JPS60187710A - Apparatus for removal of solid particles from exhaust gas ofinternal combustion engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

Detailed Description of the Invention <Industrial Application Field> The present invention relates to a device for removing solid particles from the exhaust gas of an internal combustion engine, which is provided with a casing-like tube, and an inlet end of the tube. part communicates with the conduit for conducting the exhaust gas, and the outlet end of the twisted tube body connects with the inlet of the centrifugal separator, which centrifuge has a tangential inlet at one end of the cylindrical body of which it is a constituent part. and the cylinder transitions at its other end into a conical section tapering towards the outlet for solid particles, and from the inlet end of the cylinder there is a conical section coaxial with the axis of the cylinder. an inlet pipe for discharging the purified exhaust gas is led towards the outside, the casing-like pipe body having a support insulated against high voltages of the pipe body; The support has corona discharge disks extending coaxially to the axis of the casing-like tube and arranged closely parallel to each other in a large number of radial planes, the corona discharge disks extending over the support. The high voltage source is connected to one pole of the high voltage source through the trench, and the other pole of the high voltage source is connected to the casing-like tube body.

PRIOR ART A device of the above-mentioned type, which is known from German Patent Application No. 31 41 156 and the drawings, has a tube bundle consisting of a plurality of tubes, each of which has an electrode arranged coaxially therein. A support is inserted, and a plurality of corona discharge disks are closely arranged in parallel on the electrode support.

The exhaust gas flows from the end face of the tube and passes through the tube in its longitudinal direction into a collection chamber, from where it is conducted via a connecting conduit to a cyclonic centrifuge.

Inside the tube, the soot that is stationary and minutely distributed is charged by corona discharge and separated on the tube wall.

As soon as large pieces or soot particles have accumulated on the walls and the soot layer has grown to a certain thickness, the soot layer peels off in a plane, and the resulting large soot layer is transported by the exhaust gas stream to a cyclonic centrifuge. It is transported there, where it is mechanically separated under the action of centrifugal force. The known device therefore operates at relatively low exhaust gas flow rates inside the tube. In particular, according to known device proposals, the soot layer can also be removed using mechanical means, such as shaking or blowing devices. This means a relatively high outlay and, moreover, the device is bulky and its space requirements are considerably large. the result.

This makes it difficult to integrate the device into motor vehicles, especially passenger cars, which are operated with an internal combustion engine and whose exhaust gases are to be emitted in a particularly soot-free manner.

Furthermore, in the known device, the electrode support is connected via an insulator to the casing of the device and to a high voltage source, and the voltage supply is carried out via the insulator from a high voltage source. Since the insulator surface is blown directly by the exhaust gas, and moreover, by the exhaust gas containing large pieces of soot, the surface of the insulator is rapidly contaminated. This contamination significantly reduces the leakage resistance, so that during operation a significant amount of energy is transferred through the soot layer to the casing, resulting in a significant increase in the power demand of the high voltage equipment. Since the high-voltage equipment has to be powered by the internal combustion engine driving the motor vehicle, the relative fuel consumption of such motor vehicles is also significantly higher due to the extraction of power for the high-voltage supply equipment. Moreover, in the known device, the soot components periodically accumulate on the pipe walls and are also periodically stripped off, resulting in discontinuous operation, in which case the separator is periodically increased and decreased, or In addition, the cyclone centrifugal separator is also temporarily overloaded in a pulsating manner. Such a pulsating return of soot can cause problems in the internal combustion engine, especially if the separated soot is fed back into the suction side of the internal combustion engine for after-combustion together with the fresh air/fuel mixture. or have a negative effect on the combustion results.

<Problem of the Invention> The object of the invention is to solve the problems caused by the known devices mentioned above and to eliminate all the drawbacks.

<Structure of the Invention> The means of the present invention for solving the above problems is such that the exhaust gas flowing through the tube has an average exhaust gas flow velocity greater than 2.5 m/Sff, particularly an average exhaust gas flow velocity of 5 to 30 m/see. The point is that it has a flow velocity.

Effect: The arrangement of the invention reduces the high voltage power requirements in the electrostatic device part, which can also be referred to as an electrostatic filter. This is because the soot particle expansion process is intensified by the high flow velocity of the exhaust gas, as explained below.

