N3/0253—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 adding fuel to exhaust gases
    • F01N3/0256—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 adding fuel to exhaust gases the fuel being ignited by electrical means
    • 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
    • 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 burner for generating the heat required for the thermal regeneration of particle filters for diesel engine exhaust gas (e.g. WO 88/09865).
  • the exhaust gas from diesel engines contains particles that mainly consist of soot. Efforts are being made to realistically find ways to retain these particles before the diesel engine exhaust gas is blown out, and the most promising way to do this is to use particle filters in the exhaust pipe of the diesel engine in question.
  • the particle filters become clogged more and more after a relatively short operating time of the diesel engine, so that the particle filters have to be freed from the particles held in them at relatively short time intervals.
  • the thermal regeneration of particle filters is known, in each case for a regeneration phase the temperature on the particle filter is increased by the supply of heat from a burner, that is to say brought to at least 650-700 ° C. as a rule, so that the particles held in the particle filter burn off.
  • burners for the thermal regeneration of particle filters are problematic.
  • a particular difficulty is that during the regeneration phase, the burners generally have to generate a very different amount of heat per unit of time, which essentially depends on the amount of exhaust gas just occurring per unit of time and the temperature of the exhaust gas in the area of the particle filter, the amount of exhaust gas per unit of time in turn depends essentially on the current speed of the diesel engine.
  • Another difficulty is that, at least at certain times during the regeneration phase, the burner must generate very large amounts of heat.
  • large-volume diesel engines such as those e.g. installed in trucks or buses, especially since the burner should also be as compact and space-saving as possible.
  • the invention has for its object to provide a burner for generating the heat required for the thermal regeneration of particle filters for diesel engine exhaust gas, the heating power can be controlled in a very wide range and which has a high maximum heating power with a compact structure.
  • a - preferably controllable - basic heating output is generated in the pre-combustion chamber, and the base heating output and the circumference of the main combustion chamber are generated by the basic heating output brought to high temperatures, or kept.
  • the main combustion chamber does not have its own electrical ignition device. Rather, the fuel-air mixture of the main combustion chamber ignites on its hot combustion chamber floor. As a result, the fuel supply and the combustion air supply to the main combustion chamber can be varied within a wide range, so that overall there is an extremely large heating output control range for the burner.
  • the burner according to the invention is primarily intended for the so-called full-flow regeneration of particle filters.
  • the full-flow regeneration takes place during operation of the diesel engine, the burner regulatingly generating so much heat that the exhaust gas has such a high temperature when it enters the particle filter that the particle filter is thermally regenerated.
  • the combustion air supply opening of the main combustion chamber and / or the combustion air supply opening of the pre-combustion chamber are preferably each connected to a combustion air blower or to a common combustion air blower. It is also preferred that these combustion air blowers or this common combustion air blower are designed so that the air delivery quantity per unit of time is a function of the speed of the diesel engine to which the particle filter to be regenerated is assigned, so that the air delivery quantity is greater at a higher speed of the diesel engine and vice versa, wherein an essentially existing proportionality between the speed of the diesel engine and the (respective) air delivery quantity is preferred.
  • This dependence of the air delivery quantity on the diesel engine speed can be achieved, for example, by a variable speed fan, which can be driven mechanically by the diesel engine.
  • Another possibility is to provide electrical, speed-adjustable fans.
  • Yet another possibility is to provide a point with a controllably variable flow cross-section somewhere in the flow path of the combustion air from the (respective) combustion air blower to the respective combustion
  • the fuel supply opening of the main combustion chamber and / or the fuel supply opening of the pre-combustion chamber are each connected to their own or to a common device for supplying fuel with pressure or almost without pressure.
  • This device is preferably a mechanically driven by the diesel engine or an electrically driven fuel pump. It is further preferred to design this device so that the fuel delivery quantity per unit time is a function of the number of stretches of the diesel engine to which the particle filter to be regenerated is assigned.
  • Preferred options are here also a device with controlled variable speed and a point with controlled variable flow cross-section, with additional reference being made to the statements above in connection with the combustion air supply.
