EP1910653A1 - Dispositif et procede de regeneration d'un filtre a particules - Google Patents

Dispositif et procede de regeneration d'un filtre a particules

Info

Publication number
EP1910653A1
EP1910653A1 EP06763445A EP06763445A EP1910653A1 EP 1910653 A1 EP1910653 A1 EP 1910653A1 EP 06763445 A EP06763445 A EP 06763445A EP 06763445 A EP06763445 A EP 06763445A EP 1910653 A1 EP1910653 A1 EP 1910653A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
valve
control valve
pressure control
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.)
Withdrawn
Application number
EP06763445A
Other languages
German (de)
English (en)
Inventor
Nestor Rodriguez-Amaya
Volker Reusing
Stefan Stein
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
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1910653A1 publication Critical patent/EP1910653A1/fr
Withdrawn legal-status Critical Current

Links

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
    • 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
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • 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
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • 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
    • F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
    • F01N2260/04—Exhaust treating devices having provisions not otherwise provided for for regeneration or reactivation, e.g. of catalyst
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1446—Means for damping of pressure fluctuations in the delivery system, e.g. by puffer volumes or throttling

Definitions

  • the invention relates to a device for regeneration, for Tempe- raturbeetzung and / or thermal management of an exhaust system associated with an internal combustion engine, preferably a vehicle, the internal combustion engine is designed in particular as a diesel engine, with at least one depending on the pressure of fuel supplied preferably in Schnarr réelle operating injector for injecting the regeneration, the temperature application and / or the thermal management serving fuel into the exhaust system of the internal combustion engine.
  • a particulate filter in an exhaust system of an internal combustion engine of a vehicle.
  • the particulate filter acts as a soot filter and, due to its filtering effect, lowers the particulate matter load.
  • the regeneration takes place by increasing the temperature, as a result of which the particles, in particular soot particles, burn.
  • the temperature increase is carried out by injecting fuel, for example diesel, into the exhaust gas tract.
  • the injected fuel reaches an oxidation catalytic converter located in front of the particulate filter.
  • the fuel entering the oxidation catalyst leads to an exhaust gas temperature. increase in temperature, so that correspondingly hot exhaust gases reach the downstream particle filter and cause the regeneration there.
  • the pressure control valve By means of the pressure control valve, troublesome pressure fluctuations which prevent or disturb the operation, in particular the snoring operation, of the injection valve can be eliminated. Therefore, upstream of the fuel injector, the pressure control valve is disposed upstream of the injector.
  • the injection valve operates in dependence on the pressure of the supplied fuel, that is, the pressure of the fuel exceeds a certain predetermined value, the injector opens and injects a quantity of fuel into the exhaust system. As a result, the pressure in the delivery system decreases, so that the injection valve closes again.
  • the injector opens rhythmically, resulting in the so-called, already mentioned Schnarr memori.
  • the pressure control valve reduces or eliminates the pressure fluctuations and / or pressure peaks, so that a reliable snore operation of the injection valve is possible.
  • the mentioned pressure fluctuations in the supply system of the fuel originate, inter alia, for example, from the fuel pump, which may be designed as a gear pump.
  • the individual delivery teeth of the pump lead to corresponding pressure peaks, which are transmitted to the entire system.
  • the fuel injection system also tem to supply the cylinder of the engine from its high pressure circuit to the associated low-pressure circuit and thus to the fuel supply system.
  • Injector valve and pressure control valve are preferably located in said low-pressure circuit, which-in relation to the injection system of the cylinders of the internal combustion engine-performs an advance, for example at a pressure of approximately 4 bar.
  • the respective operating state of the internal combustion engine has an effect on the low-pressure circuit which produces the fuel, since a mechanical pump coupling with the internal combustion engine is present in a mechanical pump, ie higher engine speeds lead to a correspondingly higher pump speed than lower engine speeds. If an electric pump is used as a fuel pump, the fluctuations caused by it are not or only negligibly small. The remaining pressure fluctuation quantities remain however.
  • the pressure control valve is a valve which operates as a function of the supplied pressure. Accordingly, it opens automatically at an adjustable opening pressure and closes again when the supplied pressure is less than the opening pressure. In this way, opening conditions of the pressure control valve are achieved due to the pressure increases or pressure peaks, resulting in the pressure relief and thus to a pressure equalization, that is, the injection valve is supplied with a "calmed" fuel pressure.
  • a development of the invention provides that the pressure control valve upstream of an inlet throttle. It is therefore upstream of the pressure control valve and already causes a certain pressure equalization.
  • the throttle therefore acts as a support to the pressure control valve.
