KR101166229B1 - Apparatus for reducing exhaust gas - Google Patents

Abstract

PURPOSE: An exhaust gas reducing apparatus is provided to stably maintain the temperature of exhaust gas as the flame in a second combustion chamber is rapidly ignited even in the case the flame in a first combustion chamber is extinguished. CONSTITUTION: An exhaust gas reducing apparatus comprises an exhaust pipe(100), first and second combustion units, an injection nozzle(300), first and second igniters, and an air feeder(600). The exhaust pipe delivers exhaust gas to an exhaust gas filter(F). The first combustion unit is installed inside the exhaust pipe, and placed between an engine and the exhaust gas filter. The first combustion chamber comprises a first combustion chamber(211). The injection nozzle is mounted into the first combustion unit, and injects a mixture mixed with air and fuels to the first combustion chamber. One end of the first igniter is placed inside the first combustion chamber, and ignites the mixture injected from the injection nozzle. The second combustion unit comprises a second combustion chamber(521) connected to the first combustion chamber. The air feeder supplies the air to the second combustion chamber. One end of the second igniter is placed inside the second combustion chamber.

Description

Apparatus for reducing exhaust gas}

The present invention relates to an exhaust gas reducing device, which is capable of reducing harmful substances emitted to the atmosphere through an exhaust gas filter by heating exhaust gas generated from an engine.

The use of diesel engines in trains, ships, and industrial vehicles is common, and the use of diesel engines in passenger vehicles is also increasing.

As the use of diesel engines increases, emissions of particulate matter such as soot and SOF (Soluble Organic Fraction) and nitrogen oxides (NOx) contained in exhaust gases emitted from diesel engines are increasing. In addition, these emissions have become a major source of environmental pollution and are increasingly being regulated.

In order to solve the above-mentioned environmental pollution problem, various methods for the exhaust gas reducing apparatus for collecting and treating soot are prevented from being discharged to the atmosphere.

The exhaust gas reduction device includes a diesel particulate reduction device (DPF) for collecting and treating particulate matter (PM), a selective catalytic reduction method (SCR) for reducing emissions of nitrogen oxides (NOx), and a lean combustion NOx reduction device (LNT). ).

In order to effectively reduce the exhaust gas emissions in this way, it is necessary to keep the exhaust gas above the appropriate temperature.

Among these, the diesel particulate reduction device (DPF) collects soot, that is, particulate matter, and oxidizes and removes soot collected in the exhaust gas filter, thereby maintaining the back pressure of the exhaust gas filter at an appropriate pressure or less.

The soot collected in the diesel particulate reduction device (DPF) is composed of carbon as the main component, and carbon is efficiently combusted only when the temperature is 600 ° C. or higher under atmospheric conditions of 20% oxygen.

However, the exhaust gas temperature of the diesel vehicle is difficult to increase the maximum exhaust temperature of more than 600 ℃ in the engine of the natural intake, and as the engine is improved in recent years, the maximum exhaust temperature is difficult to rise above 350 ℃.

Korean Patent Laid-Open Publication No. 2003-0003599 discloses a smoke reduction device for collecting and treating particulate matter (PM) in the exhaust gas discharge.

1 is a view showing a conventional exhaust gas reducing device.

The conventional smoke abatement apparatus is composed of an injector 8, an ignition means 17, 18, an inflammator 7 and a pressure sensor 15, as shown in FIG.

The injector 8 is installed at a predetermined position on the exhaust passage 1 in which the particulate matter reducing device for collecting the particulate matter generated in the engine 3 is installed to inject fuel into the exhaust passage 1.

The ignition means is provided adjacent to the injector 8 to form a flame using fuel injected into the injector 8 and exhaust gas discharged from the engine 3.

The ignition means consists of a glow plug 17 and a power supply 18.

The glow plug 17 receives power from the power supply 18 to heat and fuel the fuel.

The insulator 7 maintains the flame formed by the ignition means and smoothly maintains the flow distribution of the exhaust gas.

The pressure sensor 15 is installed on the exhaust passage 1 to measure the pressure.

The injector 8 and the ignition means 17, 18 are operated based on the pressure in the exhaust passage 1 measured by the pressure sensor 15.

In the conventional smoke reduction device as described above, by forming the flame by the ignition means 17 and 18 to increase the temperature of the exhaust gas, the particulate matter trapped in the exhaust gas filter can be burned and removed.

