US20060080953A1 - Method for regenerating a particle trap and exhaust system - Google Patents

Method for regenerating a particle trap and exhaust system Download PDF

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Publication number
US20060080953A1
US20060080953A1 US11/270,059 US27005905A US2006080953A1 US 20060080953 A1 US20060080953 A1 US 20060080953A1 US 27005905 A US27005905 A US 27005905A US 2006080953 A1 US2006080953 A1 US 2006080953A1
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United States
Prior art keywords
exhaust system
particle trap
catalytic converter
reducing agent
gas stream
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Abandoned
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US11/270,059
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English (en)
Inventor
Wolfgang Maus
Rolf Bruck
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EMISSIONSTECHNOLOGIE MBH
Vitesco Technologies Lohmar Verwaltungs GmbH
Original Assignee
Emitec Gesellschaft fuer Emissionstechnologie mbH
EMISSIONSTECHNOLOGIE MBH
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Publication of US20060080953A1 publication Critical patent/US20060080953A1/en
Abandoned legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9445—Simultaneously removing carbon monoxide, hydrocarbons or nitrogen oxides making use of three-way catalysts [TWC] or four-way-catalysts [FWC]
    • B01D53/9454—Simultaneously removing carbon monoxide, hydrocarbons or nitrogen oxides making use of three-way catalysts [TWC] or four-way-catalysts [FWC] characterised by a specific device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9495—Controlling the catalytic process
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/96—Regeneration, reactivation or recycling of reactants
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0093—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are of the same type
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • 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
    • 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
    • F01N3/022—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 characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous
    • F01N3/0222—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 characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous the structure being monolithic, e.g. honeycombs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • 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
    • F01N3/2803—Construction of catalytic reactors characterised by structure, by material or by manufacturing of catalyst support
    • F01N3/2807—Metal other than sintered metal
    • F01N3/281—Metallic honeycomb monoliths made of stacked or rolled sheets, foils or plates
    • F01N3/2821—Metallic honeycomb monoliths made of stacked or rolled sheets, foils or plates the support being provided with means to enhance the mixing process inside the converter, e.g. sheets, plates or foils with protrusions or projections to create turbulence
    • 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
    • F01N3/2803—Construction of catalytic reactors characterised by structure, by material or by manufacturing of catalyst support
    • F01N3/2825—Ceramics
    • F01N3/2828—Ceramic multi-channel monoliths, e.g. honeycombs
    • 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
    • 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
    • F01N2330/00—Structure of catalyst support or particle filter
    • F01N2330/30—Honeycomb supports characterised by their structural details
    • F01N2330/38—Honeycomb supports characterised by their structural details flow channels with means to enhance flow mixing,(e.g. protrusions or projections)
    • 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
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/02—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses characterised by the distance of the apparatus to the engine, or the distance between two exhaust treating apparatuses
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an exhaust system for the purification of a gas stream of pollutants, which contains a particle trap which is regenerated discontinuously, using a reducing agent. Furthermore, a method for the regeneration of a particle trap is described.
  • exhaust systems have in the past been the subject of constant development.
  • a multiplicity of components are employed, which in each case perform different functions within the exhaust system.
  • starting catalytic converters or preturbo catalytic converters are known, which have a particularly small volume and, after a cold start of the internal combustion engine, therefore quickly reach their starting temperature required for catalytic conversion.
  • electrically heatable catalytic converters are known, which likewise allow an improved cold starting behavior of the exhaust system.
  • Adsorbers as they are known, have the task, in the exhaust system of an internal combustion engine, of adsorbing for a certain period of time specific pollutants contained in the exhaust gas, these preferably being stored until a following catalytic converter has reached its operating temperature.
  • particle traps or particle filters are used, which intercept soot particles and/or other solid impurities contained in the exhaust gas.
  • the intercepted particle accumulations may, in principle, be converted continuously or discontinuously, for example by the supply of high thermal energy.
  • particle traps are known, which are constructed from a ceramic substrate. These have ducts, so that the exhaust gas to be purified can flow into the particle trap. The adjacent ducts are closed alternately, so that the exhaust gas flows into the duct on the inlet side, passes through at least one ceramic wall and escapes again through the adjacent duct on the outlet side. Particle traps of this type are known as “closed” particle filters. They attain an effectiveness of approximately 95% over the entire range of particle sizes which occur.
  • particle trap which has a high thermal load-bearing capacity and a markedly lower pressure loss may be gathered from published, non-prosecuted German patent application DE 101 53 283, corresponding to U.S. patent publication No. 2004/019440 A1.