Due to the high flow rate of the exhaust gases in the trench, a relatively compact structure is obtained, which is comparable in size to the size of an exhaust muffler in a conventional passenger car.

Among other things, it is possible to realize structures with elongated shapes. The device according to the invention can therefore advantageously be installed in place of an exhaust muffler, in which case the device according to the invention also partly already performs a muffling function.

The high flow rate of the exhaust gas also increases the consistency of function and the reliability of function compared to known devices. The exhaust gas flow is evenly distributed over a relatively small flow cross section of constant size. In that case, the total volume of the device is evenly passed through by the exhaust gas and is fully utilized. The high flow rate ensures a stable blowing away of the soot and the relatively large soot particles that occur, without the soot particles being stuck in large quantities on the pipe walls. Therefore, when soot is burned and removed through the combustion chamber of an internal combustion engine, the amount of soot returned to the combustion chamber increases in a pulsating manner due to the pulsating detachment of soot particles from the pipe wall. phenomena can be avoided. □The spontaneous transport of soot particles prevents the adhesion of soot particles to the electrodes, and this increases the tendency of known electrostatic filters. This decrease reduces the tendency to develop breakdown voltages. Short-term repeated failures of the electrostatic filter due to voltage leakage due to such dielectric breakdown should be sufficiently avoided.

Embodiments and their effects Advantageous embodiments of the invention are obtained by the measures specified in the dependent claims.

In a particularly advantageous embodiment according to claim 2,
Due to the generation of a spiral flow, the soot in the exhaust gas is kept in the area close to the inner circumferential wall of the tube and prevents the formation of relatively thick soot layers on the insulation. Furthermore, such soot build-up is counteracted by the high flow velocity of the exhaust gas. Therefore, given the structural dimensions of the device, it is possible to increase the resistance of the insulator, so that only a small amount of high-voltage current leaks through the shunt, increasing the efficiency of the device. This is particularly relevant when the device of the invention is used in a motor vehicle.

According to the embodiments described in claims 9 and 10, it is possible to easily remove soot from an internal combustion engine by using a specific inter-mill, and the embodiments described in claim 11 The solid particles separated by this means are collected on a filter/ζrag (paper filter, metal filter, etc.) similar to the case of, for example, well-known dust collectors, and the soot in the filter bag is removed. It is possible to eliminate soot and other solid particles by incinerating them together with the soot. This incineration is carried out in fixed incineration facilities without fear of pollution. Extra operating costs and operating uncertainties, such as those caused by filter clogging in other known removal devices, are reliably avoided and costs are also minimized. In contrast to the case where separated solid particles are supplied to the suction side of an internal combustion engine for after-combustion as in the means described in claim 8,
By the means described in claims 9 to 12,
Excessive wear of the internal combustion engine due to solid particles being fed to the internal combustion engine is also avoided.

The embodiments according to claims 13 and 14 significantly facilitate the maintenance and servicing of internal combustion engines that are operated in combination with the device according to the invention for removing solid particles from exhaust gases, and which・There is no need to do it in groups.

The energy demand for the soot incineration device according to claim 16 is particularly low. This is because the heat of combustion generated is used to increase the flammability of the solid particles to be incinerated. With the embodiments set forth in claims 17 and 18, it is possible to predict the amount of oxygen depletion in the exhaust gas of an internal combustion engine, and moreover, especially during full-load operation, the lack of air is caused by the exhaust gas containing a large amount of solid particles. Supplied. Particular preference is given to using gas taken off from the air outlet of the crankcase as the source of additional air. The gas stream removed therefrom contains sufficient oxygen at the required gas pressure to supply the exhaust gas under pressure.

<Example> Next, five embodiments of the present invention will be explained in detail with reference to the drawings.

The exhaust gas discharged from the internal combustion engine (not shown) into the exhaust manifold system is supplied via a connecting conduit 1 to a device for removing solid particles from the exhaust gas of the internal combustion engine, which is hereinafter referred to as a static filter. It is called electric soot separator 2. The connecting conduit 1 opens tangentially into a first volute casing 3, which volute casing has an elongated, hollow casing-like tube body 4.
It is coaxially connected to the end of the tube, and is open on the end face side closer to the tube body. A second spiral casing 6 is connected to the other end of the tube body, and the spiral casing is also open toward the interior of the tube body and is arranged coaxially with the tube body. A connection 7 is provided tangentially from the spiral casing, which also opens tangentially into the inlet cylinder 8 of the centrifuge 9 . The centrifugal separator, which in this example is configured as a cyclone separator, is located parallel to the axis of the tube body and has a customary inlet cylinder 8, which includes an inlet cylinder 8. Coaxially connected is a cylindrical body 10 of reduced diameter, which transitions into a tapered conical section 11 . A collecting chamber 12 with an outlet 14 is connected to the conical part. From the inlet cylinder 8, an intrusion pipe 15 enters coaxially into the cylinder lO, and from there leads gas with less soot to the outside.

