EP3444456B1 - Chauffage à basse température d'épuration et de traitement de gaz d'échappement de moteur diesel - Google Patents

Chauffage à basse température d'épuration et de traitement de gaz d'échappement de moteur diesel Download PDF

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Publication number
EP3444456B1
EP3444456B1 EP18187820.8A EP18187820A EP3444456B1 EP 3444456 B1 EP3444456 B1 EP 3444456B1 EP 18187820 A EP18187820 A EP 18187820A EP 3444456 B1 EP3444456 B1 EP 3444456B1
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Prior art keywords
degrees
low temperature
temperature heater
ignition
tubular shell
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EP18187820.8A
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German (de)
English (en)
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EP3444456A1 (fr
Inventor
Limin Huang
Lijin HUANG
Huibo HUANG
Xin Mao
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GUIZHOU HUANGDI DIESEL ENGINE CLEANER CO Ltd
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Guizhou Huangdi Diesel Engine Cleaner Co Ltd
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    • 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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • 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
    • F01N3/029—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 by adding non-fuel substances to exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • 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
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/36—Arrangements for supply of additional fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01N3/38—Arrangements for igniting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/14—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a fuel burner
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • 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
    • F01N2240/20—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 flow director or deflector
    • 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
    • F01N2270/00—Mixing air with exhaust gases
    • F01N2270/04—Mixing air with exhaust gases for afterburning
    • 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
    • F01N2610/08—Adding substances to exhaust gases with prior mixing of the substances with a gas, e.g. air

Definitions

  • the present application relates to the technical field of vehicle exhaust gas purification and treatment, and specifically relates to the technical field of heating exhaust gas from a diesel engine to realize regeneration of a particulate filter.
  • diesel particulate filter has become an indispensable technology for diesel vehicles.
  • vehicle emissions have gradually become the main source of air pollution in China's big cities.
  • PM2.5 particulate diameter not more than 2.5 ⁇ m
  • the share ratio of vehicle exhaust emissions is as high as 22%.
  • particulates exhausted from vehicles mainly come from diesel vehicles.
  • the application of DPF will have a wide market prospect.
  • the particulates mainly include carbon (carbon black), sulfates and incompletely combusted hydrocarbons.
  • a diesel particulate filter has been disclosed in the conventional technology.
  • an active diesel particulate filter system includes an electrical regeneration system or a combustor support system, and the regeneration can be triggered manually, or the triggering of the regeneration can also be controlled in an open loop mode or a closed loop mode by monitoring the exhaust backpressure.
  • the combustor is normally designed to have an ejector with a small opening, so as to atomize fuel in a combustion chamber, and the fuel is mixed with the air required for combustion in the combustion chamber.
  • a defect of such design is that carbon may be quickly deposited on the tiny atomizing opening of a nozzle due to combustion residues, which disturbs the operation of the combustor. For example, combustion residues may be formed when the combustor is closed.
  • a burner for regenerating diesel particulate filter includes: an outer casing which has a hollow inside to be a portion of an exhaust pipe for connecting a Diesel particulate filter; a body which is formed inside the outer casing and includes a reaction unit; an electrode supporting unit which is formed inside the body; an electrode whose one side is fixed to the electrode supporting unit and which is installed on the reaction unit of the body; a conducting bar for supplying power to the electrode; a supplying unit for supplying fuel and air to the reaction unit by being connected with the fuel supplying unit and the air supplying unit is formed on the center of the electrode supporting unit; and an injecting unit which is formed to be connected to the supplying unit and injects fuel and air to the reaction unit.
  • a plasma burner and a diesel particulate filter trap that can effectively oxidize and remove a particulate material within an exhaust gas by preheating fuel and mixing the fuel with the exhaust gas.
  • the diesel particulate filter includes: a filter that is connected to an exhaust conduit at a side opposite to that of an engine; a plasma burner that is provided within the exhaust conduit between the engine and the filter, and that includes a fuel inlet that supplies fuel and a flame vent that projects a flame by a plasma discharge, and that heats exhaust gas; and a fuel inflow conduit that connects the fuel inlet and a fuel tank.