However, the conventional smoke reduction device as described above is affected by the stability of the flame according to the operating conditions of the engine.

That is, the flame may become unstable and turn off due to the severe change of the flow rate and pressure condition of the exhaust gas discharged from the engine.

When the flame is turned off as described above, the fuel injected from the injector 8 vaporizes in contact with the glow plug 17, and thus, the temperature of the glow plug 17 drops due to latent heat of evaporation. .

In particular, in the acceleration or deceleration section of the diesel engine, the exhaust gas flow rate or pressure increase or decrease is more severe, and thus the flame is very unstable or extinguished, and thus it is difficult to stably raise and maintain the exhaust gas temperature. It is difficult to effectively remove soot.

The present invention is to solve the above problems, to provide a flue gas reduction device that can effectively remove the smoke trapped in the exhaust gas filter by maintaining the flame to increase and maintain the exhaust gas temperature of the diesel engine stably. Its purpose is to.

Exhaust gas reduction apparatus of the present invention for achieving the above object, the exhaust pipe for transferring the exhaust gas discharged from the engine to the exhaust gas filter; A first combustion unit disposed inside the exhaust pipe and disposed between the engine and the exhaust gas filter and forming a first combustion chamber; An injection nozzle mounted to the first combustion unit, for injecting a mixture of air and fuel into the first combustion chamber; A first ignition unit mounted to the first combustion unit, one end of which is disposed inside the first combustion chamber to ignite the mixture injected from the injection nozzle; A second combustion section mounted to the exhaust pipe and forming a second combustion chamber in communication with the first combustion chamber; An air supply unit supplying air to the second combustion chamber; A second igniter mounted on the second combustion unit, one end of which is disposed in the second combustion chamber; Wherein the second combustion chamber is opened in the direction of the first igniter is disposed adjacent to the first igniter, the mixture injected from the injection nozzle is partially introduced into the second combustion chamber and the first It is complexed by a two-igniter.

The second combustion unit is mounted to the exhaust pipe, the mounting portion is mounted therein the second igniter; An inflammation part formed at one end of the mounting part on which the second igniter is mounted to form the second combustion chamber therein; The first combustion unit is arranged in parallel with the exhaust pipe, the exhaust gas filter is formed in the opening direction, the lower portion of the flame is inserted into the interior of the first combustion chamber is arranged in the first Open is formed in the direction of the igniter.

The first flasher protrudes in the cross-sectional center direction of the first combustion chamber in a lateral direction of the first combustion unit, and is disposed at the center of the cross section of the first combustion chamber, and the second flasher is located above the first flasher. One end is disposed in the second combustion chamber.

The injection nozzle is disposed at the same height as the first igniter to radiate the mixture in the direction of the first igniter, wherein a portion of the mixture radiated from the injection nozzle is spread out to the upper part of the injection nozzle and the lower part is opened. It flows into the combustion chamber.

On the outer circumferential surface of the first combustion portion, a swirling body that guides the flow so that the exhaust gas passing through the outside of the first combustion portion turns around the first combustion portion is formed.

The first combustion unit comprises: an ignition unit forming the first combustion chamber; A flame portion formed outside the ignition portion and spaced apart from each other to surround the ignition portion; An exhaust cut-off portion formed in front of the ignition portion and the flame portion in a direction in which the engine is disposed to block exhaust gas from flowing into the ignition portion, and equipped with the injection nozzle; Wherein, the flame portion is formed in the flame chamber in which the flame is ignited in the first combustion chamber in the rear of the ignition portion in the direction in which the exhaust gas filter is disposed, the exhaust cut off ignition with the flame portion A gas inlet is formed to allow exhaust gas to flow into the flame chamber through spaced passages between the parts.

The amount of air contained in the mixture injected through the injection nozzle is 15% to 25% of the total amount of air supplied to the first combustion chamber and the second combustion chamber through the injection nozzle and the air supply unit, and through the air supply unit. The amount of injected air is 75% to 85% of the total amount of air supplied to the first combustion chamber and the second combustion chamber through the injection nozzle and the air supply unit.

Exhaust gas reduction apparatus according to the present invention has the following effects.