An electrode support 16 consisting of a conductive side diagonal extends coaxially within the tube body, and a plurality of corona discharge disks 17 are inserted and arranged at regular intervals in the electrode support. The corona discharge disk has a number of sharp edges or cusps on its outer periphery. The electrode carrier 16 is connected on one side via a high-voltage insulator 18 to the end wall 20 of the first spiral casing 3 and on the other side where it is bent, via a high-voltage insulator 19 to the second spiral casing 3. 6 and is connected to the end wall 21 of 6.

The high voltage insulator 19 also has a bushing terminal 22, through which the electrode support 16 connects to the DC high voltage source 23.
is connected to. The other pole of the DC high voltage source 23 is connected to the conductive tube wall of the tube body. Also, high voltage insulator 18
and 19 are housed at intervals in protective tubes 24 and 25, respectively, and each protective tube is located coaxially with the axis of the tube body 4 and fixedly connected to the end walls 20 and 21, and extends axially beyond the width of the connecting conduit 1.7, but below the high-voltage insulator 18,19. An annular chamber 26 of constant width is provided between the inner diameter of the elongated tube body and the outer diameter of the corona discharge disk 17 or the outer diameter of the protective tube 24. Via this annular chamber, the exhaust gas can flow through the tube without any hindrance.

In its action, the tube body together with the corona discharge disk 17
They form two electrostatic aggregates. The exhaust gases coming from the internal combustion engine are introduced tangentially via the connecting line 1 into the first volute casing 3, from which they exit laterally with a strong vortex into the annular chamber 26 and into the annular chamber 26. flows helically through and is introduced tangentially via the second volute casing 6 into the inlet cylinder 8 of the cyclone-type centrifugal separator 9. In this inlet cylinder 8, the exhaust gas continues to swirl and reaches the cylinder 10, which is followed by a tapered conical portion 1.
Flow into 1. Most of the exhaust gas then flows back again through the inlet pipe 15, but a small portion of the exhaust gas flows back through the inlet pipe 15.
It flows out after 4.

The exhaust gas flowing into the connecting pipe 1, especially the exhaust gas generated from a diesel engine, contains extremely finely distributed soot.
The soot may also be mixed with other foreign matter or solid particles. After flowing into the tube body, the exhaust gas is exposed to a strong electric field, and in this electric field, a corona discharge occurs at the peak of the outer periphery of the corona discharge disk 17. The corona discharge disk 17 includes
The negative pole of the DC high voltage source 23 is connected. Corona discharge occurs in the annular chamber 2 between the corona discharge disk 17 and the tube wall of the tube body.
Occurs within 6. The soot particles that reach the corona discharge become pseudo-charged.

Intense alternating collisions occur between charged soot particles due to strong electrostatic forces. During this collision, soot particles adhere to each other,
As it flies through the annular chamber 26, it gradually grows,
Forms relatively large soot particles.

To be precise, two types of collision processes can be distinguished during this operation. The first collision process is a particle-to-tube wall collision process, which occurs when charged soot particles are accelerated from the corona discharge disk 17 to the tube wall of the tube body via electrostatic forces. In some cases, the charged soot particles collide with soot particles already attached to the pipe wall, grow into contact with each other, and form larger soot particles on the pipe wall.

These soot particles self-discharge at the tube wall due to the outflow of electric charge through the thin soot layer attached to the tube wall, so that they do not lose their ability to stick to the tube wall, and immediately after impacting the tube wall. , it is peeled off again by the fluid force of the flowing exhaust gas. At this time, the soot particles are pseudo-charged again, and of course take on a positive charge at this time. In the annular chamber 26, the detached relatively large soot particles are pseudo-charged by charge carriers with a negative appearance due to the corona discharge and are accelerated backwards towards the tube wall. The collision process with the pipe wall then begins anew.