  • the throttle is also necessary to the pressure level of the low pressure circuit not or only insignificantly influence.
  • the pressure control valve is preceded by a settling volume.
  • the settling volume upstream of the pressure control valve also exerts an equalization function on the fuel pressure in the low pressure circuit and accordingly forms a separate or additional offset measure for the fuel pressure.
  • the injection valve is a spring-loaded first valve.
  • the pressure control valve is a spring-loaded second valve.
  • these are mechanical valves which, due to the spring equipment, open and close as soon as the pending pressure exceeds a determinable value.
  • the opening pressures of the two said valves, ie the injection valve and the pressure control valve are coordinated with one another in such a way that a prompt and reliable snapping operation of the injection valve occurs, that is, the pressure control valve assumes an effective pressure equalization function.
  • the pressure characteristics, ie the opening pressure values of the two mentioned valves can be chosen to be different.
  • the injection valve is preceded by a safety valve preventing the fuel supply.
  • This safety valve is accordingly upstream of the injection valve and has the task in certain situations, for example in an accident of driving To stop the fuel supply, so that there is no uncontrolled leakage of fuel into the exhaust system.
  • the injection valve is preceded by a metering valve that determines the amount of fuel.
  • the metering valve located upstream of the injector determines periods of time during which regeneration of the particulate filter is to be accomplished by opening and allowing fuel injection into the exhaust system.
  • the amount of fuel introduced in each case by the injection valve can also be determined by means of the metering metering valve. This can be controlled or regulated and dependent on the respective operating state of the motor vehicle.
  • the component associated with the exhaust system may be a particulate filter to filter exhaust particles.
  • the component is a NO ⁇ memory.
  • a temperature control in particular a thermal management, ie the temperature situation can be influenced as desired in the exhaust gas system. If a diesel engine is used as the internal combustion engine, then the particle filter forms a diesel particle filter. This prevents the escape of diesel soot into the environment, that is, the particulate matter pollution is reduced.
  • the injection valve and the pressure control valve are arranged in a low-pressure region of a fuel injection system of the internal combustion engine. This has already been pointed out above.
  • the invention relates to a method for operating the device explained above.
  • the invention relates to a method for regeneration of an exhaust system associated particulate filter of an internal combustion engine, preferably a vehicle, with at least one depending on the pressure of fuel supplied preferably in the snare operating injection valve for injecting regeneration serving fuel into the exhaust system of the internal combustion engine upstream of the injector pressure fluctuations in the fuel are diverted.
  • FIG. 1 shows a hydraulic circuit diagram of the device for regeneration of a particulate filter of an exhaust system of an internal combustion engine of a vehicle
  • Figure 2 shows two diagrams of a first embodiment of the invention
  • FIG. 3 shows two diagrams of a second embodiment of the invention.
  • FIG. 1 shows a section of a low-pressure circuit 1 of a fuel supply of a motor vehicle not shown in detail.
  • the low-pressure circuit 1 is fed by a non-illustrated mechanical fuel supply pump.
  • the pump delivers fuel from the tank of the motor vehicle and supplies it to the fuel injection system of the motor vehicle at low pressure (for example 4 bar), the fuel injection system having a high-pressure circuit in order to be able to inject the fuel into the cylinders of an internal combustion engine (not shown) of the vehicle.
  • the fuel is, in particular, diesel fuel for a diesel engine of the vehicle.
  • the low-pressure circuit 1 is connected to the upstream side of an inlet throttle 2, whose downstream side leads to a calming volume 3. This is followed, on the one hand, by an injection valve 6 and, on the other hand, by a pressure control valve 8.
  • the calming volume 3 is a space filled with fuel whose dimensions are selected to be so great that damping pressure waves, pressure peaks and pressure fluctuations of the fuel in the low pressure circuit 1 are acted upon , A corresponding effect also exerts the inlet throttle 2.
  • inlet throttle 2, calming volume 3 and the pressure control valve 8 explained in more detail below result in a calmed, sufficiently free from pressure peaks, pressure fluctuations and the like preferably adjustable operating pressure results.
  • a gear pump can produce, for example, pressure peaks of 20 bar in the millisecond range. From this it is clear that these pressure peaks are well above the average pressure value of the low-pressure circuit (as mentioned above, for example, 4 bar).
  • a safety valve 4 is connected, which can shut off the fuel supply, for example, in an emergency, inter alia, in an accident to prevent the leakage / ejection of fuel.
  • the downstream side of the safety valve 4 is connected to the upstream side of a metering valve 5.
  • the metering valve 5 can be controlled or controlled so that a desired amount of fuel per unit time passed through and the injection valve 6 is supplied.