The second combustion chamber, in which the second flasher is disposed, is opened in the direction of the first flasher and disposed adjacent to the first flasher, so that even if the flame formed in the first combustion chamber is turned off, the flame is formed in the second combustion chamber. As a result, the flame can be rapidly re-formed in the first combustion chamber to stably raise and maintain the exhaust gas temperature, and effectively remove soot trapped in the exhaust gas filter.

In addition, the lower portion of the flame is inserted into the interior of the first combustion chamber and is formed to be open in the direction of the first igniter to surround the lateral direction of the second combustion chamber, so that the exhaust gas according to the rotational speed of the engine and the engine load As the flow rate and the exhaust pressure are severely changed, it is possible to prevent the flame formed in the second combustion chamber from extinction due to the pulsation phenomenon and the abnormal flow of the exhaust gas.

In addition, one end of the first flasher protrudes in the lateral direction of the cross section of the first combustion chamber in the lateral direction of the first combustion unit, and the second flasher is disposed above the first flasher so that one end is disposed in the second combustion chamber. Even if the flame formed in the first combustion chamber is extinguished, it is easy to reconstruct the flame in the first igniter using the flame formed in the second combustion chamber by the second ignition chamber.

In addition, the injection nozzle is disposed at the same height as the first igniter to radiate the mixture in the direction of the first igniter, and a part of the mixture is introduced into the second combustion chamber while spreading out to the upper part of the injection nozzle, thereby separately separating the second combustion chamber. The flame can be ignited without supplying fuel.

In addition, a spiral structure protruding in a spiral shape is formed on the outer circumferential surface of the flame portion to pivot the exhaust gas passing through the outside of the flame portion to induce the flow of the exhaust gas to the inner wall surface of the exhaust pipe so that the flow rate and the exhaust pressure of the exhaust gas can change rapidly. It is possible to prevent the disturbance of the flame by the exhaust gas and to stabilize the state of the flame.

In addition, the gas inlet is formed in the exhaust cutoff portion to allow the exhaust gas to flow into the flame chamber through a spaced path between the flame portion and the ignition portion, thereby easily burning the oxygen remaining in the exhaust gas and stably maintaining the flame.

1 is a view showing a conventional exhaust gas reducing device,
2 is a cross-sectional view of an exhaust gas reducing device according to an embodiment of the present invention;
3 is a cross-sectional view taken along line AA of FIG.
4 is an enlarged view of a first combustion unit and a second combustion unit according to an embodiment of the present invention;
5 is a view showing an operating state of the exhaust gas reducing device according to an embodiment of the present invention,

2 is a cross-sectional view of the exhaust gas reducing device according to an embodiment of the present invention, Figure 3 is a cross-sectional view taken along the line AA of Figure 2, Figure 4 is a first combustion unit and according to an embodiment of the present invention and 2 is an enlarged view of the second combustion unit, and FIG. 5 is a view showing an operating state of the exhaust gas reducing device according to the embodiment of the present invention.

2 shows a portion of the flame portion without cutting in order to show a swirl formed in the flame portion, and in FIG. 2 and FIG. 5, the flow of exhaust gas is indicated by an arrow.

Exhaust gas reduction apparatus according to an embodiment of the present invention, as shown in Figure 2 to 5, the exhaust pipe 100, the first combustion unit 200, the injection nozzle 300, the first igniter 400, Composed of the two combustion unit 500, the air supply unit 600 and the second igniter 700.

The exhaust pipe 100 transfers the exhaust gas discharged from the engine E to the exhaust gas filter F.

That is, as shown in Figure 2, the engine (E) is disposed in front of the exhaust pipe 100 and the exhaust gas filter (F) is disposed in the rear is discharged from the engine (E) through the exhaust pipe (100) Exhaust gas is introduced into the exhaust gas filter (F).

The first combustion unit 200 is installed inside the exhaust pipe 100 and is disposed between the engine E and the exhaust gas filter F to form a first combustion chamber 211.

In addition, the first combustion unit 200 is disposed in parallel with the exhaust pipe 100 and is open in the direction in which the exhaust gas filter F is disposed.

That is, the first combustion unit 200 is opened to the rear in which the exhaust gas filter F is disposed so that the first combustion chamber 211 communicates with the exhaust pipe 100.

On the outer circumferential surface of the first combustion unit 200 is formed a swinging body 222 which induces flow so that the exhaust gas passing through the outside of the first combustion unit 200 turns around the first combustion unit 200. do.

Specifically, the swinging structure 222 is formed on the outer circumferential surface of the flame portion 220 and will be described later in more detail.