  • a burner for regenerating a diesel particulate filter and a diesel engine particulate filtering apparatus having the same includes: an exhaust gas flow channel; a swirler disposed between the exhaust gas flow channel and a combustion chamber for swirling the exhaust gas; a carburetor for gasifying a liquid fuel; a fuel injection nozzle for mixing the gasified fuel from the carburetor with an air for burning, and supplying the mixed gas made of the gasified fuel and the air to the combustion chamber; a combustor disposed in the combustion chamber for injecting the mixed gas supplied from the fuel injection nozzle; an igniter for igniting the mixed gas injected from the combustor by generating sparks; and a flame sensor for sensing whether the flame is made on the combustor or not.
  • a burner for an exhaust after treatment system may include a housing assembly and an ignition device.
  • the housing assembly may include an inner shell surrounded by intermediate and outer shells.
  • the inner shell may at least partially define a combustion chamber.
  • the housing assembly may include an airflow passage having an opening extending through the outer shell.
  • the airflow passage may extend between the outer shell and the intermediate shell as well as between the intermediate shell and the inner shell.
  • the airflow passage may provide fluid communication between the opening and the combustion chamber.
  • the ignition device may be at least partially disposed within the housing assembly and may ignite fuel received from a fuel source and air received from the airflow passage to produce a flame in the combustion chamber.
  • the airflow passage may be in a heat transfer relationship with the flame in the combustion chamber.
  • a burner for regenerating a diesel engine particulate filter includes: a combustion chamber for receiving exhaust gas from a diesel engine; a carburetor for gasifying liquid fuel; a mixed gas supplying unit for mixing the gasified fuel with an external air, and supplying the mixed gaseous fuel to the combustion chamber; a mixed gas storing chamber disposed in the combustion chamber for receiving the mixed gaseous fuel and instantly storing the received mixed gaseous fuel; an inner flame combustor made of porous material for injecting the mixed gaseous fuel toward the inside of the inner flame combustor, and disposed in the combustion chamber to allow an exhaust gas to flow through the inner flame combustor; an igniter for igniting the mixed gaseous fuel; and a flame sensor for sensing the flame on the inner flame combustor.
  • combustor has a relatively complicated structure, thus not only the manufacturing process is troublesome and costly, but also problems may easily arise during operation, as mentioned in Chinese Patent Application No. CN 201310019585.7 .
  • some combustors which can only be regenerated when the vehicle is parked or in idle, while cannot be regenerated when the vehicle is accelerating or running at a high speed, as mentioned in Chinese Patent Application No. CN200780021783.1 .
  • WO 2010/040923 A1 and EP 2 543 930 A1 disclose low temperature heaters with an ignition portion, which is located between a first air outlet and a closed end of an ignition cylinder in its axial direction.
  • a combustor or a low temperature heater is still required in this field, which can heat exhaust gas from the diesel engine to a regeneration temperature of the diesel particulate filter and can realize particulate filter regeneration when the vehicle is running at a high speed or even is accelerated.
  • a structure which employs simple structures to achieve fuel oil combustion and exhaust gas heating.
  • This structure utilizes the principle of eccentric air admission to allow the introduced fresh air to form a vortex in a combustion chamber, such that the fresh air can be fully mixed with fuel gas, to improve combustion efficiency. Then, flames produced by the combustion is directly introduced into a mixing chamber of a particulate filter to be fully mixed with the exhaust gas from an exhaust pipe, thereby increasing the exhaust gas temperature and realizing the regeneration of the particulate filter.
  • a low temperature heater for exhaust gas purification and treatment of a diesel engine includes: a tubular shell, having an inlet end and an outlet end, and the inlet end being in communication with an exhaust pipe of the diesel engine; an ignition portion arranged on a sidewall of the tubular shell near the inlet end, and an oil inlet being arranged at a center of the ignition portion; an ignition cylinder connected to the ignition portion and in communication with the ignition portion, the ignition cylinder having an open end and a closed end, the closed end being near the inlet end of the tubular shell and the open end being near the outlet end of the tubular shell; and an air intake pipe which passes through the tubular shell and a sidewall of the ignition cylinder and enters the ignition cylinder.