  • This publication describes a particle trap which is designated as an “open” filter system. In such an open system, a structural reciprocal closing of the filter ducts is dispensed with.
  • the duct walls are formed at least partially of porous or highly porous material.
  • the flow ducts of the open filter have deflecting or guiding structures which steer the exhaust gas having the particles contained in it to the regions formed of porous or highly porous material.
  • a particle filter is designated as being open when particles can basically run completely through it, specifically even particles which are considerably larger than the actual particles to be filtered out. As a result, such a filter cannot become blocked during operation, even if there is an agglomeration of particles.
  • a suitable method for measuring the openness of a particle filter is, for example, the test to ascertain the diameter up to which spherical particles can still trickle through such a filter.
  • a filter is open, in particular, when spheres with a diameter larger than or equal to 0.1 mm can still trickle through, preferably spheres with a diameter above 0.2 mm.
  • particle traps of this type were heated directly, for example by ohmic resistance heating. It was also known to convert the accreted soot particles by a separate burner. Subsequent devices for regenerating the particle filters are distinguished in that, upstream of such a particle trap, a reducing agent is supplied, which ultimately brings about a chemical conversion of the soot particles accreted in the particle trap.
  • a reducing agent is supplied, which ultimately brings about a chemical conversion of the soot particles accreted in the particle trap.
  • two different systems have come to the fore: discontinuous and continuous regeneration.
  • the system for the continuous regeneration of filters is called continuous regeneration trap (CRT) and is described, for example, in U.S. Pat. No. 4,902,487.
  • CRT continuous regeneration trap
  • the particles are converted at temperatures of above 200° C. by oxidation by being brought into contact with nitrogen dioxide (NO 2 ).
  • NO 2 nitrogen dioxide
  • the nitrogen dioxide required for this purpose is often generated by an oxidation catalytic converter which is disposed upstream of the filter.
  • NO nitrogen monoxide
  • the particle trap In the discontinuous regeneration of particle traps, it is known for the particle trap to be preceded by an oxidation catalytic converter to which unsaturated or unburnt hydrocarbons (HC) are supplied.
  • HC unsaturated or unburnt hydrocarbons
  • the unsaturated hydrocarbons When the unsaturated hydrocarbons are in contact with the oxidation catalytic converter, this gives rise to a particularly exothermal reaction which results in a significant increase in the temperature of the exhaust gas. In this case, temperatures are reached which lie in a range where it is possible to convert the particle agglomerations stored in the particle traps. Temperatures of above 600° C. often have to be reached in this case.
  • the supply of reducing agent may in this case take place separately, but it is also known to introduce unburnt fuel fractions from the internal combustion engine directly into the exhaust gas line, so that these impinge onto the oxidation catalytic converter.
  • the wish, initially outlined, to bring about a catalytic conversion of exhaust gas even directly after the cold starting of the internal combustion engine can be implemented, using starting catalytic converters which are distinguished by a small volume (for example, smaller than 20% of the piston-swept volume of the internal combustion engine) and by their proximity to the engine.
  • starting catalytic converters which are distinguished by a small volume (for example, smaller than 20% of the piston-swept volume of the internal combustion engine) and by their proximity to the engine.
  • the technical problem arises that a supply of unsaturated hydrocarbons, which is to bring about regeneration in a downstream particle trap arranged at a marked distance from the starting catalytic converter, is no longer possible.
  • the fuel acting as a reducing agent would impinge onto the starting catalytic converter and lead to an exothermal reaction. Since the particle trap is arranged at a very long distance from the starting catalytic converter or additional components for exhaust gas purification are arranged between the starting catalytic converters and the particle trap, the required temperature increase is not brought about in
  • the exhaust system is to have a simple construction and regeneration is to be capable of being carried out in a simple way.
  • the exhaust system for the purification of a gas stream having pollutants contains, in a direction of flow of the gas stream through the exhaust system, at least a device for supplying a reducing agent, a first catalytic converter, a particle trap, at least one further exhaust-gas purification component and/or a distance of at least 0.5 m between the first catalytic converter and the particle trap being provided.
  • a mixer and a second catalytic converter directly precede the particle trap.
  • direction of flow of the gas stream is to be understood as meaning the direction of the gas stream which the flow assumes from an internal combustion engine toward the exhaust or outlet into the atmosphere.
  • a main direction of flow is meant, that is to say, in particular, local flow turbulences or the like remain ignored.
  • the gas stream comes into contact, between these individual components, with further components of the exhaust system, such as, for example, further adsorbers, exhaust gas lines, etc.
  • further components of the exhaust system such as, for example, further adsorbers, exhaust gas lines, etc.