The first combustion unit 200 is composed of a ignition unit 210, a flame unit 220 and the exhaust cut-off unit 230.

The ignition unit 210 forms the first combustion chamber 211 and is disposed inside the flame unit 220.

As shown in FIGS. 3 and 4, the first ignition chamber 400 is disposed in the first combustion chamber 211, and a mixture of fuel and air is injected into the first combustion chamber 211 to inject the first combustion chamber 211 into the first combustion chamber 211. It is ignited by the flasher 400.

Accordingly, a flame is formed in the first combustion chamber 211 to be ejected to the flame part 220, and heats the exhaust gas flowing into the exhaust gas filter F through the exhaust pipe 100.

The flame portion 220 is formed on the outer side of the ignition portion 210 as shown in Figure 5 is disposed to be spaced apart to surround the ignition portion (210).

Specifically, the diameter of the complex portion 210 is made of 50% to 80% of the diameter of the flame portion 220.

In addition, the flame section 220 includes a flame chamber 221 in which the flame complexed in the first combustion chamber 211 is ejected behind the ignition section 210 in the direction in which the exhaust gas filter F is disposed. Is formed.

Between the flame part 220 and the ignition part 210 spaced apart from each other, a passage P through which some of the exhaust gas passes is formed and flows into the flame chamber 221.

As a result, the oxygen remaining in the exhaust gas without burning in the engine E is burned in the flame chamber 221.

In addition, the swing structure 222 is formed on the outer circumferential surface of the flame portion 220.

As shown in FIG. 2, the swirling structure 222 protrudes in a helical shape from the outer circumferential surface of the flame part 220 to pivot the exhaust gas passing through the outside of the flame part 220, thereby flowing the exhaust gas. To the inner wall surface of the exhaust pipe (100).

Accordingly, when the flow rate and the exhaust pressure of the exhaust gas change suddenly according to the engine E rotation speed and the engine E load, disturbance of the flame by the exhaust gas can be prevented.

As described above, when the flame is disturbed by the exhaust gas, the flame may become unstable and may be turned off.

The exhaust cut-off unit 230 is formed in front of the ignition unit 210 and the flame unit 220 in the direction in which the engine E is disposed to block the inflow of exhaust gas into the ignition unit 210.

In addition, the exhaust inlet 230 has a gas inlet 231 through which the exhaust gas flows into the flame chamber 221 through a spaced passage P between the flame portion 220 and the ignition portion 210. Is formed.

Therefore, as shown in FIG. 5, a part of the exhaust gas flowing backward from the inside of the exhaust pipe 100 flows into the gas inlet 231, and a passage between the flame part 220 and the ignition part 210. Oxygen that flows into the flame chamber 221 and remains in the exhaust gas through P is combusted by the flame ejected into the flame chamber 221, thereby easily maintaining the flame stably.

The injection nozzle 300 is mounted to the exhaust cut-off unit 230.

The injection nozzle 300 is mounted on the first combustion unit 200, that is, the exhaust cut-off unit 230, and injects a mixture of air and fuel into the first combustion chamber 211.

A portion of the mixture injected from the injection nozzle 300 is introduced into the second combustion chamber 521 formed in the second combustion unit 500 and is ignited by the second igniter 700.

Specifically, the injection nozzle 300 is disposed at the same height as the first igniter 400 as shown in Figure 4 or 5 to emit a mixture of fuel and air toward the first igniter 400, Some of the mixture radiated from the injection nozzle 300 is introduced into the second combustion chamber 521 having a lower portion open while being spread to the upper portion of the injection nozzle 300.

The first igniter 400 is mounted to the first combustion unit 200, one end of which is disposed inside the first combustion chamber 211 to ignite the mixture injected from the injection nozzle 300.

The first igniter 400 is a heating device that heats a mixture of fuel and air to be ignited, and is made of a ceramic preheating plug or glow plug having an exothermic temperature of 900 ° C. or more.

Specifically, as shown in FIG. 3, one end of the first igniter 400 protrudes in the cross-sectional center direction of the first combustion chamber 211 in the lateral direction of the first combustion unit 200, so that the first igniter 400 may be formed. It is disposed in the center of the cross section of the combustion chamber 211.

The spray nozzle 300 as described above is disposed at the same height as the first igniter 400 to spray the mixture in parallel with the first burner 200 in the direction of the first igniter 400.