The second collision process is a particle-particle collision process. Negative charge by corona discharge disk 17? The soot particles enriched with fF and the positively charged soot particles separated from the tube wall of the tube body collide with each other in the annular chamber 26 while in flight, due to electrostatic adhesion force and mechanical adhesion force. Attach each other. The enlarged soot particles are switched in charge again by charged soot particles or apparent charge carriers and are accelerated towards the corona discharge disk or towards the tube wall depending on the positive or negative charge. Ru. This collision process is significantly enhanced by the charge of the particles. This is because the collision cross section is extended far beyond the particle cross section by the strong attraction via the Coulomb force.

In contrast to known types of electrostatic filters, the electrostatic soot separator of the invention has an exhaust gas velocity in the annular chamber of 2.5
m/see, particularly preferably at least 5 m
/see. This exhaust gas velocity can be increased up to 3 Q 771 /1I8c. In this case, the upper value is determined to be such that the stability of the corona discharge is disturbed by high exhaust gas velocities.

High flow rates bring the soot particles into only temporary contact with the tube wall of the tube. This is because the soot particles are immediately exfoliated again by the flow forces. Therefore, the adhesion buildup does not increase and no separation of soot occurs inside the tube 4. This electrostatic action section or tube is only a means of initiating a strong collision process between soot particles and causing the very small soot particles to grow into large soot particles. These large soot particles leave the tube together with the exhaust gas and then reach the cyclonic centrifuge 9.

Here, the soot particles are separated on the inner wall of the centrifugal separator 9 under the action of centrifugal force and the action of an accelerated rotational movement and move into the collection chamber 12 together with a small partial flow of exhaust gas. The exhaust gas located in the core of the cyclone centrifugal separator can flow out as purified exhaust gas through the inlet pipe 15, and in some cases can flow out into the atmosphere through a muffler. In contrast, the exhaust gas partial stream leaving via the outlet 14 contains a large amount of separated soot particles;
It then passes into the dust collection tank or is returned to the suction side of the internal combustion engine in order to advantageously eliminate soot from the system.

This is advantageous since internal combustion engines for vehicle operation are operated with exhaust gas recirculation in order to improve the exhaust gas emissions, in particular to reduce the NOx content. The returned exhaust gas additionally carries separated soot, which is afterburned in the combustion chamber of the internal combustion engine.

By flowing the exhaust gas at a flow rate 10 times higher than in the case of conventional electrostatic filters, the soot particles in the exhaust gas are no longer separated in the electrostatic soot separator and are allowed to flow through the separator. It is merely transformed into larger soot particles during flight.

What is important in this case is that the particles are guided over a relatively long distance between the two field electrodes, that is, between the differently polarized corona discharge disk 17 and the wall of the tube body Φ, at the high flow velocity mentioned above. The purpose of this is to cause the particles to collide with each other as frequently and repeatedly as possible by repeating the charge conversion process. The particle expansion process is enhanced by high flow rates. This is because the increased turbulence within the corona discharge zone causes the particles to become more uniformly charged than at lower velocities. This reduces the excess charge required to operate the electrostatic soot filter, which in turn reduces the high voltage output.Furthermore, it reduces the number of collisions between particles compared to conventional electrostatic filters. This is enhanced since the particle-particle collision process is initially made possible by the frequent repetition of detachment of the particles from the tube wall.

Due to the application of high exhaust gas velocities inside the tube, electrostatic soot separators are more suitable in terms of shape, structural volume and functional reliability than other electrostatic filters operating at low flow velocities. It can be configured to be better suited for installation. By arranging the cyclonic centrifugal separator axially parallel to the electrostatic soot separator, a flat structure is obtained that allows for installation under the floor of an automobile and is comparable in shape and volume to an exhaust muffler. The spiral flow, combined with the high flow velocity, distributes the exhaust gas stream evenly in the narrow annular chamber 26. There is no need to incorporate differential users or similar flow elements, so there are no short-circuit flows within the tube. The tube volume is fully utilized.

