EP2087216A1 - Device for homogenizing fuel in the gases in an exhaust system - Google Patents

Device for homogenizing fuel in the gases in an exhaust system

Info

Publication number
EP2087216A1
EP2087216A1 EP07858736A EP07858736A EP2087216A1 EP 2087216 A1 EP2087216 A1 EP 2087216A1 EP 07858736 A EP07858736 A EP 07858736A EP 07858736 A EP07858736 A EP 07858736A EP 2087216 A1 EP2087216 A1 EP 2087216A1
Authority
EP
European Patent Office
Prior art keywords
sealing surface
deflection member
passage
fuel
exhaust
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Withdrawn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
EP07858736A
Other languages
German (de)
French (fr)
Inventor
Laurent Castaignede
David Pouget
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.)
Renault SAS
Original Assignee
Renault SAS
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 Renault SAS filed Critical Renault SAS
Publication of EP2087216A1 publication Critical patent/EP2087216A1/en
Withdrawn legal-status Critical Current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
    • F01N3/08—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
    • F01N3/28—Construction of catalytic reactors
    • F01N3/2892—Exhaust flow directors or the like, e.g. upstream of catalytic device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01F—MIXING, e.g. DISSOLVING, EMULSIFYING OR DISPERSING
    • B01F23/00—Mixing according to the phases to be mixed, e.g. dispersing or emulsifying
    • B01F23/20—Mixing gases with liquids
    • B01F23/21—Mixing gases with liquids by introducing liquids into gaseous media
    • B01F23/213—Mixing gases with liquids by introducing liquids into gaseous media by spraying or atomising of the liquids
    • B01F23/2132—Mixing gases with liquids by introducing liquids into gaseous media by spraying or atomising of the liquids using nozzles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01F—MIXING, e.g. DISSOLVING, EMULSIFYING OR DISPERSING
    • B01F25/00—Flow mixers; Mixers for falling materials, e.g. solid particles
    • B01F25/20—Jet mixers, i.e. mixers using high-speed fluid streams
    • B01F25/25—Mixing by jets impinging against collision plates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01F—MIXING, e.g. DISSOLVING, EMULSIFYING OR DISPERSING
    • B01F25/00—Flow mixers; Mixers for falling materials, e.g. solid particles
    • B01F25/30—Injector mixers
    • B01F25/31—Injector mixers in conduits or tubes through which the main component flows
    • B01F25/314—Injector mixers in conduits or tubes through which the main component flows wherein additional components are introduced at the circumference of the conduit
    • B01F25/3141—Injector mixers in conduits or tubes through which the main component flows wherein additional components are introduced at the circumference of the conduit with additional mixing means other than injector mixers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01F—MIXING, e.g. DISSOLVING, EMULSIFYING OR DISPERSING
    • B01F25/00—Flow mixers; Mixers for falling materials, e.g. solid particles
    • B01F25/40—Static mixers
    • B01F25/42—Static mixers in which the mixing is affected by moving the components jointly in changing directions, e.g. in tubes provided with baffles or obstructions
    • B01F25/43—Mixing tubes, e.g. wherein the material is moved in a radial or partly reversed direction
    • B01F25/431—Straight mixing tubes with baffles or obstructions that do not cause substantial pressure drop; Baffles therefor
    • B01F25/4315—Straight mixing tubes with baffles or obstructions that do not cause substantial pressure drop; Baffles therefor the baffles being deformed flat pieces of material
    • 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
    • F01N3/18—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 methods of operation; Control
    • F01N3/20—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 methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01F—MIXING, e.g. DISSOLVING, EMULSIFYING OR DISPERSING
    • B01F25/00—Flow mixers; Mixers for falling materials, e.g. solid particles
    • B01F25/40—Static mixers
    • B01F25/42—Static mixers in which the mixing is affected by moving the components jointly in changing directions, e.g. in tubes provided with baffles or obstructions
    • B01F25/43—Mixing tubes, e.g. wherein the material is moved in a radial or partly reversed direction
    • B01F25/431—Straight mixing tubes with baffles or obstructions that do not cause substantial pressure drop; Baffles therefor
    • B01F25/43197—Straight mixing tubes with baffles or obstructions that do not cause substantial pressure drop; Baffles therefor characterised by the mounting of the baffles or obstructions
    • B01F25/431974—Support members, e.g. tubular collars, with projecting baffles fitted inside the mixing tube or adjacent to the inner wall
    • 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
    • F01N3/033—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 in combination with other devices
    • F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters

Definitions

  • the invention generally relates to internal combustion engines provided with exhaust gas filtering devices.
  • the invention relates more particularly to the exhaust lines including an exhaust pipe and a fuel injector opening into this exhaust pipe.
  • the exhaust pipes of internal combustion engines are generally provided with an oxidation catalyst followed, in the flow direction of the flue gases, with a particulate filter.
  • the oxidation catalyst is designed to oxidize hydrocarbons and carbon monoxide from the combustion of fuel and fresh air into the combustion chamber to prevent their being released into the atmosphere.
  • the particulate filter allows to filter and store a large part of the polluting particles (soot) rejected by the engine.
  • the flue gas evacuates with difficulty from the exhaust pipe, which generates an overpressure of the flue gas which is detrimental to the operation of the internal combustion engine.
  • the invention aims to solve one or more of these disadvantages.
  • the invention thus relates to a device for homogenizing fuel in the gas of an exhaust line, which comprises:
  • a substantially flat sealing surface surrounding a passage surrounding a passage; a deflection member protruding into the passageway from the sealing surface and projecting from the plane of the sealing surface, the sealing surface and the deflection member being formed from a single taking.
  • the sealing surface and the deflection member consist of a metallic material.
  • the sealing surface and the deflection member are formed in one piece by molding.
  • the sealing surface and the deflection member are formed in one piece by stamping. According to yet another variant, several of said deflection members pass right through the passage and each have a fin.
  • said fins are substantially parallel to each other.
  • the deflection member has an end portion having a free edge and a tongue inclined relative to the sealing surface, the tongue joining the end portion to the sealing surface and having a width smaller than that of the terminal part.