  • the injection valve 6 is arranged such that it injects fuel into an exhaust system, not shown, of the internal combustion engine. Downstream of the injection valve 6 is located in the exhaust system an unillustrated oxidation catalyst, the exhaust gas temperature in the exhaust system increases so much when injecting fuel that a downstream of the oxidation catalyst arranged in the exhaust system particulate filter is regenerated, that is burned by the increase in temperature filtered particles, such as soot and other fine dust, so that after the regeneration phase, the particle filter is available cleaned. Such regeneration is carried out in normal operation of the motor vehicle about every 500 to 1000 kilometers. The temperature in the particle filter during regeneration reaches about 550 to 600 0 C.
  • the upstream side of the pressure control valve 8 is connected to the maintenance volume 3.
  • the downstream side 9 of the pressure control valve 8 leads into the tank of the motor vehicle.
  • a fuel line 12 leads from the settling volume 3 to the upstream end of the safety valve 4.
  • the downstream end of the safety valve 4 is connected via a fuel line 13 to the upstream end of the metering valve 5.
  • the downstream end of the metering valve 5 communicates via a fuel line 14 with the upstream end of the injection valve 6 in connection.
  • the downstream end 15 of the injection valve 6 serves to inject fuel into the exhaust system, not shown.
  • the upstream end of the pressure control valve 8 is connected to the settling volume 3 via a fuel line 16.
  • a fuel line 17 connected to the downstream end 9 of the pressure control valve 8 serves to return the fuel and preferably leads into the tank of the motor vehicle.
  • the safety valve 4 and the metering valve 5 are preferably electrically controllable or adjustable and can accordingly be adapted to the respective driving situation and the present circumstances with respect to their function.
  • the injection valve 6 and the pressure control valve 8 are spring-loaded valves, that is, due to the corresponding spring biasing forces the respective valve opens only when an adjustable operating pressure (opening pressure) is exceeded.
  • the supplied fuel must accordingly have a certain pressure value.
  • the fuel pressure peaks, pressure waves, etc., that is, there is no constant pressure value there.
  • the pressure and the pressure peaks of the fuel in the settling volume 3 are slightly reduced due to the inlet throttle 2. Further, due to the inlet throttle 2 and the volume of the settling volume 3, an additional damping is effected on the pressure fluctuation peaks of the fuel and fed via the fuel lines 12, 13 and 14 and the safety valve 4 and the metering valve 5 to the injection valve 6. Should one Regeneration of the particulate filter are performed in the exhaust system, so the metering valve 5 is in the open position, whereby the spring-loaded injector 6 opens and fuel is injected into the exhaust system.
  • the pressure control valve 8 ensures by the Absteuem of pressure peaks to a homogenization. Whenever there is an increase in pressure, the spring-loaded pressure control valve 8 opens and controls a corresponding amount of fuel via the fuel line 17 back into the tank of the motor vehicle. This leads to a corresponding pressure reduction in the settling volume 3, with the result that the injection valve 6, a sufficiently constant fuel pressure can be offered to perform the Schnarr memori. If the corresponding pressure peak is reduced by opening the pressure control valve 8, it closes again until a repeated fuel pressure peak causes a repeated opening.
  • the pressure control valve 8 has a compensating effect on pressure peaks, pressure waves, etc. of the fuel in the system injecting the injection valve 6 and exerts an adjusting effect on the pressure level.
  • the latter means that by appropriate design of the components, the pressure level can be adjusted.
  • the object of the invention can be used in all known injection systems, regardless of their design, so that there is a correspondingly wide range of applications. It is preferably connected to the respective low-pressure circuit.
  • the snore operation of the injection valve 6 can produce a very good atomization of the fuel in the exhaust system. Good spray preparation is required to vaporize the fuel, especially the diesel fuel, completely in the exhaust tract.
  • Due to the pressure control valve 8 according to the invention can cause a much less fluctuating low pressure in the feed of the injection valve 6, so that the Schnarr congress can be achieved properly and safely.
  • the aim of the invention is that the injection valve 6 should not follow the existing pressure fluctuations of the system, but receives the Schnarr plante, that is, due to the compensation effect of the pressure control valve 8 is an influence on the operation of the injection valve. 6
  • the pressure control valve 8 for example, between the safety valve 4 and the metering valve 5 or downstream of the metering valve 5, so between the metering valve 5 and injection valve 6 may be arranged.
  • FIGS. 2 and 3 illustrate the function of the article of the invention, which has already been explained in more detail above.
  • the pressure (ordinate) over time (abscissa) is shown.
  • the lower diagrams of FIGS. 2 and 3 show a valve needle path (ordinate) over time (abscissa).
  • FIG. 2 shows a system according to FIG. 1 which operates with a low pressure of 4 bar (mean value). In FIG. 3, this mean value is 3 bar.
  • the reference numeral 18 denotes the pressure of the fuel in the low-pressure circuit 1 (p inlet system).
  • reference numeral 19 of the fuel pressure curve is provided as it is present at the upstream end of the injection valve 6, ie in the fuel line 14 (p inlet HCIV).
  • the pressure at the pressure control valve 8 is characterized (p at pressure control valve).
  • reference numeral 21 denotes the valve lift of the metering valve 5 (lift EV14).
  • the reference numeral 22 denotes the valve lift of the injection valve 6 (lift HCIV).