Furthermore, due to the high flow rate of the exhaust gas, no soot is deposited inside the tube, and soot is constantly and evenly removed from the tube. Therefore, an inconvenient situation in which a relatively large amount of intermediate deposited soot is suddenly forced out can be avoided. If this happens, the cyclone centrifuge will be overloaded for a short period of time, and the soot concentration will increase rapidly both in the exhaust gas exiting through the inlet pipe 15 and in the exhaust gas exiting through the outlet 14. It turns out. Moreover, in this case, in addition to environmental pollution, the combustion process is also negatively affected by impact or pulsation. However, in the present invention, soot is evenly removed from the tube body 4, so that the soot layer that grows over the course of operation never accumulates on both electrodes and reduces the electrode spacing. The tendency for electrical breakdown is therefore significantly reduced. Also, short-term and re-voltage interruptions due to voltage dips are thus avoided.

The structural arrangement makes it possible to control the helical flow of exhaust gas inside the tube, which control itself improves the functional reliability of the high-voltage insulation.

High voltage insulator 18, . In the center of the spiral flow in the region of 19, the soot content in the exhaust gas is significantly reduced. This is because the soot particles are blown outward by a large spiral flow.

Furthermore, high flow rates also prevent the formation of relatively thick soot layers on the high voltage insulation itself. The high-voltage insulator is therefore less contaminated, so that the calculated leader resistance is maintained during operation of the device.

The high-voltage insulation can also be protected against abrasion by incoming exhaust gases by means of protective tubes 24,25. Due to the breakdown strength and functional reliability of the high-voltage insulator, the electrical power required for the electrostatic soot separator can also be relatively low.

In addition to soot, the exhaust gas from internal combustion engines such as self-igniting internal combustion engines may also contain non-flammable solid particles such as rust, abrasion debris, and ash. Returning directly to the internal combustion engine will increase wear on the internal combustion engine.

In an additional configuration, it is therefore also possible to arrange an additional cyclonic centrifuge 28 upstream of the opening of the connecting conduit 1 to the first volute casing 3, in which Relatively heavy particles of the solid components are separated from the exhaust gas.

The separated particles are introduced into the bunker 29 or are conveyed out of the vehicle together with a partial exhaust gas amount corresponding to 1-2% of the total exhaust gas flow. Since the separation particles of the solid matter are very small and durable, this does not significantly reduce the degree of separation of the entire apparatus. This results in soft combustible soot particles. Only the upper particulates in the exhaust gas are supplied to the combustion chamber of the internal combustion engine.

FIG. 2 shows a different embodiment of the electrostatic soot separator of FIG. 1, in which the corona discharge disk 17 is replaced in certain areas by cylindrical electrodes 31. The rest of the structure is the same as that of the embodiment shown in FIG.

In this embodiment, equal structure sizes provide equivalent efficiency with respect to particle expansion. However: - The power requirements required for this are reduced by said arrangement. This is because in the area of the cylindrical electrode 31 only an electrostatic field is formed which does not cause a luminescent corona discharge. At the inlet of the exhaust gas into the tube body Φ, first the tube sections of the corona discharge disk 17 are provided, and then the tube sections of the cylindrical electrode 31 and the tube sections of the corona discharge disk 17 follow alternately.

Due to the provision of a cylindrical electrode 31 in the tube end section, the soot particles in the exhaust gas are initially charged as soon as they enter the tube body 4 . This simultaneously initiates a powerful particle-wall collision process. When entering the first electrostatic field area in the area of the cylindrical electrode 31 at the end of the corona discharge disk area.

Charged soot particles of both polarities are present.

These charged soot particles are accelerated by the electric field force towards electrodes of opposite polarity. The soot particles that have reached the electrodes are discharged and are then separated from the tube wall again by the flow force of the exhaust gas stream, whereupon they are converted into electrical charge. Due to the charge conversion process in the purely electrostatic field range, the soot particles of both polarities exist over a relatively long distance, so that the collision process between the particles and the pipe wall is repeated continuously, and the soot particles become larger It can grow into particles, and the same effect as in the embodiment shown in FIG. 1 can be achieved. On the other hand, in the purely electrostatic field range, a smaller current flows than in the corona discharge range due to the corona discharge disk.

This is because in the pure electrostatic field range, only the charges stuck to the soot particles are transported, and the apparent excess charge does not need to be transported. The advantage obtained by the alternating sequential arrangement of zones with corona discharge disks and zones with cylindrical electrodes is that neutral soot particles are formed during particle-particle collision processes in the range of pure electrostatic fields. In this case, the neutral soot particles become pseudo-charged again in the corona discharge region of the corona discharge disk area. The collision process is then intensified again, so that the largest possible particles can be produced even with short flight times or tube lengths through the tube.