  • the tongue is twisted.
  • the deflection member passes through most of the passage and has a free edge.
  • the invention also relates to an exhaust line, comprising: an exhaust pipe comprising first and second assembled pipes;
  • the exhaust line comprises a fuel injector opening into the first pipe, an oxidation catalyst followed by a particle filter connected to the second pipe.
  • FIGS. 1 to 5 illustrate perspective views of various fuel homogenization devices according to the invention, seen from upstream;
  • FIG. 6 illustrates a schematic overall view of a diesel-type combustion engine implementing such a homogenization device;
  • FIG. 7 illustrates a sectional view of a homogenization device arranged in an exhaust duct.
  • the invention proposes a device for homogenizing fuel in the gas of an exhaust line comprising a gas passage surrounded by a sealing surface.
  • a deflector member protrudes inwardly of the passageway from the sealing surface and protrudes from the plane of the sealing surface, the deflection member and the sealing surface being formed integrally.
  • the monobloc structure of the homogenization device makes its manufacture industrially at a reduced cost, for example by stamping or molding. This solution also makes it possible to reduce the size and / or the precious metal load of the catalyst.
  • FIG. 1 illustrates a first variant of a homogenization device 1 according to the invention.
  • This device 1 comprises a substantially flat sealing surface 2 surrounding a passage 4 intended to be traversed by exhaust gas.
  • the device 1 comprises a deflection member 3 projecting inside the passage 4 from the surface 2, and projecting from the plane of this surface 2.
  • the surface of sealing and the deflection member are advantageously made of a metallic material. It can thus intercept a jet of fuel passing through the exhaust line while generating a reduced pressure drop on the flow of gas.
  • the geometry of the illustrated member 3 is a tongue having an identical width over most of its length. This tongue passes through most of the passage and has a free edge. This tongue forms as a springboard for the flow. This shape creates a winding of gas on both sides which promotes mixing. The member 3 is overhanging the center of the passage 4. This promotes evaporation by raising the jet of fuel towards the center of the flow.
  • FIG. 2 illustrates a second variant of a homogenization device 1 according to the invention.
  • the device 1 comprises two deflection members 31 and 32 passing right through the passage 4.
  • the deflection members 31 and 32 each have a fin protruding from the plane of the surface 2 in opposite directions. This structure makes it possible to constitute two stages of fuel vaporization completing the effect of the walls of the exhaust line.
  • the fins illustrated are substantially parallel.
  • Figure 3 illustrates a variant similar to that of Figure 2.
  • This variant has four deflection members 31 to 34, to further increase the number of vaporization stage.
  • Each deflection member has a fin, the fins being substantially parallel.
  • the deflector member has an end portion 35 having a free edge.
  • a tongue 36 inclined relative to the sealing surface joins the end portion 35 to the sealing surface 2.
  • This tongue 36 has a width less than that of the end portion 35. Since the end portion 35 is at the heart of the gas flow, the vaporization of the fuel is substantially improved in this zone.
  • the tongue 36 is twisted, for example following a twisting performed during the shaping. It is thus possible to significantly reduce the stopping of the fuel film deposited on the flanks and migrating in the direction of the gases.
  • the tongue 36 is not twisted.
  • the end portion 35 in these examples is flat, it is also conceivable to make it curved in one direction or another.
  • FIG. 6 illustrates a schematic overview of a diesel-type internal combustion engine implementing a homogenization device according to the invention.
  • the internal combustion engine 10 comprises a combustion chamber 11 defined by four cylinders 12. Upstream of the combustion chamber 11, the engine 10 comprises an intake line 20 of fresh air. This intake line 20 draws fresh air directly into the atmosphere and the filter by means of an air filter 21. It extends to an air distributor 22 which opens onto four intake channels 23 each connected to one of the cylinders 12 of the combustion chamber 11.
  • the intake line 20 further comprises a compressor 37 of a turbocharger 30 which compresses the fresh air filtered by the air filter 21 for the injecting under pressure into the air distributor 22.
  • the internal combustion engine 10 Downstream of the combustion chamber 11, the internal combustion engine 10 comprises an exhaust line 40 of burnt gases extending from an exhaust manifold 41 connected by four exhaust channels 42 to each of the cylinders 12 of the combustion chamber 11, to the catalytic converter 45.
  • This catalytic converter 45 here internally comprises an oxidation catalyst 46 followed, in the flow direction of the flue gas, d a particulate filter 47.
  • the oxidation catalyst 46 is particularly suitable for oxidizing HC hydrocarbons and CO carbon monoxide contained in the flue gases flowing in the exhaust line 40.
  • the particulate filter 47 is in turn adapted to filter and store the polluting particles (also called soot) produced by the combustion of fuel and fresh air in the combustion chamber 11, so as to prevent them from being released into the atmosphere. This filter must be regularly regenerated so as not to be clogged by too much polluting particles.
  • the particulate filter 47 may optionally be lined internally with catalytic material, such as platinum, adapted to oxidize HC hydrocarbons and CO carbon monoxide contained in the flue gas.
  • the exhaust line 40 comprises an auxiliary oxidation catalyst 44 disposed upstream of catalytic pot 45 and connected thereto by an exhaust pipe 43 of circular section.
  • This auxiliary oxidation catalyst 44 is intended to fractionate the heavy HC hydrocarbons, so that they can be treated more easily and more rapidly by the catalyst 46 of catalytic potion 45.
  • the exhaust line 40 comprises further, upstream of the auxiliary oxidation catalyst 44, a turbine 38 which is driven by the flue gas stream to drive the compressor 37.
  • the internal combustion engine 10 also includes a recirculation line 60 of the flue gas which originates in the exhaust line 40, between the exhaust manifold 41 and the turbine 38, and which opens into the intake line 20, between the compressor 37 and the air distributor 22.
  • the recirculation line 60 comprises, at its junction with the inlet line 20, a valve 61 making it possible to regulate the flow rate of the flue gases reinjected into the combustion chamber 11 of the internal combustion engine 10. This recirculation line 60 allows to reduce the volume of polluting emissions released by the internal combustion engine 10.