  • the device for supplying the main fuel quantity such that its fuel supply quantity - preferably in addition to the dependency on the diesel engine speed - is a function of the exhaust gas temperature in the area of the particle filter. In this way, the exhaust gas temperature can be precisely regulated to the required regeneration temperature.
  • peripheral wall used in claim 1 does not imply a restriction to a substantially cylindrical configuration of the main combustion chamber and the pre-combustion chamber, although such a configuration is preferred.
  • the burner 2 shown in FIG. 1 has an essentially cylindrical main combustion chamber 4 and an essentially cylindrical pre-combustion chamber 6, which has a smaller diameter than the main combustion chamber 4, but need not necessarily have it.
  • the pre-combustion chamber 6 with its downstream, open end region 8 is inserted into the combustion chamber base 10 of the main combustion chamber 4 which has a corresponding opening there, the end region 8 of the pre-combustion chamber 6 projecting a little into the main combustion chamber 4.
  • the main combustion chamber 4 and the pre-combustion chamber 6 are provided with a common, aligned axis 12.
  • the main combustion chamber 4 On the right in FIG. 1, the main combustion chamber 4 has its downstream, open end region 14, which is connected to the actual particle filter (see FIG. 2).
  • annular flange 16 is provided, with which the burner 2 can be attached, for example, to the assigned particle filter.
  • a fuel supply nozzle 18 is radially attached with a nozzle-like opening 20 near its end on the combustion chamber side.
  • a combustion air line opens into the peripheral wall of the main combustion chamber 4 in a substantially tangential direction with its combustion air supply opening 22.
  • the combustion air supply opening 22 and the fuel nozzle 20 are located a little way in the axial direction downstream from the downstream end of the pre-combustion chamber .
  • a further combustion air line opens into the peripheral wall of the pre-combustion chamber 6 in a substantially tangential direction with a combustion air supply opening 24.
  • the combustion air supply opening 24 has a smaller flow cross section than the combustion air supply opening 22.
  • the pre-combustion chamber Upstream of the combustion air supply opening 24, i.e. further to the left in FIG. 1, the pre-combustion chamber has a radially attached, hollow connection piece 26, into which a glow plug 28 is screwed from the outside as an electrical ignition device.
  • a fuel line 32 with a fuel supply opening 34 opens into an annular space 30 between the filament of the glow plug 28 and the inner circumference of the connecting piece 26.
  • the fuel supply opening 34 in the connecting piece 26 or to the pre-combustion chamber 6 has a smaller flow cross section than the fuel Feed opening 20 or nozzle to the main combustion chamber 4.
  • the combustion flame can be limited to the interior of the pre-combustion chamber 6 or can extend a little into the main combustion chamber 4.
  • the end region of the pre-combustion chamber 6 protruding into the main combustion chamber 4 and the remaining combustion chamber bottom 10 of the main combustion chamber 4 adjoining it radially on the outside are at a high temperature as a result of the combustion described.
  • the amount of fuel supplied to the pre-combustion chamber 6 is called the basic fuel amount
  • the amount of combustion air supplied to the pre-combustion chamber 6 is called the basic combustion air amount.
  • Fuel that is supplied to the main combustion chamber 4 through the nozzle 20 evaporates in the hot, upstream end region of the main combustion chamber 4 and mixes with the combustion air supplied through the supply opening 22 and ignites on the combustion gases from the pre-combustion chamber 6 or at the hot end region 8 of the pre-combustion chamber.
  • the amount of fuel supplied through the nozzle 20 is called the main fuel amount
  • the amount of combustion air supplied through the orifice 22 is called the main combustion air amount.
  • FIG. 2 shows how the burner 2 described above is attached to an essentially cylindrical particle filter 40 on one end face in alignment with the longitudinal axis of the particle filter 40.
  • a particle filter body 42 for example in the form of a ceramic filter body, is arranged in the particle filter housing.
  • the exhaust gas of a diesel engine flows through an exhaust pipe 46 to a space 44 in front of the filter body 42.
  • the exhaust gas flows out of the particle filter 40 through an exhaust line 48 leading away at the end.
  • the main combustion chamber 4 of the burner 2 opens into the space 44, and the burner 2 is attached to the end face of the particle filter 40 opposite the exhaust gas line 48.
  • FIG. 2 also shows a blower 50 which is connected via lines 52 and 54 to the combustion air supply openings 22 and 24 described above.
  • a fuel pump 56 can also be seen, which is connected via fuel lines 58 and 60 to the fuel supply openings 20 and 34 described above.
  • a control valve 62 is arranged in the fuel line 58, which leads to the fuel supply opening 20 of the main combustion chamber 4.
  • an electrical control device 64 can be seen, to which a temperature sensor 66 in the space 44 of the particle filter 40, the blower 50, the fuel pump 56 and the control valve 62 are connected.
  • the blower 50 and the fuel pump 56 are designed such that they deliver increasing amounts of combustion air or fuel at the speed of the diesel engine to which the particle filter 40 is assigned.
  • the amount of fuel supplied per unit of time through the combustion supply opening 20 of the main combustion chamber 4 can also be regulated by means of the control valve 62.