  • the reference that “at least” the devices listed are provided also coontains the fact that the devices may be directly or indirectly arranged multiply one behind the other.
  • catalytic converter is to be understood as meaning a multiplicity of known carrier bodies for catalytically active material.
  • the carrier bodies may be constructed predominantly from metal and/or ceramic.
  • metallic catalytic converter carrier bodies are concerned, as is known, at least partially structured sheet metal foils are wound together with one another in such a way that ducts capable of having a fluid flowing through them are formed. It is also known to produce metallic carrier bodies by extrusion.
  • ceramic carrier bodies are known which acquire their honeycomb form likewise by an extruding and sintering operation. Such a honeycomb form has proved particularly advantageous because a particularly large surface is thereby provided which results in intimate contact with the gas stream.
  • particle trap includes both classic filter systems with alternately closed ducts and the “open” filter systems described above.
  • exhaust-gas purification component is a general term for a multiplicity of different components for the treatment of exhaust gas, in particular honeycomb bodies, water traps, heating elements, silencers, adsorbers, storage devices, etc.
  • the term “distance” between the first catalytic converter and the particle trap is to be understood as meaning, in particular, their spacing along the flow path of the gas stream. Therefore, for this purpose, the distance along the exhaust gas line which connects the first catalytic converter and the particle trap along the shortest path is to be determined.
  • a “mixer” within the meaning of this disclosure describes a device which brings about an eddying or a significant flow deflection of part gas streams.
  • the fraction of deflected part gas streams lies above 50%, in particular 80%, preferably above 95%.
  • it is particularly advantageous that the part exhaust gas streams are not deflected substantially parallel to one another, but move at least partially toward one another, so that intermixing takes place.
  • a mixing element of the type described in German patent DE 199 38 840 may be mentioned as an example here. All other known mixers may, of course, also be used, as long as they fulfill the above criteria.
  • the second catalytic converter it may be pointed out that this again is a type of exhaust-gas treatment component, such as was described in respect of the first catalytic converter.
  • the second catalytic converter is not configured as a starting catalytic converter, that is to say it is not located in proximity to the engine.
  • the exhaust system it is possible, as also explained in more detail below with regard to the method, to use fuel as a reducing agent for regenerating the particle trap, the fuel passing through the first catalytic converter substantially without a complete exothermal reaction.
  • the fuel/gas mixture is then treated by the mixture in such a way that the desired exothermal reaction takes place in the second catalytic converter and brings about the temperature increase required for the regeneration of the particle trap.
  • An aspect of the invention is that the fuel required for regeneration is led, concentrated in a portion or part volume flow of the exhaust gas stream, through the first catalytic converter, so that oxygen, which is required for catalytic conversion, is not available sufficiently for a considerable fraction of the entrained fuel.
  • catalytically motivated reactions occur only in the edge regions of the part gas stream having a high fuel content, but a large part of the additionally injected fuel quantity passes through the first catalytic converter without being converted.
  • the mixer has the effect, then, that the fuel-enriched part gas stream is mixed with the remaining exhaust gas which, precisely in the case of diesel engines, is particularly lean, that is to say oxygen-rich.
  • the mixing action a dissolving of the part gas stream having a high fuel content takes place, so that the fuel flows, finely dispersed with the exhaust gas stream, toward the downstream particle trap.
  • the mixed exhaust gas stream ultimately impinges onto the second catalytic converter which, in turn, has a catalytically active surface and then brings about a conversion of the exhaust-gas/fuel dispersion.
  • the second catalytic converter precedes the particle trap directly (or immediately, that is to say without further exhaust-gas purification components being arranged between), the temperature increase is transferred directly to the particle trap on account of the exothermal reaction. This, then, ensures a complete regeneration of the particle trap. It is particularly advantageous, in this case, that the second catalytic converter and the particle trap are disposed in relation to one another in such a way that the exhaust gas can discharge as large an energy quantity as possible to the particle trap. This may be ensured, for example, in that the catalytic converter and the particle trap have only a small spacing with respect to one another, in particular this spacing amounts to less than 10 cm, in particular less than 5 cm and preferably less than 2 cm.
  • the spacing in this case describes the distance which the exhaust gas covers after it emerges from the second catalytic converter and until it enters the particle trap.
  • the exhaust gas line between the second catalytic converter and the particle trap is thermally insulated or has no additional structural parts, such as flaps, guide plates, probes or the like, or else curved portions.
  • the mixer is a turbocharger.
  • an exhaust gas turbocharger for the compression of the intake air.
  • Such a compressor for the intake air is operated by the exhaust gas flowing through the turbocharger.