  • the internal combustion engine 10 also comprises fuel injection means 50 for introducing fuel directly into the exhaust pipe 43.
  • These injection means comprise a fuel tank 51 connected to a pump 52 which draws fuel in this tank to bring it under pressure into a fuel injector 53.
  • the latter opens into the exhaust pipe 43.
  • the injector 53 sends the desired amount of fuel in this pipe at the right moment.
  • the opening and closing of the fuel injector 53 is controlled by electronic control means 75 of the internal combustion engine 10.
  • the electronic control means 75 of the internal combustion engine 10 are connected to two pressure sensors 71, 74 adapted to measure the difference in pressures between the inlet and the outlet of the catalytic converter 45.
  • the pressure difference is a function of the filling rate of the particulate filter 47 by the polluting particles.
  • the pressure sensors 71, 74 thus make it possible to determine the degree of fouling of this filter.
  • the control means 75 are also connected to two temperature sensors 72, 73, one disposed in the exhaust pipe 43, just upstream of the injector 53, and the other disposed in the catalytic converter 45, between the oxidation catalyst 46 and the particulate filter 47. These temperature sensors provide continuously to the control means 75 two signals representative of the temperature of these gases when they have been treated by the oxidation catalyst. The control means can thus control the amount of fuel injected by the fuel injector 53 as a function of these measured temperatures, so that the flue gases have a desired temperature.
  • Figure 7 illustrates a sectional view of the exhaust pipe 43 associated with the homogenizer 1 to promote the evaporation of the fuel injected into the flue gas and the homogenization of the mixture.
  • the exhaust pipe 43 comprises two pipes 7 and 8, assembled by means known per se.
  • the sealing surface 2 of a homogenizing device 1 is compressed between the pipes 7 and 8.
  • the joints 101 and 102 are disposed on either side of the sealing surface, in contact with the pipes 7 and 8.
  • the interior of the pipes 7 and 8 is thus placed in communication via the passage of the homogenizer 1.
  • the oxidation catalyst 45 is connected downstream to the pipe 8.
  • the fuel injector 53 is advantageously adapted to send a jet of fuel 54 into the injection cone C of central injection axis W.
  • the fuel injector 53 is more particularly positioned in the exhaust pipe 43 so that the central injection axis intersects the average line V of the exhaust pipe 43 and is inclined with respect to this average line V (the central injection axis W n ' is neither confused nor perpendicular to the mean line V).
  • the fins 31 to 33 of the deflection members are arranged in the injection cone C.
  • homogenization device 1 has been illustrated between two tubes in FIG. 7, it is also conceivable to integrate this device into an exhaust flange or to place it at the inlet of the decoupling system, which can reduce the number of joints required to form the exhaust line.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Dispersion Chemistry (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust Silencers (AREA)

Abstract

The invention relates to a device for homogenizing fuel (1) in the gases of an exhaust system, comprising: - a substantially planar sealing surface (2) surrounding a passage (4); - a deflector member (3) projecting into the passage (4) from the sealing surface and projecting with respect to the plane of the sealing surface, the sealing surface and the deflector member being formed as a single piece.

Description

DISPOSITIF D'HOMOGÉNÉISATION DE CARBURANT DANS LE GAZ D'UNE LIGNE D'ECHAPPEMENT DEVICE FOR HOMOGENIZING FUEL IN THE GAS OF AN EXHAUST LINE
L'invention concerne de manière générale les moteurs à combustion interne pourvus de dispositifs de filtrage des gaz brûlés.The invention generally relates to internal combustion engines provided with exhaust gas filtering devices.
L'invention concerne plus particulièrement les lignes d'échappement incluant une conduite d'échappement et un injecteur de carburant débouchant dans cette conduite d'échappement.The invention relates more particularly to the exhaust lines including an exhaust pipe and a fuel injector opening into this exhaust pipe.
Les conduites d'échappement des moteurs à combustion interne sont généralement pourvues d'un catalyseur d'oxydation suivi, dans la direction d'écoulement des gaz brûlés, d'un filtre à particules.The exhaust pipes of internal combustion engines are generally provided with an oxidation catalyst followed, in the flow direction of the flue gases, with a particulate filter.
Le catalyseur d'oxydation est destiné à oxyder les hydrocarbures et le monoxyde de carbone provenant de la combustion du carburant et de l'air frais dans la chambre de combustion, afin d'éviter qu'ils soient rejetés dans l'atmosphère. Le filtre à particules permet quant à lui de filtrer et de stocker une part importante des particules polluantes (suies) rejetées par le moteur.The oxidation catalyst is designed to oxidize hydrocarbons and carbon monoxide from the combustion of fuel and fresh air into the combustion chamber to prevent their being released into the atmosphere. The particulate filter allows to filter and store a large part of the polluting particles (soot) rejected by the engine.
A partir d'un certain taux de remplissage du filtre à particules, les gaz brûlés s'évacuent difficilement de la conduite d'échappement, ce qui engendre une surpression des gaz brûlés néfaste au fonctionnement du moteur à combustion interne.From a certain degree of filling of the particulate filter, the flue gas evacuates with difficulty from the exhaust pipe, which generates an overpressure of the flue gas which is detrimental to the operation of the internal combustion engine.
Il convient alors, au cours d'une phase de régénération du filtre à particules, d'éliminer les particules polluantes qui remplissent le filtre sans pour autant les rejeter telles quelles dans l'atmosphère, mais plutôt en les brûlant au préalable. Pour cela, on injecte du carburant dans la ligne d'échappement, ce qui entraîne une réaction d'oxydation très exothermique du carburant dans le catalyseur d'oxydation. Les gaz brûlés sortent par conséquent du catalyseur d'oxydation avec une température élevée et entrent dans le filtre à particules en brûlant les particules polluantes qui remplissent ce dernier.During a phase of regeneration of the particulate filter, it is then necessary to eliminate the polluting particles which fill the filter without, however, rejecting them as such in the atmosphere, but rather by burning them beforehand. For this, fuel is injected into the exhaust line, resulting in a highly exothermic oxidation reaction of the fuel in the oxidation catalyst. The flue gases therefore exit the oxidation catalyst with a high temperature and enter the particulate filter by burning the pollutant particles that fill the particulate filter.