Landscapes

  • 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)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un dispositif de régénération destiné à l'exposition à une température définie et/ou à la gestion thermique d'un composant d'un moteur à combustion interne, composant associé à un système de gaz d'échappement, de préférence d'un véhicule. Ce dispositif comprend au moins une soupape d'injection fonctionnant en fonction de la pression du carburant cédé, de préférence, en mode de ronflement, et qui permet d'injecter dans le système de gaz d'échappement du moteur à combustion interne du carburant servant à la régénération, à l'exposition à une température définie et/ou à la gestion thermique. L'invention est caractérisée en ce qu'au moins une soupape de commande de pression (8) implantée en amont de la soupape d'injection (6), amortissant ou éliminant les variations de pression. L'invention concerne également un procédé correspondant.
EP06763445A 2005-07-26 2006-06-01 Dispositif et procede de regeneration d'un filtre a particules Withdrawn EP1910653A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005034704A DE102005034704A1 (de) 2005-07-26 2005-07-26 Vorrichtung und Verfahren zur Regeneration eines Partikelfilters
PCT/EP2006/062820 WO2007012512A1 (fr) 2005-07-26 2006-06-01 Dispositif et procede de regeneration d'un filtre a particules

Publications (1)

Publication Number Publication Date
EP1910653A1 true EP1910653A1 (fr) 2008-04-16

Family

ID=36808760

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06763445A Withdrawn EP1910653A1 (fr) 2005-07-26 2006-06-01 Dispositif et procede de regeneration d'un filtre a particules

Country Status (6)

Country Link
US (1) US8256209B2 (fr)
EP (1) EP1910653A1 (fr)
JP (1) JP4848010B2 (fr)
CN (1) CN101233303B (fr)
DE (1) DE102005034704A1 (fr)
WO (1) WO2007012512A1 (fr)

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DE102005034704A1 (de) 2007-02-01
US20080202102A1 (en) 2008-08-28
JP4848010B2 (ja) 2011-12-28
CN101233303B (zh) 2012-10-17
JP2009503328A (ja) 2009-01-29
US8256209B2 (en) 2012-09-04
WO2007012512A1 (fr) 2007-02-01
CN101233303A (zh) 2008-07-30

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