The second combustion unit 500 is mounted on the exhaust pipe 100 and forms a second combustion chamber 521 communicating with the first combustion chamber 211.

The second combustion chamber 521 is opened in a downward direction in which the first igniter 400 is disposed and is disposed adjacent to the first igniter 400.

In detail, the second combustion unit 500 includes a mounting unit 510 and an insulator 520.

The mounting portion 510 is mounted to the exhaust pipe 100, and the second igniter 700 is mounted therein.

The air supply unit 600 is mounted to the mounting unit 510 to supply air to the second combustion chamber 521.

The flame portion 520 is formed at a lower end of the mounting portion 510 on which the second igniter 700 is mounted to form the second combustion chamber 521 therein.

A lower portion of the flame portion 520 is inserted into the first combustion chamber 211 and is opened in the direction of the first igniter 400.

The prosthetic portion 520 is formed to protrude downward from the upper portion of the ignition portion 210 to surround the lateral direction of the second combustion chamber 521.

Accordingly, the flow rate and exhaust pressure of the exhaust gas are severely changed according to the rotational speed of the engine E and the load of the engine E, and the flame formed in the second combustion chamber 521 by the pulsation and abnormal flow of the exhaust gas disappears. Can be prevented.

As such, the flame formed in the second combustion chamber 521 is protected and maintained by the flame-retardant portion 520, so that the flame formed in the first combustion chamber 211 is extinguished even when the flame formed in the first combustion chamber 211 is extinguished. By the flame formed, it is possible to easily and quickly reconstruct the flame in the first igniter 400.

The air supply unit 600 is mounted to the mounting unit 510 to supply air to the second combustion chamber 521.

Therefore, the air injected from the air supply unit 600 and supplied to the second combustion chamber 521 is injected from the injection nozzle 300 together with the fuel air mixture introduced into the second combustion chamber 521. It is combusted by the two-igniter 700 to form a flame in the second combustion chamber 521.

As described above, the flame formed in the second combustion chamber 521 is protected by the flame protection unit 520, so that it is hard to extinguish by sudden changes in the flow rate and the exhaust pressure of the exhaust gas, but the internal environmental conditions of the exhaust pipe 100 It is not completely protected against change.

On the other hand, while the injection nozzle 300 may increase the radiation amount of the fuel air mixture to enhance the intensity of the flame formed in the first combustion chamber 211, the second combustion chamber ( When the flame formed in the second combustion chamber 521 is turned off, the amount of the liquid introduced into the second combustion chamber 521 evaporates and the temperature of the first igniter 400 evaporates. Since it is lowered, there is a problem that it is difficult to reconstruct the flame in the second combustion chamber 521.

The air supply unit 600 may inject fuel and air together with the second combustion chamber 521 to form a flame independently from the second combustion chamber 521, but the second combustion chamber 521 may be used. When the flame is turned off, the liquid fuel injected into the second combustion chamber 521 is vaporized by the heat of the second igniter 700 and absorbs the heat of the second igniter 700 so as to absorb the second igniter 700. It becomes difficult to ignite in the second igniter 700 because the temperature of the) is lowered.

In order to solve this problem, a small amount of fuel and air may be injected into the second combustion chamber 521, but a fuel flow control valve for controlling the amount of fuel to be distributed to the injection nozzle 300 and the air supply unit 600 is provided. The additional necessity increases the complexity and cost of the structure.

Accordingly, when the flame of the second combustion chamber 521 is turned off, not only it is difficult to reconstruct the flame in the second combustion chamber 521, but also it is difficult to reconstruct the flame in the first combustion chamber 211. It is difficult to stably raise and maintain the temperature of the gas.

Therefore, as described above, the air supply unit 600 supplies only air to the second combustion chamber 521, and only a predetermined amount of the fuel air mixture injected from the injection nozzle 300 is applied to the second combustion chamber 521. By introducing into, it is possible to quickly reconstruct the flame in the second igniter 700 in case the flame of the second combustion chamber 521 is turned off.

The injection nozzle 300 as described above is connected to a fuel pump (not shown) and an air pump (not shown) to inject a mixture of fuel and air into the first combustion chamber 211.

The fuel pump supplies fuel at a pressure of 3 bar, and the air pump supplies air at a pressure of 2 bar to inject a mixture of fuel and air from the injection nozzle 300.