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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 (9)

  1. Brûleur (2) pour produire la chaleur nécessaire à la régénération thermique de filtres à particules (40) pour moteurs Diesel, caractérisé en ce que
    a) il présente une chambre de combustion principale (4), dans la paroi périphérique de laquelle sont prévues une ouverture d'arrivée du combustible (20) pour une quantité principale de combustible et une ouverture d'arrivée de l'air de combustion (22) pour une quantité principale d'air de combustion;
    b) une chambre de précombustion (6) est rapportée au fond (10) de la chambre de combustion principale (4);
    c) une tubulure (26) creuse et saillante est prévue sur la paroi périphérique de la chambre de précombustion (6), dans laquelle est placé un dispositif d'allumage électrique (28), et qui présente une ouverture d'arrivée du combustible (34) pour une quantité de base de combustible, et en ce que
    d) une ouverture d'arrivée de l'air de combustion (24) pour une quantité de base d'air de combustion est prévue dans la paroi périphérique de la chambre de précombustion (6).
  2. Brûleur selon la revendication 1, caractérisé en ce que l'ouverture d'arrivée du combustible (20) de la chambre de combustion principale (4) est raccordée à un ventilateur pour l'air de combustion (50) dont la quantité d'air fournie par unité de temps est fonction du régime du moteur Diesel auquel est associé le filtre à particules (40) à régénérer.
  3. Brûleur selon au moins l'une des revendications 1 et 2, caractérisé en ce que l'ouverture d'arrivée de l'air de combustion (24) de la chambre de précombustion (6) est raccordée à un ventilateur pour l'air de combustion (50) dont la quantité d'air fournie par unité de temps est fonction du régime du moteur Diesel auquel est associé le filtre à particules (40) à régénérer.
  4. Brûleur selon au moins l'une des revendications 1 à 3, caractérisé en ce qu'un ventilateur pour l'air de combustion commun est prévu pour la quantité principale d'air de combustion et la quantité de base d'air de combustion, la section transversale de l'arrivée de la quantité principale d'air de combustion étant supérieure à la section transversale de l'arrivée de la quantité de base d'air de combustion.
  5. Brûleur selon au moins l'une des revendications 1 à 4, caractérisé en ce que l'ouverture d'arrivée de l'air de combustion (22) de la chambre de combustion principale (4) et/ou l'ouverture d'arrivée de l'air de combustion (24) de la chambre de précombustion débouche(nt) avec une composante tangentielle.
  6. Brûleur selon au moins l'une des revendications 1 à 5, caractérisé en ce que l'ouverture d'arrivée du combustible (20) de la chambre de combustion principale (4) est raccordée à un dispositif (56) pour amener la quantité principale de combustible dont la quantité fournie par unité de temps est fonction du régime du moteur Diesel auquel est associé le filtre à particules (40) à régénérer.
  7. Brûleur selon au moins l'une des revendications 1 à 6, caractérisé en ce que l'ouverture d'arrivée du combustible (34) de la chambre de précombustion (6) est raccordée à un dispositif (56) pour amener la quantité de base de combustible, dont la quantité fournie par unité de temps est fonction du régime du moteur Diesel auquel est associé le filtre à particules (40) à régénérer.
  8. Brûleur selon les revendications 6 et 7, caractérisé en ce qu'est prévu un dispositif commun (56) pour amener la quantité principale de combustible et la quantité de base de combustible.
  9. Brûleur selon l'une des revendications 1 à 8, caractérisé en ce que l'ouverture d'arrivée du combustible (20) de la chambre de combustion principale (4) est raccordée à un dispositif (56, 58, 62) pour amener la quantité principale de combustible, dont la quantité fournie est fonction de la température des gaz d'échappement dans la zone du filtre à particules (40).
EP92115610A 1991-09-12 1992-09-11 Brûleur pour un filtre à particules de gaz d'échappement d'un moteur diesel Expired - Lifetime EP0532044B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4130377A DE4130377A1 (de) 1991-09-12 1991-09-12 Brenner fuer dieselmotorenabgas-partikelfilter
DE4130377 1991-09-12