In FIG. 3, which shows another embodiment of the embodiment in FIG. It is configured. The soot and other solid particles separated by the centrifugal separator 9 are then led not to the suction side of the internal combustion engine, but to the dust collection bag 41', which contains vacuum cleaner paper and two nozzles. It acts as a filter. As soon as the dust bag is full, it is replaced, but in this case the capacity of the dust bag is such that it is not necessary to interrupt the operation of the internal combustion engine, for example in the case of refueling. The dust collection bag is selected so that it can be replaced with a new empty dust collection bag when there is a problem or at the end of daytime driving. Full dust bags are harmlessly incinerated in fixed equipment. The embodiment can be advantageously applied to utility vehicles such as forklift trucks, route passes, construction machines, etc., for example.

Of course, the dust bag acting as a filter may also be made of another non-combustible material, in which case the contents must be disposed of in another suitable manner. By this measure, wear in the internal combustion engine, which occurs when the separated solid components are returned to the suction side of the internal combustion engine, is reliably avoided.In contrast to conventional filter devices using porous walls, Embodiments of the invention eliminate the risk of occlusion.

Such closures involve significant operating uncertainties and require high checking costs.

In the embodiment shown in FIG. 4, the outlet 14 of the centrifugal separator 9 leads to a soot incineration device 43, which consists of a casing 44 in which a combustion chamber 45 is incorporated. An extension of the outlet 14 coaxially projects into the cane puffer 44 from one end face 42 as an intrusion pipe 54 and opens into the combustion chamber 45 . The combustion chamber 45 has an electrical heating element 46, the heating element comprising:
Power is supplied via an electrical connection line 47 from a power source 48 located outside the housing 44 .

The combustion chamber 45 is connected to the casing 44 on the side opposite the outlet 14.
is open toward the bottom, and has a filter 49 disposed downstream of the heating element 46 in this opening region. The housing 44 has an outlet next to the end face 2 from which an exhaust gas conduit 51 extends radially. The end face 4
On the 2 side, a combustion air supply conduit 52 opens laterally and opens into an annular chamber 53 surrounding the inlet pipe 54 at the end face 42 . The annular chamber 53 and the intrusion pipe 5
An air intake port 55 is provided between the combustion chamber 4 and the inside of the combustion chamber 5, through which the combustion air is mixed with the exhaust gas that is led from the outlet 14 to the combustion chamber raw material 5 in a state containing solid particles. Ru. The inlet pipe 54 thus serves as a mixing chamber for the combustion air supplied and the exhaust gas.

The embodiment shown in FIG. 4 operates as follows.

The combustion chamber 45 is maintained at approximately 500-600 DEG C. by electrical heating, which temperature is sufficient to bring the solid components fed together with a small exhaust gas partial stream to the combustion temperature. However, the media that have not yet been combusted in the area of the electric heating element 46 are captured in the downstream filter 49. The filter is heated by the gas flow and still has a temperature high enough to burn out the soot, so that the media trapped in the filter are completely combusted with a delay. The purified combustion gases exiting at the outlet of the filter then flow countercurrently around the combustion chamber head 5 and the inlet pipe 54 towards the end face 42 and exit via the exhaust gas conduit 51. This results in a significant heat recovery for the combustion chamber 45, so that the required heating power is significantly reduced. Advantageously, the casing 44 is sufficiently insulated to again minimize heat losses.

Particularly in the full-load operating range, the combustion air supply line 52 is also used, since in the full-load operating range the exhaust gas contains very little oxygen.

Valve 50 operated in relation to operating parameters of the internal combustion engine
It is advantageous to add air to the exhaust gas in a controlled manner. This air is provided by an air pump 56 which produces a pressure necessarily higher than the exhaust gas pressure. However, it is also possible to remove combustion air from the crankcase of the internal combustion engine without using the air pump 56. This is because the gases leaving the crankcase are also under slight overpressure, and the gases escaping from the crankcase also contain sufficient oxygen and hydrocarbons which are also present in the combustion chamber 45. This is because it burns while generating heat. This helps reduce heating power.