  • the air intake pipe has a first air outlet and a second air outlet, the first air outlet is directly inside the ignition cylinder, the second air outlet is in communication with the ignition portion, and the ignition portion is located between the first air outlet and the closed end in an axial direction.
  • the low temperature heater according to the present application not only can perform real-time online regeneration on the particulate filter, that is the DPF, accumulated with soot, when the vehicle is parked or idling, but also can perform real-time online regeneration on the particulate filter, that is the DPF, accumulated with soot, when the vehicle is traveling at a high speed or is accelerating. Further, more importantly, compared with the conventional low temperature heater or combustor, the time required for the online regeneration of DPF of the low temperature heater is greatly reduced, and may even only be a half of the regeneration time of the conventional exhaust gas treatment system.
  • the first air outlet is inserted into the ignition cylinder in an eccentric manner.
  • a flow divider is further arranged between an outer wall of the ignition cylinder and the tubular shell, and an annular portion of the flow divider is cut equidistantly to form multiple rectangular or trapezoidal notches and outwardly curved fin-shaped portions.
  • the fin-shaped portions bend toward the outlet end of the tubular shell, and are at an angle of 10 to 90 degrees with respect to a plane on which the annular portion of the flow divider lies, and the angle is preferable to be 10 degrees, 15 degrees, 20 degrees, 25 degrees, 30 degrees, 35 degrees, 40 degrees, 45 degrees, 50 degrees, 55 degrees, 60 degrees, 65 degrees, 70 degrees, 75 degrees, 80 degrees or 85 degrees.
  • a tapered flow converging hood is arranged on an inner wall of the tubular shell, and the flow converging hood extends toward the outlet end and has a gradually decreasing diameter.
  • an angle formed between a sidewall of the flow converging hood and a sidewall of the tubular shell ranges from 10 degrees to 50 degrees, and is preferable to be 10 degrees, 15 degrees, 20 degrees, 25 degrees, 30 degrees, 35 degrees, 40 degrees, 45 degrees or 50 degrees.
  • the low temperature heater is in communication with a housing for mounting a particulate filter
  • the housing includes the particulate filter located at a rear part and a mixing chamber located at a front part, the outlet end of the tubular shell is inserted into the mixing chamber; and the exhaust pipe of the diesel engine is inserted into the mixing chamber in an eccentric manner.
  • the low temperature heater according to the present application can ignite stably and regenerate the blocked DPF evenly when the vehicle is accelerating or even travelling at a high speed, instead, in the conventional technology, stable ignition and regeneration of the rear-mounted DPF can only be realized when the vehicle is parked or idling. Without being restricted to any theories, the reason may be that flames produced in this manner are forcefully pushed into the exhaust gas, the flames are pushed more powerfully, thus cannot be blown out even when the exhaust gas speed is fast or getting faster, so that the stable ignition and regeneration can be realized.
  • a combustor according to an embodiment of the present application is shown in Figure 1 , that is, the low temperature heater for increasing the exhaust gas temperature of the engine.
  • the low temperature heater is installed at a tail end of the exhaust pipe of the engine of a vehicle (especially a diesel vehicle) to provide heat by combustion, thereby increasing the exhaust gas temperature of the engine and realize the regeneration of the particulate filter.
  • the low temperature heater includes a tubular shell having an inlet end and an outlet end, and the inlet end being in communication with the exhaust pipe of the engine; an ignition portion arranged on a sidewall of the shell near the inlet end, and an oil inlet being arranged at a center of the ignition portion; an ignition cylinder connected to the ignition portion and in communication with the ignition portion, the ignition cylinder having an open end near the inlet end of the tubular shell and a closed end near the outlet end of the tubular shell; and an air intake pipe which passes through the tubular shell and the sidewall of the ignition cylinder and enters into the ignition cylinder.
  • the intake pipe has a first air outlet and a second air outlet, the first air outlet is directly within the ignition cylinder, the second air outlet is in communication with the ignition portion, and the ignition portion is located between the first air outlet and the closed end of the ignition cylinder in its axial direction.