Les dispositifs connus mettant en œuvre un te! procédé présentent des inconvénients. Le mélange gaz/carburant réalisé est relativement hétérogène à l'entrée du catalyseur, ce qui conduit à une régénération non optimale du filtre à particules, à des risques de dégradation du filtre à particules et à des retours de véhicule en atelier. L'invention vise à résoudre un ou plusieurs de ces inconvénients. L'invention porte ainsi sur un dispositif d'homogénéisation de carburant dans le gaz d'une ligne d'échappement, qui comprend :Known devices implementing a te! process have drawbacks. The gas / fuel mixture produced is relatively heterogeneous at the inlet of the catalyst, which leads to a non-optimal regeneration of the particulate filter, to the risk of degradation of the particulate filter and to vehicle returns in the workshop. The invention aims to solve one or more of these disadvantages. The invention thus relates to a device for homogenizing fuel in the gas of an exhaust line, which comprises:
-une surface d'étanchéité sensiblement plane entourant un passage ; -un organe de déviation faisant saillie à l'intérieur du passage depuis la surface d'étanchéité et faisant saillie par rapport au plan de Ia surface d'étanchéité, la surface d'étanchéité et l'organe de déviation sont formés d'un seul tenant.a substantially flat sealing surface surrounding a passage; a deflection member protruding into the passageway from the sealing surface and projecting from the plane of the sealing surface, the sealing surface and the deflection member being formed from a single taking.
Selon une variante, la surface d'étanchéité et l'organe de déviation sont constitués d'un matériau métallique.According to one variant, the sealing surface and the deflection member consist of a metallic material.
Selon encore une variante, la surface d'étanchéité et l'organe de déviation sont formés d'un seul tenant par moulage.According to another variant, the sealing surface and the deflection member are formed in one piece by molding.
Selon une autre variante, la surface d'étanchéité et l'organe de déviation sont formés d'un seul tenant par emboutissage. Selon encore une autre variante, plusieurs desdits organes de déviation traversent de part en part le passage et présentent chacun une ailette.According to another variant, the sealing surface and the deflection member are formed in one piece by stamping. According to yet another variant, several of said deflection members pass right through the passage and each have a fin.
Selon une variante, lesdites ailettes sont sensiblement parallèles entre elles.According to a variant, said fins are substantially parallel to each other.
Selon encore une variante, l'organe de déviation présente une partie terminale présentant un bord libre et une languette inclinée par rapport à la surface d'étanchéité, la languette joignant la partie terminale à la surface d'étanchéité et présentant une largeur inférieure à celle de la partie terminale. Selon une autre variante, la languette est torsadée. Selon encore une autre variante, l'organe de déviation traverse la majeure partie du passage et présente un bord libre.According to another variant, the deflection member has an end portion having a free edge and a tongue inclined relative to the sealing surface, the tongue joining the end portion to the sealing surface and having a width smaller than that of the terminal part. According to another variant, the tongue is twisted. According to yet another variant, the deflection member passes through most of the passage and has a free edge.
L'invention porte aussi sur une ligne d'échappement, comprenant : -une conduite d'échappement comprenant des première et deuxième tubulures assemblées ;The invention also relates to an exhaust line, comprising: an exhaust pipe comprising first and second assembled pipes;
-un dispositif d'homogénéisation tel que décrit ci-dessus, dont la surface d'étanchéité est comprimée entre les première et deuxième tubulures et dont le passage met en communication l'intérieur des première et deuxième tubulures. Selon une variante, la ligne d'échappement comprend un injecteur de carburant débouchant dans la première tubulure, un catalyseur d'oxydation suivi d'un filtre à particules connecté à !a deuxième tubulure.a homogenization device as described above, the sealing surface of which is compressed between the first and second pipes and the passage of which communicates the interior of the first and second pipes. According to a variant, the exhaust line comprises a fuel injector opening into the first pipe, an oxidation catalyst followed by a particle filter connected to the second pipe.
D'autres caractéristiques et avantages de l'invention ressortiront clairement de la description qui en est faite ci-après, à titre indicatif et nullement limitatif, en référence aux dessins annexés, dans lesquels :Other characteristics and advantages of the invention will emerge clearly from the description which is given hereinafter, by way of indication and in no way limitative, with reference to the appended drawings, in which:
-les figures 1 à 5 illustrent des vues en perspective de différents dispositifs d'homogénéisation de carburant selon l'invention, vu depuis l'amont ; -la figure 6 illustre une vue schématique d'ensemble d'un moteur à combustion de type diesel mettant en œuvre un tel dispositif d'homogénéisation ;FIGS. 1 to 5 illustrate perspective views of various fuel homogenization devices according to the invention, seen from upstream; FIG. 6 illustrates a schematic overall view of a diesel-type combustion engine implementing such a homogenization device;
-la figure 7 illustre une vue en coupe d'un dispositif d'homogénéisation disposé dans un conduit d'échappement.FIG. 7 illustrates a sectional view of a homogenization device arranged in an exhaust duct.
L'invention propose un dispositif d'homogénéisation de carburant dans le gaz d'une ligne d'échappement comprenant un passage de gaz entouré d'une surface d'étanchéité. Un organe de déviation fait saillie vers l'intérieur du passage depuis la surface d'étanchéité et fait saillie par rapport au plan de la surface d'étanchéité, l'organe de déviation et la surface d'étanchéité étant formés d'un seul tenant.The invention proposes a device for homogenizing fuel in the gas of an exhaust line comprising a gas passage surrounded by a sealing surface. A deflector member protrudes inwardly of the passageway from the sealing surface and protrudes from the plane of the sealing surface, the deflection member and the sealing surface being formed integrally. .