In the case of relatively large internal combustion engines used for example for utility vehicles, the heating power demand may possibly be disadvantageously high. In the embodiment shown in FIG. 5 which takes such a case into consideration, a catalytic element 57 is disposed in the combustion chamber 45 following the electric heating element 46, and the catalytic element 57 is connected to the heating element 6. It is interposed between the filter 49 and the filter 49 . This catalytic element reduces the minimum temperature required to combust the solids. A fuel conduit 59 also opens into the inlet pipe 54', via which fuel is added to the exhaust gas and the supply air. The amount of fuel added can be adjusted via a metering device 60. However, the mixture of exhaust gas, air, fuel and soot particles or solid particles supplied to the combustion chamber 45' may be brought to a relatively low operating temperature of the catalyst. 500-6
The actual heating of the combustion chamber to 00° C. takes place by catalytic combustion of the fuel and soot itself.

If the materials are chosen accordingly, the electrical heating element, the catalyst carrier and the filter can also consist of a single material, for example an electrically conductive ceramic foam coated with a catalyst. In this embodiment, the soot and all separated combustible components are continuously combusted. The operation of the internal combustion engine is not hindered by equipment failure. This is because the device according to the invention does not generate any reaction effects on the internal combustion engine and does not create load-related backpressures, such as occurs, for example, in ceramic exhaust gas filter systems. The amount of auxiliary energy in the form of electrical current or fuel is very small. Since the device of the invention burns the produced soot continuously, there is no need to control the free combustion interval. Particularly when air is removed from the crankcase for supplying additional combustion air, the energy required for the air pump as well as the installation of the air pump itself can be saved, which also reduces the cost of the device.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a first embodiment of the invention, FIG. 2 is a schematic diagram of a second embodiment of the invention, and FIG. 3 is a diagram of the invention with a device for discharging separated solid particles. FIG. 4 is a schematic diagram of a fourth embodiment of the invention with a device for post-incineration of the separated solid particles; FIG. FIG. 5 is a schematic illustration of a fifth embodiment of the invention with a device for post-incineration; ■...Communication conduit, 2...Electrostatic media separator, 3...
First spiral casing, cow... tube body, 6... second spiral casing, ■... communication part, δ... inflow cylindrical body, 9
...Centrifugal separator, 10... Cylindrical body, 11... Conical part, 12... Collection chamber, 14... Outlet, 15...
Intrusion tube. 16... Electrode support, 17... Corona discharge disk, 1
8, Engineering 9...High voltage insulator, 20.21... End wall, 2
2...Shishing terminal, 23...DC high voltage source, 24
゜25... Storage tube, 26... Annular chamber, 28... Additional cyclone centrifuge, 29... Bunker, 3
1... Cylindrical electrode, 41'... Dust collection bag, 42...
- End face, 43... Soot incineration device, 44... Casing, 45° cow 5'... Combustion chamber, 46... Heating element, 47
... Connection conductor, 48 ... Power supply, 49 ... Filter,
50... Valve. 51... Exhaust gas conduit, 52... Combustion air supply conduit,
53...Annular chamber, 54.54'...Intrusion tube, 55.
...Air intake, 56...Air pump, 57...
Catalytic element, 59... Fuel conduit, 60... Metering device 14, , FIG.

Claims (1)