  • An ignition plug is mounted on the combustion chamber through a tubular mounting seat.
  • the ignition plug is near the closed end of the combustion chamber and is configured to ignite a mixture of fuel oil and air in the combustion chamber.
  • the fuel oil is sprayed into the combustion chamber through a tube at the center of the ignition plug, and is ignited by the ignition plug.
  • the ignition plug may also be a conventional electronic ignition plug, such as an electronic ignition plug conventionally used in diesel engines.
  • the ignition plug may also be a high temperature ceramic ignition rod, such as an ignition rod which is made of a silicon nitride rod body and a heating filament like a tungsten filament arranged in the rod body.
  • the ignition cylinder is of a tubular shape, including a closed end and an open end.
  • the open end faces an exhausting direction of the diesel engine, and is configured to output a hot gas flow generated by combustion.
  • the closed end is configured to rebound the generated hot gas flow toward the open end and prevent the generated hot gas flow from flowing toward an opposite direction of the exhaust direction, so as to improve heat efficiency.
  • the ignition cylinder is made of heat resistant metal such as stainless steel.
  • the first air outlet of the air intake pipe is inserted into the ignition cylinder in an eccentric manner.
  • the eccentric manner refers to that a center line of the first air outlet is not aligned with a center line of the ignition cylinder, but deviates from the center line of the ignition cylinder by a certain distance, so that an exit of the first air outlet is not aligned with the center line of the ignition cylinder, but is directed toward a part of a sidewall of the ignition cylinder.
  • the fresh air when the fresh air enters into the ignition cylinder through the air intake pipe, the fresh air impacts the sidewall of the ignition cylinder first, and then flows along the sidewall to form a swirling air flow, thus the fresh air and the fuel oil (or the atomized fuel oil) entering from an oil inlet can be fully mixed inside the ignition cylinder, which facilitates combustion.
  • the second air outlet of the air intake pipe is in communication with the tubular mounting seat of the ignition plug, so as to feed a part of the fresh air into the ignition plug to mix with the fuel oil, and to provide the initial combustion mixture.
  • the ratio of the amount (for example, by volume) of the fresh air entering from the first air outlet to the amount of the fresh air entering from the second air outlet is 9:1 to 1:1, the ratio can be 8:1, 7:1, 6:1, 5:1, 4:1, 3:1 or 2:1, or an arbitrary value therebetween.
  • the ratio when the diesel engine is in a parked or idling condition, the ratio can be appropriately increased, for example, may be 8:1, because the amount of exhaust gas is relatively small at this time, the gas composition in the combustion chamber is small, and a relatively small amount of fresh air will be able to maintain complete combustion of fuel oil.
  • the ratio adjustment is realized by a baffle piece (not shown) arranged at the second air outlet in a partially fixed manner.
  • a flow divider is further arranged between an outer wall of the ignition cylinder and the tubular shell, and an annular portion of the flow divider is cut equidistantly to form multiple rectangular or trapezoidal notches and outwardly curved fin-shaped portions.
  • the fin-shaped portions bend toward the outlet end of the tubular shell, and are at a 10 to 90 degrees angle with respect to a plane in which the annular portion of the flow divider lies.
  • the angle may be 10 degrees, 15 degrees, 20 degrees, 25 degrees, 30 degrees, 35 degrees, 40 degrees, 45 degrees, 50 degrees, 55 degrees, 60 degrees, 65 degrees, 70 degrees, 75 degrees, 80 degrees, or 85 degrees.
  • the angle is 45 degrees.
  • the flow divider turns a direction of the linear gas flow from the engine into a swirling direction, so as to increase a contact area between the gas flow and the flames, to ensure that the gas is evenly heated and to decrease a situation that the gas flow directly impacts a flow converging hood and causes turbulences accordingly.
  • a tapered flow converging hood in front of the flow divider, is arranged on an inner wall of the tubular shell, and the flow converging hood extends toward the outlet end and has a gradually decreasing diameter.
  • An angle between a sidewall of the flow converging hood and the sidewall of the tubular shell ranges from 10 degrees to 50 degrees. In a preferable embodiment, the angle may be 10 degrees, 15 degrees, 20 degrees, 25 degrees, 30 degrees, 35 degrees, 40 degrees, 45 degrees or 50 degrees.