Ainsi, on peut obtenir un bon mélange du carburant dans Ses gaz d'échappement en amont du filtre à particule. La vaporisation du carburant est sensiblement améliorée puisque l'organe de déviation participe à cette évaporation en plus de la paroi interne de la ligne d'échappement. Les risques de défauts de régénération du filtre à particules sont ainsi réduits. De plus, la structure monobloc du dispositif d'homogénéisation rend sa fabrication industrialisable à un coût réduit, par exemple par emboutissage ou par moulage. Cette solution permet aussi de réduire la taille et/ou la charge en métaux précieux du catalyseur.Thus, a good mixture of the fuel in its exhaust gas can be obtained upstream of the particle filter. The vaporization of the fuel is substantially improved since the deflection member participates in this evaporation in addition to the inner wall of the exhaust line. The risk of regeneration defects of the particulate filter are thus reduced. In addition, the monobloc structure of the homogenization device makes its manufacture industrially at a reduced cost, for example by stamping or molding. This solution also makes it possible to reduce the size and / or the precious metal load of the catalyst.
Par la suite, les termes « aval » et « amont » désigneront le sens de l'écoulement de l'air, depuis le point de prélèvement de l'air frais dans l'atmosphère jusqu'à sa sortie par un pot catalytique. La figure 1 illustre une première variante d'un dispositif d'homogénéisation 1 selon l'invention. Ce dispositif 1 comprend une surface d'étanchéité 2 sensiblement plane, entourant un passage 4 destiné à être traversé par des gaz d'échappements. Le dispositif 1 comprend un organe de déviation 3 faisant saillie à l'intérieur du passage 4 depuis la surface 2, et faisant saillie par rapport au plan de cette surface 2. Afin de résister aux températures des gaz d'échappement, la surface d'étanchéité et l'organe de déviation sont avantageusement constitués d'un matériau métallique. Il peut ainsi intercepter un jet de carburant traversant la ligne d'échappement tout en générant une perte de charge réduite sur l'écoulement du gaz. La géométrie de l'organe 3 illustrée est une languette présentant une largeur identique sur la majeure partie de sa longueur. Cette languette traverse la majeure partie du passage et présente un bord libre. Cette languette forme comme un tremplin pour l'écoulement. Cette forme crée un enroulement des gaz de part et d'autre ce qui favorise le mélange. L'organe 3 est au surplomb du centre du passage 4. Cela favorise l'évaporation en faisant remonter le jet de carburant vers le centre du flux.Subsequently, the terms "downstream" and "upstream" will designate the direction of airflow, from the point of collection of fresh air into the atmosphere to its output by a catalytic converter. FIG. 1 illustrates a first variant of a homogenization device 1 according to the invention. This device 1 comprises a substantially flat sealing surface 2 surrounding a passage 4 intended to be traversed by exhaust gas. The device 1 comprises a deflection member 3 projecting inside the passage 4 from the surface 2, and projecting from the plane of this surface 2. In order to withstand the temperatures of the exhaust gas, the surface of sealing and the deflection member are advantageously made of a metallic material. It can thus intercept a jet of fuel passing through the exhaust line while generating a reduced pressure drop on the flow of gas. The geometry of the illustrated member 3 is a tongue having an identical width over most of its length. This tongue passes through most of the passage and has a free edge. This tongue forms as a springboard for the flow. This shape creates a winding of gas on both sides which promotes mixing. The member 3 is overhanging the center of the passage 4. This promotes evaporation by raising the jet of fuel towards the center of the flow.
La figure 2 illustre une seconde variante d'un dispositif d'homogénéisation 1 selon l'invention. Le dispositif 1 comprend deux organes de déviation 31 et 32 traversant de part en part le passage 4. Les organes de déviation 31 et 32 présentent chacun une ailette faisant saillie par rapport au plan de la surface 2 suivant des directions opposées. Cette structure permet de constituer deux étages de vaporisation de carburant complétant l'effet des parois de la ligne d'échappement. Les ailettes illustrées sont sensiblement parallèles.FIG. 2 illustrates a second variant of a homogenization device 1 according to the invention. The device 1 comprises two deflection members 31 and 32 passing right through the passage 4. The deflection members 31 and 32 each have a fin protruding from the plane of the surface 2 in opposite directions. This structure makes it possible to constitute two stages of fuel vaporization completing the effect of the walls of the exhaust line. The fins illustrated are substantially parallel.
La figure 3 illustre une variante proche de celle de la figure 2. Cette variante présente quatre organes de déviation 31 à 34, afin d'accroître encore le nombre d'étage de vaporisation. Chaque organe de déviation présente une ailette, les ailettes étant sensiblement parallèles.Figure 3 illustrates a variant similar to that of Figure 2. This variant has four deflection members 31 to 34, to further increase the number of vaporization stage. Each deflection member has a fin, the fins being substantially parallel.
Dans les figures 4 et 5, l'organe de déviation présente une partie terminale 35 présentant un bord libre. Une languette 36 inclinée par rapport à la surface d'étanchéité, joint la partie terminale 35 à la surface d'étanchéité 2. Cette languette 36 présente une largeur inférieure à celle de la partie terminale 35. La partie terminale 35 se trouvant au cœur du flux gazeux, la vaporisation du carburant est sensiblement améliorée dans cette zone. Dans i'exempie de la figure 4, la languette 36 est torsadée, par exemple suite à une torsion réalisée lors de la mise en forme. On peut ainsi réduire significativement l'arrêt du film de carburant déposé sur les flancs et migrant dans le sens des gaz. Dans l'exemple de la figure 5, la languette 36 n'est pas vrillée. Bien que la partie terminale 35 dans ces exemples soit plate, on peut également envisager de la réaliser bombée dans une direction ou une autre.In Figures 4 and 5, the deflector member has an end portion 35 having a free edge. A tongue 36 inclined relative to the sealing surface, joins the end portion 35 to the sealing surface 2. This tongue 36 has a width less than that of the end portion 35. Since the end portion 35 is at the heart of the gas flow, the vaporization of the fuel is substantially improved in this zone. In the example of FIG. 4, the tongue 36 is twisted, for example following a twisting performed during the shaping. It is thus possible to significantly reduce the stopping of the fuel film deposited on the flanks and migrating in the direction of the gases. In the example of Figure 5, the tongue 36 is not twisted. Although the end portion 35 in these examples is flat, it is also conceivable to make it curved in one direction or another.