[Claims] 1. A device for removing solid particles from exhaust gas of an internal combustion engine, which is provided with a casing-like pipe body (4),
The inlet end of the tubular body communicates with a conduit for conducting exhaust gas, and the outlet end of the tubular body connects with the inlet of a centrifuge (9), the centrifuge being a component of the cylinder. The body (10) has a tangential inlet at one end, said cylindrical body transitioning at the other end into a conical part (11) tapering towards an outlet (14) for solid particles; Cylindrical body (10)
From the inlet end of the cylindrical body, an inlet pipe (15 mm) for discharging purified exhaust gas is led outward coaxially with the axis of the cylindrical body. )but,
The tube has a support (16) insulated against high voltages, which extends coaxially with the axis of the casing-like tube (4) and is mutually disposed in a number of radial planes. The corona discharge disks (17) are closely arranged in parallel to each other, and the corona discharge disks are connected to a high voltage source (23) through the support (16).
and the other pole of the high voltage source is connected to a casing-like tube (4), through which it flows. Device for removing solid particles from the exhaust gas of an internal combustion engine, characterized in that the exhaust gas has an average exhaust gas flow velocity greater than 2.5 yn/']ec. 2. At the inlet end of the casing-like tube (4), a connecting conduit (1) for guiding the exhaust gas opens tangentially by 1". At the outlet end of the casing-like tube (4), A tangential connection (7) is provided which opens at the tangential inlet of the Zyclone centrifuge (9), and the support (16) is located at each end in an insulator (18, 19). each insulator is connected to an end wall (20, 21) of said casing-like tube (4), and a part of the length of said insulator is connected to each said end wall. Protective tubes (2
4, 25), the protective tube opens toward the inside of the casing-like tube body (4), and extends at least the full width of the connecting conduit (1) in the tangential direction at the inlet end of the tube body or the tube. Device according to claim 1, characterized in that it extends over at least the entire width of the tangential communication (7) of the body outlet end. 3. Device according to claim 1 or 2, characterized in that the centrifugal separator (9) is arranged parallel to and directly in contact with the casing-like tube (4). Claims 1 to 3, characterized in that on the support (16) sections with corona discharge disks (14) and sections with cylindrical electrodes (31) are arranged in alternating sequence. The apparatus described in any one of the preceding paragraphs. 5. Starting from the inlet end of the casing-like tube (4), a section with a corona discharge disk (17) is first arranged, following this section. A section with a cylindrical electrode (31) and a corona discharge disk (17)
) are arranged in alternating sequence, and a cylindrical electrode (
31). Apparatus according to claim 4, wherein: 31) is provided. 6. A coarse particle separator (28) is provided in the connecting conduit (1) to the inlet end of the casing-like tube (4);
An apparatus according to any one of claims 1 to 5. 7. The apparatus according to claim 6, wherein the coarse particle separator is a centrifuge (28). 8. Device according to claim 1, characterized in that the solid particle outlet (14) leads to the suction side of the internal combustion engine. 9. The device according to claim 1, wherein the solid particle outlet (14) communicates with the dust collection container (41'). 10. The device according to claim 9, wherein the dust collection container is a removable filter. 11. The device of claim 10, wherein the filter comprises a combustible material. 12. The device according to claim 10 or 11, wherein the filter is built in the muffler casing. 13. A device for removing solid particles from the exhaust gas of an internal combustion engine, comprising an outlet for purified exhaust gas and an outlet for a reservoir for separated and removed solid particles, in which the outlet for solid particles (14) is a soot incineration device. (43). ! Apparatus according to any one of the dimensions of claims 3 to 7. 14. The device according to claim 13, wherein the soot incineration device (43) has a combustion chamber (45) in which an electric heating element (4-6) is arranged. 15 The combustion chamber (45) has an open outlet and a heating element (
15. Device according to claim 14, characterized in that a filter (49) is arranged between 46) and the outlet. 16. A combustion chamber (45) is incorporated in a casing (44) surrounding the combustion chamber and protected against heat radiation to the outside, and the gas exiting from the outlet of the combustion chamber is 16. Device according to claim 15, characterized in that the outlet (14) for solid particles flows countercurrently into the exhaust gas conduit (51) which is located on the side that opens the outlet (14) for communication into the casing (44). 17. On the inlet side of the combustion chamber (45), an air pressure source (56)
17. The device according to claim 1, wherein the air supply conduit (52) from the air supply conduit (52) is open. 18. Inside the air supply conduit (52), there is a
18. The device according to claim 17, wherein a controllable valve (50) is arranged in conjunction with the ξ parameter. 19. The device according to claim 18, wherein the air supply conduit (52) is open during full load operation of the internal combustion engine. 20. 18. The device of claim 17, wherein the air supply conduit (52) leads from a crankcase air vent of the internal combustion engine. 21, outlet for solid particles (14) to the casing (44)
A mixing chamber (54') is provided between the communication opening of the combustion chamber (45) and the combustion chamber (45).
) is arranged in claims 17 to 1.
The device according to any one of items 9 to 9. 22. A catalytic element (57) is arranged in the combustion chamber (45',) downstream of the heating element (46). Apparatus according to claim 21. 23. A fuel conduit (59) opens into the mixing chamber (54'), in which a metering device (60) is arranged. Device according to claim 22.24. The heating element (46), the catalytic element (47) and the filter (49) are integrally constructed, and the heating element (46) is made of a conductive ceramic foam coated with a catalyst. Device.