The air supply unit 600 is connected to the air pump to inject air into the second combustion chamber 521.

The amount of air contained in the mixture injected through the injection nozzle 300 is supplied to the first combustion chamber 211 and the second combustion chamber 521 through the injection nozzle 300 and the air supply unit 600. 15% to 25% of the total amount of air (cc / sec), and the amount of air injected through the air supply unit 600 is the first combustion chamber 211 through the injection nozzle 300 and the air supply unit 600. ) And 75% to 85% of the total amount of air (cc / sec) supplied to the second combustion chamber 521.

The ratio of the amount of air (cc / sec) injected from the injection nozzle 300 and the air supply unit 600 is 2: 8 is most suitable.

Accordingly, the first combustion chamber 211 and the air volume control valve (not shown) are controlled by adjusting the amount of air (cc / sec) distributed to the injection nozzle 300 and the air supply unit 600 at a ratio of 2: 8. It is preferable to inject air into the second combustion chamber 521, respectively.

The second igniter 700 is mounted to the second combustion unit 500, and one end thereof is disposed in the second combustion chamber 521.

The second igniter 700 is disposed above the first igniter 400.

Accordingly, a portion of the fuel air mixture injected from the injection nozzle 300 toward the first igniter 400 flows into the second combustion chamber 521, and air is supplied from the air supply unit 600. A flame is formed in the second combustion chamber 521 by the second igniter 700.

The flame formed in the second combustion chamber 521 by the second igniter 700 is protected by the flame portion 520 and is not easily turned off as described above, so that the flame is maintained in the first combustion chamber 211. Even if the formed flame is extinguished, it is easy to reconstruct the flame in the first flasher 400 using the flame formed in the second combustion chamber 521 by the second flasher 700.

The exhaust gas reducing device as described above is not only used for the removal of particulate matter (PM) trapped in the exhaust gas filter (F) but also selective catalytic reduction (SCR) and lean combustion NOx for reducing nitrogen oxides (NOx). In the case of using an abatement device (LNT) or the like, it can be used as a device for raising the temperature of the exhaust gas to an appropriate temperature or more.

Hereinafter, the operating state of the exhaust gas reducing device of the present invention according to the above-described configuration will be described.

As soot (particulate matter) is collected in the exhaust gas filter F, the exhaust pressure of the exhaust gas increases.

Since the performance of the engine E is deteriorated above a certain exhaust pressure of the exhaust gas, soot collected in the exhaust gas filter F is removed before the exhaust pressure rises above the predetermined pressure.

Accordingly, the fuel nozzle and the air mixture are radiated in the injection nozzle 300 toward the first igniter 400 to be ignited to form a flame in the first combustion chamber 211.

The flame formed in the first combustion chamber 211 is ejected to the flame chamber 221.

A portion of the exhaust gas flows into the gas inlet 231 formed in the exhaust blocking unit 230 and the flame chamber 221 through a passage P formed between the ignition unit 210 and the flame unit 220. Flows into.

In the flame chamber 221, the oxygen contained in the exhaust gas introduced into the flame chamber 221 is burned together.

In this case, air is supplied from the air supply unit 600 to the second combustion chamber 521, and the mixture radiated from the injection nozzle 300 is spread to an upper portion in which the second combustion chamber 521 is disposed. Outgoing part flows into the second combustion chamber 521 and is ignited by the second igniter 700.

Accordingly, the flame is also formed in the second combustion chamber 521.

However, in the engine E, the pulsation phenomenon occurs because the flow rate and the exhaust pressure of the exhaust gas fluctuate greatly according to the operating area, that is, the rotation speed of the engine E and the load of the engine E, and the first combustion occurs under such conditions. It is difficult to stably maintain the flame formed in the chamber 211.

Accordingly, the flame formed in the first combustion chamber 211 may be turned off, and after the flame is turned off, reignition by the first igniter 400 is difficult.

However, in the present exemplary embodiment, the second combustion unit 500 having the flame formed in the second combustion chamber 521 by the second igniter 700 is disposed adjacent to the upper portion of the first igniter 400. In addition, the first igniter 400 allows the flame to be easily and quickly reshaped in the first combustion chamber 211 using the flame formed in the second combustion chamber 521.

Since the second combustion chamber 521 in which the flame is formed is laterally surrounded by the flame portion 520, the flame is not easily turned off by the pulsation phenomenon.