La figure 6 illustre une vue schématique d'ensemble d'un moteur à combustion interne de type diesel mettant en œuvre un dispositif d'homogénéisation selon l'invention.FIG. 6 illustrates a schematic overview of a diesel-type internal combustion engine implementing a homogenization device according to the invention.
Le moteur à combustion interne 10 comprend une chambre de combustion 11 définie par quatre cylindres 12. En amont de la chambre de combustion 11 , le moteur 10 comprend une ligne d'admission 20 d'air frais. Cette ligne d'admission 20 prélève l'air frais directement dans l'atmosphère et le filtre au moyen d'un filtre à air 21. Elle s'étend jusqu'à un répartiteur d'air 22 qui débouche sur quatre canaux d'admission 23 chacun raccordés à l'un des cylindres 12 de la chambre de combustion 11. La ligne d'admission 20 comporte en outre un compresseur 37 d'un turbocompresseur 30 qui comprime l'air frais filtré par le filtre à air 21 pour l'injecter sous pression dans le répartiteur d'air 22. En aval de la chambre de combustion 11 , le moteur à combustion interne 10 comporte une ligne d'échappement 40 de gaz brûlés s'étendant depuis un collecteur d'échappement 41 , relié par quatre canaux d'échappement 42 à chacun des cylindres 12 de la chambre de combustion 11 , jusqu'au pot catalytique 45. Ce pot catalytique 45 comporte ici intérieurement un catalyseur d'oxydation 46 suivi, dans la direction d'écoulement des gaz brûlés, d'un filtre à particules 47. Le catalyseur d'oxydation 46 est en particulier adapté à oxyder les hydrocarbures HC et le monoxyde de carbone CO contenus dans les gaz brûlés circulant dans la ligne d'échappement 40.The internal combustion engine 10 comprises a combustion chamber 11 defined by four cylinders 12. Upstream of the combustion chamber 11, the engine 10 comprises an intake line 20 of fresh air. This intake line 20 draws fresh air directly into the atmosphere and the filter by means of an air filter 21. It extends to an air distributor 22 which opens onto four intake channels 23 each connected to one of the cylinders 12 of the combustion chamber 11. The intake line 20 further comprises a compressor 37 of a turbocharger 30 which compresses the fresh air filtered by the air filter 21 for the injecting under pressure into the air distributor 22. Downstream of the combustion chamber 11, the internal combustion engine 10 comprises an exhaust line 40 of burnt gases extending from an exhaust manifold 41 connected by four exhaust channels 42 to each of the cylinders 12 of the combustion chamber 11, to the catalytic converter 45. This catalytic converter 45 here internally comprises an oxidation catalyst 46 followed, in the flow direction of the flue gas, d a particulate filter 47. The oxidation catalyst 46 is particularly suitable for oxidizing HC hydrocarbons and CO carbon monoxide contained in the flue gases flowing in the exhaust line 40.
Le filtre à particules 47 est quant à lui adapté à filtrer et à stocker les particules polluantes (également appelées suies) produites par la combustion de carburant et d'air frais dans la chambre de combustion 11 , de manière à éviter qu'elles ne soient rejetées dans l'atmosphère. Ce filtre doit être régulièrement régénéré afin de ne pas être obstrué par une trop grande quantité de particules polluantes. Le filtre à particules 47 peut éventueilement être revêtu intérieurement d'un matériau cataiytique, tel que îe platine, adapté à oxyder les hydrocarbures HC et le monoxyde de carbone CO contenus dans les gaz brûlés.The particulate filter 47 is in turn adapted to filter and store the polluting particles (also called soot) produced by the combustion of fuel and fresh air in the combustion chamber 11, so as to prevent them from being released into the atmosphere. This filter must be regularly regenerated so as not to be clogged by too much polluting particles. The particulate filter 47 may optionally be lined internally with catalytic material, such as platinum, adapted to oxidize HC hydrocarbons and CO carbon monoxide contained in the flue gas.
La ligne d'échappement 40 comporte un catalyseur d'oxydation auxiliaire 44 disposé en amont du pot cataiytique 45 et raccordé à ce dernier par une conduite d'échappement 43 de section circulaire. Ce catalyseur d'oxydation auxiliaire 44 est destiné à fractionner les hydrocarbures HC lourds, de manière à ce qu'ils soient traités plus facilement et plus rapidemeni par le catalyseur d'oxydation 46 du pot cataiytique 45. La ligne d'échappement 40 comprend de plus, en amont du catalyseur d'oxydation auxiliaire 44, une turbine 38 qui est entraînée par le flux de gaz brûlés pour actionner le compresseur 37. Le moteur à combustion interne 10 comprend également une ligne de recirculation 60 des gaz brûlés qui prend naissance dans la ligne d'échappement 40, entre le collecteur d'échappement 41 et la turbine 38, et qui débouche dans la ligne d'admission 20, entre le compresseur 37 et le répartiteur d'air 22. La ligne de recirculation 60, comporte, à sa jonction avec la ligne d'admission 20, une vanne 61 permettant de réguler le débit des gaz brûlés réinjectés dans la chambre de combustion 11 du moteur à combustion interne 10. Cette ligne de recirculation 60 permet de diminuer îe volume des émissions polluantes rejetées par le moteur à combustion interne 10.The exhaust line 40 comprises an auxiliary oxidation catalyst 44 disposed upstream of catalytic pot 45 and connected thereto by an exhaust pipe 43 of circular section. This auxiliary oxidation catalyst 44 is intended to fractionate the heavy HC hydrocarbons, so that they can be treated more easily and more rapidly by the catalyst 46 of catalytic potion 45. The exhaust line 40 comprises further, upstream of the auxiliary oxidation catalyst 44, a turbine 38 which is driven by the flue gas stream to drive the compressor 37. The internal combustion engine 10 also includes a recirculation line 60 of the flue gas which originates in the exhaust line 40, between the exhaust manifold 41 and the turbine 38, and which opens into the intake line 20, between the compressor 37 and the air distributor 22. The recirculation line 60 comprises, at its junction with the inlet line 20, a valve 61 making it possible to regulate the flow rate of the flue gases reinjected into the combustion chamber 11 of the internal combustion engine 10. This recirculation line 60 allows to reduce the volume of polluting emissions released by the internal combustion engine 10.