  • the flow converging hood converges the deflected gas flow generated by the flow divider to be close to the flames, so as to achieve a good heating effect.
  • the exhaust gas from the engine enters into the low temperature ignition device through the gas intake pipe, and is discharged through the flow divider and the flow converging hood.
  • the air from an air pump enters through the air intake pipe, passes by the igniter and the ignition cylinder, brings the burning flames at the igniter to the flow converging hood, so as to heat the gas coming from the engine, and to be mixed with the air from the air pump to form a high temperature gas to be discharged.
  • the hot gas flow generated by the combustion and the exhaust gas from the engine are mixed to form a swirling gas flow first, and then are converged slightly, so as to realize be fully mixed, which facilitates the even regeneration of the DPF, and can prevent the DPF from being broken due to uneven heating in the regeneration process, thus prolonging its service life.
  • even mixing also greatly improves the heat efficiency, reduces the fuel oil consumption during the regeneration process, and further realizes the effects of energy conservation and emission reduction.
  • the low temperature heater is in communication with a housing for mounting the particulate filter.
  • the housing includes the particulate filter located at a rear part and a mixing chamber located at a front part, the outlet end of the tubular shell is inserted into the mixing chamber; and the exhaust pipe of the diesel engine is inserted into the mixing chamber in an eccentric manner.
  • the exhaust gas entering into the mixing chamber forms a swirling gas flow, which facilitates the fully mix between the exhaust gas and the hot gas flow generated by combustion, so that the even regeneration of the DPF is realized.
  • an advantage of this arrangement is that the low temperature heater can form a curved cooperation rather than a straight cooperation with the exhaust pipe, which facilitates the flexible installation and improves the adaptability of the low temperature heater.
  • the low temperature heater according to the present application will be described with reference to the specific embodiments. It can be understood by those skilled in the art that, the embodiments are provided for the purpose of illustrating or demonstrating that the low temperature heater according to the present application can be used and have very good effects, and are not intended to limit the solutions of the present application to these specific embodiments.
  • the low temperature heater is arranged as shown in Figure 1 , which will not be described herein.
  • the low temperature heater is linearly installed with respect to the exhaust pipe of the engine.
  • the engine is a diesel engine of Dongfeng Motor Corporation, with an engine displacement of 2.8 liters.
  • the comparative example is a low temperature heater disclosed in a Chinese Patent Application No. 200780021783.1 .
  • the engine is started, the low temperature heater is preheated and ignited according to a program under the conditions of idling, accelerating and travelling at a high speed, the ignition reliability of the flames under the idling condition is observed, that is, to observe whether the ignition is stable and whether a situation that the flames are blown out by the exhaust gas happens, and the results are recorded.
  • an used particulate filter that is a DPF (wherein a large amount of soot is accumulated, but the DPF is intact), is installed at the outlet end of the low temperature heater, and a regeneration experiment is carried out according to the program. During the experiment process, it is observed whether the combustion in the DPF is even, and multiple temperatures are recorded. It is detected whether there are cracks on the DPF after the experiment.
  • a DPF wherein a large amount of soot is accumulated, but the DPF is intact
  • the low temperature heater is arranged as shown in Figure 1 , which will not be described herein.
  • the low temperature heater is linearly installed with respect to the exhaust pipe of the engine.
  • the engine is a diesel engine of Dongfeng Motor Corporation, with an engine displacement of 2.8 liters.
  • the comparative example is a low temperature heater disclosed in a Chinese Patent Application No. 200780021783.1 .
  • the engine is started, the low temperature heater is preheated and ignited according to a program under the conditions of idling, accelerating and travelling at a high speed, the ignition reliability of the flames under the idling condition is observed, that is, to observe whether the ignition is stable and whether a situation that the flames are blown out by the exhaust gas happens, and the results are recorded.