Accordingly, even if the flame formed in the first combustion chamber 211 is turned off, the flame is formed in the second combustion chamber 521 by the first ignition unit 400 to flame the first combustion chamber 211. By reforming quickly, the exhaust gas temperature can be stably raised and maintained, and the soot trapped in the exhaust gas filter F can be effectively removed.

The exhaust gas reducing device of the present invention is not limited to the above-described embodiment, and can be implemented in various modifications within the range that the technical idea of the present invention is permitted.

100: exhaust pipe,
200: first combustion unit, 210: ignition unit, 211: first combustion chamber, 220: flame unit, 221: flame chamber, 222: swinging body, 230: exhaust cutoff unit, 231: gas inlet,
300: injection nozzle,
400: first flasher,
500: second combustion section, 510: mounting section, 520: flame section, 521: second combustion chamber,
600: air supply unit,
700: second igniter,

Claims (7)

An exhaust pipe for transferring the exhaust gas discharged from the engine to the exhaust gas filter;
A first combustion unit disposed inside the exhaust pipe and disposed between the engine and the exhaust gas filter and forming a first combustion chamber;
An injection nozzle mounted to the first combustion unit, for injecting a mixture of air and fuel into the first combustion chamber;
A first ignition unit mounted to the first combustion unit, one end of which is disposed inside the first combustion chamber to ignite the mixture injected from the injection nozzle;
A second combustion section mounted to the exhaust pipe and forming a second combustion chamber in communication with the first combustion chamber;
An air supply unit supplying air to the second combustion chamber;
A second igniter mounted on the second combustion unit, one end of which is disposed in the second combustion chamber; , ≪ / RTI >
The second combustion chamber is opened in the direction of the first sparkler and is disposed adjacent to the first sparkler;
A portion of the mixture injected from the injection nozzle is introduced into the second combustion chamber is ignited by the second igniter, characterized in that the exhaust gas. The method according to claim 1,
The second combustion unit,
A mounting part mounted to the exhaust pipe and having the second igniter mounted therein;
An inflammation part formed at one end of the mounting part on which the second igniter is mounted to form the second combustion chamber therein; Lt; / RTI >
The first combustion unit is disposed in parallel with the exhaust pipe, is formed open in the direction in which the exhaust gas filter is disposed,
And the lower flameproof part is inserted into the first combustion chamber and is opened in the direction of the first igniter. The method according to claim 1 or 2,
One end of the first flasher protrudes in the cross-sectional center direction of the first combustion chamber in the lateral direction of the first combustion unit, and is disposed at the center of the cross section of the first combustion chamber.
The second igniter is disposed on top of the first igniter, characterized in that one end is disposed in the second combustion chamber. The method according to claim 3,
The injection nozzle is disposed at the same height as the first igniter to radiate the mixture in the direction of the first igniter,
Part of the mixture radiated from the injection nozzle is introduced into the second combustion chamber of the lower opening while spreading to the upper portion of the injection nozzle. The method according to claim 1 or 2,
The outer circumferential surface of the first combustion portion, the exhaust gas reducing device, characterized in that a swirling body for inducing a flow so that the exhaust gas passing through the outside of the first combustion portion to rotate around the first combustion portion. The method according to claim 1 or 2,
The first combustion unit,
An ignition unit forming the first combustion chamber;
A flame portion formed outside the ignition portion and spaced apart from each other to surround the ignition portion;
An exhaust cut-off portion formed in front of the ignition portion and the flame portion in a direction in which the engine is disposed to block exhaust gas from flowing into the ignition portion, and equipped with the injection nozzle; Lt; / RTI >
The flame section is formed with a flame chamber in which the flame ignited in the first combustion chamber is ejected behind the ignition unit in the direction in which the exhaust gas filter is disposed,
And an exhaust gas inlet for allowing exhaust gas to flow into the flame chamber through a spaced passage between the flame portion and the ignition portion. The method according to claim 1,
The amount of air contained in the mixture injected through the injection nozzle is 15% to 25% of the total amount of air supplied to the first combustion chamber and the second combustion chamber through the injection nozzle and the air supply unit,
The amount of air injected through the air supply unit, exhaust gas reduction device, characterized in that 75% ~ 85% of the total amount of air supplied to the first combustion chamber and the second combustion chamber through the injection nozzle and the air supply.

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