Le moteur à combustion interne 10 comporte par ailleurs des moyens d'injection 50 de carburant permettant d'introduire du carburant directement dans la conduite d'échappement 43. Ces moyens d'injection comportent un réservoir de carburant 51 raccordé à une pompe 52 qui prélève du carburant dans ce réservoir pour l'amener sous pression jusque dans un injecteur de carburant 53. Ce dernier débouche à l'intérieur de la conduite d'échappement 43. L'injecteur 53 permet d'envoyer la quantité de carburant désirée dans cette conduite, au moment voulu. A cet effet, l'ouverture et la fermeture de l'injecteur de carburant 53 est commandée par des moyens de pilotage électroniques 75 du moteur à combustion interne 10. Comme illustré à la figure 6, !es moyens de pilotage électroniques 75 du moteur à combustion interne 10 sont reliés à deux capteurs de pression 71 , 74 adaptés à mesurer ia différence de pressions entre l'entrée et la sortie du pot catalytique 45. Cette différence de pression est fonction du taux de remplissage du filtre à particules 47 par les particules polluantes. Les capteurs de pression 71 , 74 permettent donc de déterminer le taux d'encrassement de ce filtre.The internal combustion engine 10 also comprises fuel injection means 50 for introducing fuel directly into the exhaust pipe 43. These injection means comprise a fuel tank 51 connected to a pump 52 which draws fuel in this tank to bring it under pressure into a fuel injector 53. The latter opens into the exhaust pipe 43. The injector 53 sends the desired amount of fuel in this pipe at the right moment. For this purpose, the opening and closing of the fuel injector 53 is controlled by electronic control means 75 of the internal combustion engine 10. As illustrated in FIG. 6, the electronic control means 75 of the internal combustion engine 10 are connected to two pressure sensors 71, 74 adapted to measure the difference in pressures between the inlet and the outlet of the catalytic converter 45. The pressure difference is a function of the filling rate of the particulate filter 47 by the polluting particles. The pressure sensors 71, 74 thus make it possible to determine the degree of fouling of this filter.
Les moyens de pilotage 75 sont également reliés à deux capteurs de température 72, 73, l'un disposé dans la conduite d'échappement 43, juste en amont de l'injecteur 53, et l'autre disposé dans le pot catalytique 45, entre le catalyseur d'oxydation 46 et le filtre à particules 47. Ces capteurs de température fournissent en continu aux moyens de pilotage 75 deux signaux représentatifs de la température de ces gaz lorsque ces derniers ont été traités par le catalyseur d'oxydation. Les moyens de pilotage peuvent ainsi piloter la quantité de carburant injecté par l'injecteur de carburant 53 en fonction de ces températures mesurées, de manière que les gaz brûlés présentent une température voulue.The control means 75 are also connected to two temperature sensors 72, 73, one disposed in the exhaust pipe 43, just upstream of the injector 53, and the other disposed in the catalytic converter 45, between the oxidation catalyst 46 and the particulate filter 47. These temperature sensors provide continuously to the control means 75 two signals representative of the temperature of these gases when they have been treated by the oxidation catalyst. The control means can thus control the amount of fuel injected by the fuel injector 53 as a function of these measured temperatures, so that the flue gases have a desired temperature.
La figure 7 illustre une vue en coupe de la conduite d'échappement 43 associée au dispositif d'homogénéisation 1 pour favoriser l'évaporation du carburant injecté dans les gaz brûlés et l'homogénéisation du mélange. La conduite d'échappement 43 comprend deux tubulures 7 et 8, assemblées par des moyens connus en soi. La surface d'étanchéité 2 d'un dispositif d'homogénéisation 1 est comprimée entre les tubulures 7 et 8. Des joints 101 et 102 sont disposés de part et d'autre de la surface d'étanchéité, en contact avec les tubulures 7 et 8. L'intérieur des tubulures 7 et 8 est ainsi mis en communication par l'intermédiaire du passage du dispositif d'homogénéisation 1. Le catalyseur d'oxydation 45 est connecté en aval à la tubulure 8.Figure 7 illustrates a sectional view of the exhaust pipe 43 associated with the homogenizer 1 to promote the evaporation of the fuel injected into the flue gas and the homogenization of the mixture. The exhaust pipe 43 comprises two pipes 7 and 8, assembled by means known per se. The sealing surface 2 of a homogenizing device 1 is compressed between the pipes 7 and 8. The joints 101 and 102 are disposed on either side of the sealing surface, in contact with the pipes 7 and 8. The interior of the pipes 7 and 8 is thus placed in communication via the passage of the homogenizer 1. The oxidation catalyst 45 is connected downstream to the pipe 8.
Comme illustré à la figure 7, l'injecteur de carburant 53 est avantageusement adapté à envoyer un jet de carburant 54 dans le cône d'injection C d'axe central d'injection W. L'injecteur de carburant 53 est plus particulièrement positionné dans la conduite d'échappement 43 de telle sorte que l'axe central d'injection coupe la ligne moyenne V de la conduite d'échappement 43 et est incliné par rapport à cette ligne moyenne V (l'axe central d'injection W n'est ni confondu, ni perpendiculaire à la ligne moyenne V). Les ailettes 31 à 33 des organes de déviation sont disposées dans le cône d'injection C.As illustrated in FIG. 7, the fuel injector 53 is advantageously adapted to send a jet of fuel 54 into the injection cone C of central injection axis W. The fuel injector 53 is more particularly positioned in the exhaust pipe 43 so that the central injection axis intersects the average line V of the exhaust pipe 43 and is inclined with respect to this average line V (the central injection axis W n ' is neither confused nor perpendicular to the mean line V). The fins 31 to 33 of the deflection members are arranged in the injection cone C.