  • a used particulate filter that is a DPF (wherein a large amount of soot is accumulated, but the DPF is intact), is installed at the outlet end of the low temperature heater, and a regeneration experiment is carried out according to the program. During the experiment process, it is observed whether the combustion in the DPF is even, and multiple temperatures are recorded. It is detected whether there are cracks on the DPF after the experiment.
  • a DPF wherein a large amount of soot is accumulated, but the DPF is intact
  • the regenerated DPF is weighed, and a soot cleaning rate is calculated based on a weight of the DPF before generation.
  • the average value of multiple soot cleaning rates is calculated to indicate a degree of regeneration.
  • Table 1 Results of the first embodiment and the second embodiment Present application Comparative example Index Times of ignition Homogeneity of combustion Crack Average soot cleaning rate (%) Times of ignition Homogeneity of combustion Crack Average soot cleaning rate (%) First Embodiment 5/5 homogeneous none 92% 5/5 homogeneous none 85% Second Embodiment 5/5 homogeneous none 89% 5/5 -- -- --
  • the low temperature heaters according to the present application are both ignited stably, and can stably regenerate the DPF accumulated with soot, the soot cleaning rate reaches up to 90%, which indicates that the DPF has an excellent regeneration effect, and the situations of breakages or cracks of the DPF did not happen.
  • the average soot cleaning rate is only 85% even under the idling condition. Moreover, under the conditions of accelerating and travelling at a high speed, a very small flame is observed, and the temperature at the inlet end of the DPF is very low, and is only about 300 °C, which cannot reach the DPF regeneration temperature at all, therefore the soot cleaning rate is almost zero, that is, the low temperature heater disclosed in the comparative example cannot regenerate the DPF under this condition.
  • the low temperature heater according to the present application is superior to the low temperature heater in the comparative example in terms of the ignition reliability or ignition stability, the soot cleaning rate of the DPF, and the like.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Claims (9)

  1. Chauffage à basse température pour épuration et traitement de gaz d'échappement d'un moteur diesel, comprenant :
    une enveloppe tubulaire, présentant une extrémité d'entrée et une extrémité de sortie, et l'extrémité d'entrée étant en communication avec un tuyau d'échappement du moteur diesel ;
    une partie allumage agencée sur une paroi latérale de l'enveloppe tubulaire près de l'extrémité d'entrée, et une entrée d'huile étant agencée au centre de la partie allumage ;
    un cylindre d'allumage connecté à la partie allumage et en communication avec la partie allumage, le cylindre d'allumage présentant une extrémité ouverte et une extrémité fermée, l'extrémité fermée étant près de l'extrémité d'entrée de l'enveloppe tubulaire et l'extrémité ouverte étant près de l'extrémité de sortie de l'enveloppe tubulaire ; et
    un tuyau d'admission d'air qui passe à travers l'enveloppe tubulaire et une paroi latérale du cylindre d'allumage et entre dans le cylindre d'allumage ;
    sachant que le tuyau d'admission d'air présente une première sortie d'air et une deuxième sortie d'air, la première sortie d'air étant directement à l'intérieur du cylindre d'allumage, la deuxième sortie d'air étant en communication avec la partie allumage, caractérisé en ce que
    la partie allumage est située entre la première sortie d'air et l'extrémité fermée du cylindre d'allumage dans sa direction axiale.
  2. Le chauffage à basse température selon la revendication 1, sachant que la première sortie d'air est insérée dans le cylindre d'allumage de manière excentrique.
  3. Le chauffage à basse température selon la revendication 1 ou 2, sachant qu'un diviseur de flux est en outre agencé entre une paroi extérieure du cylindre d'allumage et l'enveloppe tubulaire, et une partie annulaire du diviseur de flux est découpée de manière équidistante pour former de multiples encoches rectangulaires ou trapézoïdales et des parties en forme d'ailettes incurvées vers l'extérieur.
  4. Le chauffage à basse température selon la revendication 3, sachant que les parties en forme d'ailettes sont pliées vers l'extrémité de sortie de l'enveloppe tubulaire, et sont à un angle de 10 à 90 degrés par rapport à un plan sur lequel la partie annulaire du diviseur de flux se situe.