Publications (2)

Publication Number Publication Date
EP0532044A1 EP0532044A1 (fr) 1993-03-17
EP0532044B1 true EP0532044B1 (fr) 1995-01-11

Family

ID=6440463

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92115610A Expired - Lifetime EP0532044B1 (fr) 1991-09-12 1992-09-11 Brûleur pour un filtre à particules de gaz d'échappement d'un moteur diesel

Country Status (5)

Country Link
EP (1) EP0532044B1 (fr)
AT (1) ATE117050T1 (fr)
CA (1) CA2078018A1 (fr)
DE (2) DE4130377A1 (fr)
ES (1) ES2067282T3 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4218629A1 (de) * 1992-06-05 1993-12-16 Eberspaecher J Brennkammer, insbesondere für die Partikelfilterregenerierung in einer Kraftfahrzeug-Abgasanlage
DE4319213C2 (de) * 1993-06-09 1995-04-20 Eberspaecher J Brenner zur motorunabhängigen Aufheizung eines im Abgasstrang eines Fahrzeugmotors angeordneten Katalysators
DE4325906C2 (de) * 1993-08-02 1995-08-24 Daimler Benz Ag Vorrichtung zur Regenerierung eines im Abgastrakt einer Brennkraftmaschine eingesezten Partikelfilters
DE102005037969A1 (de) * 2005-08-11 2007-02-15 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung zur Heißgaserzeugung im Abgasstrang eines Verbrennungsmotors
DE102008049153A1 (de) * 2008-09-26 2010-04-01 Deutz Ag Brennkraftmaschine mit einem Abgasnachbehandlungssystem und einer Kurbelgehäuseentlüftung
DE102010037293A1 (de) * 2010-09-02 2012-03-08 Hjs Emission Technology Gmbh & Co. Kg Verfahren zum Betreiben eines Abgasbrenners sowie Abgasreinigungsanlage mit einem solchen Brenner
CN112393273A (zh) * 2020-12-04 2021-02-23 重庆超力高科技股份有限公司 预混型燃烧器

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4270936A (en) * 1980-01-18 1981-06-02 General Motors Corporation Coiled fibrous metallic material and coating for diesel exhaust particulate trap
DE3410716A1 (de) * 1984-03-23 1985-10-03 Fa. J. Eberspächer, 7300 Esslingen Brennkammer fuer heizeinrichtungen
DE3638203A1 (de) * 1986-11-08 1988-05-19 Kloeckner Humboldt Deutz Ag Fremdregenerierbarer russfilter fuer die abgasanlage einer dieselbrennkraftmaschine
DE3728712A1 (de) * 1987-08-28 1989-03-09 Webasto Ag Fahrzeugtechnik Brenner fuer schwer-zuendliche gemische
DE3729861C2 (de) * 1987-09-05 1995-06-22 Deutsche Forsch Luft Raumfahrt Verfahren zum Betreiben einer Rußfiltervorrichtung für einen Dieselmotor und Rußfiltervorrichtung zur Durchführung dieses Verfahrens
DE3732492A1 (de) * 1987-09-26 1989-04-13 Bosch Gmbh Robert Zuendbrenner fuer eine vorrichtung zum verbrennen von festkoerperpartikeln im abgas von brennkraftmaschinen
DE3828248A1 (de) * 1988-08-19 1990-02-22 Webasto Ag Fahrzeugtechnik Verfahren zum betreiben eines brenners und brenner hierfuer

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
WO 88/09865 *

Also Published As

Publication number Publication date
ES2067282T3 (es) 1995-03-16
DE4130377A1 (de) 1993-03-18
EP0532044A1 (fr) 1993-03-17
DE59201187D1 (de) 1995-02-23
CA2078018A1 (fr) 1993-03-13
ATE117050T1 (de) 1995-01-15

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