Bien qu'on ait illustré le dispositif d'homogénéisation 1 comprimé entre deux tubulures à la figure 7, on peut également envisager d'intégrer ce dispositif dans une bride d'échappement ou de le placer à l'entrée du système de découplage, ce qui peut permettre de réduire îe nombre de joints nécessaires pour former la ligne d'échappement. Although the homogenization device 1 has been illustrated between two tubes in FIG. 7, it is also conceivable to integrate this device into an exhaust flange or to place it at the inlet of the decoupling system, which can reduce the number of joints required to form the exhaust line.

Claims

REVENDICATIONS
1. Dispositif d'homogénéisation de carburant (1 ) dans le gaz d'une ligne d'échappement, caractérisé en ce que : -le dispositif comprend :1. Device for homogenizing fuel (1) in the gas of an exhaust line, characterized in that: the device comprises:
-une surface d'étanchéité (2) sensiblement plane entourant un passage (4) ;a substantially flat sealing surface (2) surrounding a passage (4);
-un organe de déviation (3) faisant saillie à l'intérieur du passage (4) depuis la surface d'étanchéité et faisant saillie par rapport au plan de la surface d'étanchéité ;a deflection member (3) projecting inside the passage (4) from the sealing surface and projecting from the plane of the sealing surface;
-la surface d'étanchéité et l'organe de déviation sont formés d'un seul tenant.the sealing surface and the deflection member are formed in one piece.
2. Dispositif d'homogénéisation selon la revendication 1 , dans lequel la surface d'étanchéité (2) et l'organe de déviation (3) sont constitués d'un matériau métallique.2. homogenizer according to claim 1, wherein the sealing surface (2) and the deflection member (3) consist of a metallic material.
3. Dispositif d'homogénéisation selon la revendication 1 ou 2, dans lequel la surface d'étanchéité (2) et l'organe de déviation (3) sont formés d'un seul tenant par moulage.3. homogenizer according to claim 1 or 2, wherein the sealing surface (2) and the deflection member (3) are formed integrally by molding.
4. Dispositif d'homogénéisation selon la revendication 1 ou 2, dans lequel la surface d'étanchéité (2) et l'organe de déviation (3) sont formés d'un seul tenant par emboutissage.4. homogenizer according to claim 1 or 2, wherein the sealing surface (2) and the deflection member (3) are formed integrally by stamping.
5. Dispositif d'homogénéisation selon l'une quelconque des revendications précédentes, comprenant plusieurs desdits organes de déviation traversant de part en part le passage et présentent chacun une ailette.5. Homogenization device according to any one of the preceding claims, comprising a plurality of said deflection members passing right through the passage and each have a fin.
6. Dispositif d'homogénéisation selon la revendication 5, dans lequel lesdites ailettes sont sensiblement parallèles entre elles.6. homogenizer according to claim 5, wherein said fins are substantially parallel to each other.
7. Dispositif d'homogénéisation selon l'une quelconque des revendications 1 à 4, dans lequel l'organe de déviation (3) présente une partie terminale (35) présentant un bord ϋbre et une languette inciinée par rapport à la surface d'étanchéité, !a languette (36) joignant la partie terminale à ia surface d'étanchéité (2) et présentant une largeur inférieure à celle de ia partie terminale.Homogenization device according to any one of claims 1 to 4, wherein the deflection member (3) has an end portion (35). having a tongue-and-groove edge with respect to the sealing surface, the tongue (36) joining the end portion to the sealing surface (2) and having a width smaller than that of the end portion.
8. Dispositif d'homogénéisation selon la revendication 7, dans lequel la languette (36) est torsadée.8. homogenizer according to claim 7, wherein the tongue (36) is twisted.
9. Dispositif d'homogénéisation selon l'une quelconque des revendications 1 à 4, dans lequel l'organe de déviation (3) traverse la majeure partie du passage (4) et présente un bord libre.9. homogenizer according to any one of claims 1 to 4, wherein the deflection member (3) passes through most of the passage (4) and has a free edge.
10. Ligne d'échappement, comprenant :10. Exhaust line, comprising:
-une conduite d'échappement (43) comprenant des première et deuxième tubulures (7, 8) assemblées ;an exhaust pipe (43) comprising assembled first and second pipes (7, 8);
-un dispositif d'homogénéisation (3) selon l'une quelconque des revendications précédentes, dont la surface d'étanchéité est comprimée entre les première et deuxième tubulures et dont le passage met en communication l'intérieur des première et deuxième tubulures (7,8).a homogenizing device (3) according to any one of the preceding claims, the sealing surface of which is compressed between the first and second pipes and the passage of which communicates the interior of the first and second pipes (7, 8).
1 1. Ligne d'échappement selon la revendication 10, comprenant un injecteur de carburant (53) débouchant dans la première tubulure, un catalyseur d'oxydation suivi d'un filtre à particules connecté à la deuxième tubulure. 1. An exhaust line according to claim 10, comprising a fuel injector (53) opening into the first pipe, an oxidation catalyst followed by a particulate filter connected to the second pipe.
EP07858736A 2006-12-06 2007-11-26 Device for homogenizing fuel in the gases in an exhaust system Withdrawn EP2087216A1 (en)

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FR0610637A FR2909708B1 (en) 2006-12-06 2006-12-06 DEVICE FOR HOMOGENIZING FUEL IN THE GAS OF AN EXHAUST LINE
PCT/FR2007/052396 WO2008068438A1 (en) 2006-12-06 2007-11-26 Device for homogenizing fuel in the gases in an exhaust system

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JPH06248940A (en) * 1993-02-24 1994-09-06 Tokyo Gas Co Ltd Three-way catalyst container device
JPH08170520A (en) * 1994-12-19 1996-07-02 Mitsubishi Heavy Ind Ltd Exhaust gas black smoke eliminating device for internal combustion engine
JPH11166410A (en) * 1997-12-04 1999-06-22 Hino Motors Ltd Exhaust emission control device
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FR2909708B1 (en) 2009-01-23
RU2009125559A (en) 2011-01-20

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