  5. Le chauffage à basse température selon la revendication 4, sachant que l'angle est de 10 degrés, 15 degrés, 20 degrés, 25 degrés, 30 degrés, 35 degrés, 40 degrés, 45 degrés, 50 degrés, 55 degrés, 60 degrés, 65 degrés, 70 degrés, 75 degrés, 80 degrés ou 85 degrés.
  6. Le chauffage à basse température selon l'une quelconque des revendications 1 à 3, en face du diviseur de flux, une hotte de convergence de flux conique est agencée sur une paroi intérieure de l'enveloppe tubulaire, et la hotte de convergence de flux s'étend vers l'extrémité de sortie et a un diamètre diminuant graduellement.
  7. Le chauffage à basse température selon la revendication 6, sachant qu'un angle formé entre une paroi latérale de la hotte de convergence de flux et une paroi latérale de l'enveloppe tubulaire est comprise entre 10 degrés et 50 degrés.
  8. Le chauffage à basse température selon la revendication 7, sachant que l'angle est de 10 degrés, 15 degrés, 20 degrés, 25 degrés, 30 degrés, 35 degrés, 40 degrés, 45 degrés ou 50 degrés.
  9. Le chauffage à basse température selon la revendication 1, sachant que le chauffage à basse température est en communication avec un logement destiné à monter un filtre à particules, le logement comprenant le filtre à particules situé au niveau d'une partie arrière et une chambre de mélange située au niveau d'une partie avant, l'extrémité de sortie de l'enveloppe tubulaire est insérée dans la chambre de mélange ; et le tuyau d'échappement du moteur diesel est inséré dans la chambre de mélange de manière excentrique.
EP18187820.8A 2017-08-17 2018-08-07 Chauffage à basse température d'épuration et de traitement de gaz d'échappement de moteur diesel Active EP3444456B1 (fr)

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CN201710704193.2A CN109404097A (zh) 2017-08-17 2017-08-17 用于柴油发动机排气净化处理的低温升温器

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EP3444456B1 true EP3444456B1 (fr) 2019-12-25

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3517747B1 (fr) * 2018-01-29 2020-08-12 Guizhou Huangdi Technology Co., Ltd. Chauffage à basse température pour un traitement de purification de gaz d'échappement de moteur diesel
CN110894802A (zh) * 2019-11-06 2020-03-20 贵州煌缔科技股份有限公司 一种用于柴油发动机排气净化处理的低温燃烧器

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WO2010040923A1 (fr) * 2008-10-10 2010-04-15 Jean-Claude Fayard Bruleur pour la regeneration des filtres a particules de moteur a combustion interne et la mise en temperature de systeme catalytique et ligne d'echappement integrant un tel bruleur
EP2543930A1 (fr) * 2010-03-05 2013-01-09 Hino Motors Ltd. Appareil à combustion pour élever la température de gaz d'échappement

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WO2006137694A1 (fr) * 2005-06-22 2006-12-28 Korea Institute Of Machinery And Materials Bruleur destine a la regeneration de filtre contre les matieres en suspension d’un moteur diesel et filtre contre les matières en suspension d'un moteur diesel dote de celui-ci
KR100548451B1 (ko) * 2005-07-22 2006-01-31 한국기계연구원 디젤엔진매연여과장치 재생용 내염버너
US8257455B2 (en) * 2007-07-30 2012-09-04 Korea Institute Of Machinery & Materials Plasma burner and diesel particulate filter trap
KR100929611B1 (ko) * 2009-06-19 2009-12-03 (주)템스 Ｄｐｆ 재생용 버너
US9027331B2 (en) * 2013-02-27 2015-05-12 Tenneco Automotive Operating Company Inc. Exhaust aftertreatment burner with preheated combustion air

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WO2010040923A1 (fr) * 2008-10-10 2010-04-15 Jean-Claude Fayard Bruleur pour la regeneration des filtres a particules de moteur a combustion interne et la mise en temperature de systeme catalytique et ligne d'echappement integrant un tel bruleur
EP2543930A1 (fr) * 2010-03-05 2013-01-09 Hino Motors Ltd. Appareil à combustion pour élever la température de gaz d'échappement

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