  • the turbocharger fulfills completely the criteria which were illustrated above with reference to the mixer. That is to say, for example, the first catalytic converter can then be followed by only one turbocharger which is followed, in turn, by a second catalytic converter and the particle trap.
  • the method described below is advantageous, since it prevents the first catalytic converter, which is preferably configured as a starting catalytic converter, from generating such high temperatures in the exhaust gas that the directly following turbocharger is damaged.
  • the exhaust gas it is possible for the exhaust gas to be led through at temperatures tolerable to the turbocharger, and for the exhaust gas subsequently to be heated by the second catalytic converter to a temperature such that a regeneration of the particle trap is ensured.
  • the device for supplying the reducing agent contains at least one injection nozzle for the provision of fuel in the combustion space of a mobile internal combustion engine. Therefore, in particular, that only one or a plurality of injection nozzles, which are intended for supplying the internal combustion engine with fuel, are used for the provision of reducing agent for the regeneration of the particle trap. That is to say, in other words, the at least one injection nozzle injects into the cylinders of the internal combustion engine fuel which emerges, essentially unburnt, from the cylinders and passes through the first catalytic converter (and, if appropriate, also the turbocharger), and finally an exothermal reaction for the conversion of the fuel takes place only as a result of contact with the second catalytic converter. It is thereby possible to have a particularly simple construction of the exhaust system, and, finally, additional lines or nozzles and the like for introducing the reducing agent may be dispensed with.
  • the injection nozzle be disposed in such a way that the fuel can be introduced into an outlet duct of the internal combustion engine.
  • the injection nozzle is usually oriented in such a way that a particularly good compression or combustion behavior of the fuel/air mixture in the cylinder of the internal combustion engine is ensured.
  • At least one separate supply line be provided in or on an outlet duct of the internal combustion engine and/or of the exhaust system.
  • an additional line is provided from the fuel supply toward the engine, and the fuel is supplied to the exhaust gas stream between the combustion space or the engine cylinder and the first catalytic converter.
  • this takes place in such a way as to generate a relatively narrowly limited part gas stream which has a particularly high concentration of fuel. This ensures that the oxygen required for carrying out an exothermal reaction is displaced, and the part gas stream having a high fuel content flows both through the first catalytic converter and, if appropriate, following components, without experiencing significant chemical conversion.
  • the device for supplying a reducing agent be connected to a reducing agent reservoir and to a control unit, so that an intermittent supply of reducing agent can be carried out.
  • a control unit assumes the task of regulating or controlling, as required, the opening times or prevailing pressures in the injection nozzle or other nozzles. This must take place, in particular, as a function of the piston position or outlet valve position of the cylinder within the internal combustion engine.
  • the first catalytic converter has a first contact face promoting the oxidation of at least one pollutant contained in the gas stream. That is to say, in particular, unsaturated hydrocarbons are converted into less harmful constituents by the first catalytic converter.
  • the second catalytic converter too, has a second contact face promoting the oxidation of at least one pollutant contained in the gas stream. In this case, under certain circumstances, it is possible that both the first catalytic converter and the second catalytic converter have the same catalytically active material on or in the contact face.
  • the second catalytic converter and the particle trap form a structural unit. Therefore, in particular, that the second catalytic converter and the particle trap are connected not only via the exhaust gas line surrounding them.
  • the second catalytic converter and the particle trap it is possible to arrange the second catalytic converter and the particle trap in a common casing tube which is in contact with the exhaust gas line.
  • the second catalytic converter and the particle trap not only to be connected to one another over the circumference, but that, if appropriate, contacting takes place via the end faces, for example via pins, sheet metal foils or the like.
  • the second catalytic converter and the particle trap together form a body through which a fluid is capable of flowing and which has, in the direction of flow, first a catalytically active coating and subsequently a device for the accretion of particles. That is to say, for example, the second catalytic converter and the particle trap are produced with the same carrier body. That is to say, in other words, for example, the duct walls which are formed, as a rule, by ceramic material or by metal sheets extend over an entire length jointly in the direction of flow of the second catalytic converter and of the particle trap. A subdivision of the carrier body itself then does not have to occur.
  • clearances, deformations, material accumulations or the like may be carried out in part portions of the body or the duct walls, so that the portion of the body is adapted to the respective function of catalytic converter, on the one hand, and of particle trap, on the other hand.
  • these portions of carrier body or body may be distinguished from one another (only or additionally) by different coatings.
  • a method for regeneration of a particle trap disposed in an exhaust system having (as seen in the direction of flow of a gas stream) at least one first catalytic converter, one turbocharger, one second catalytic converter and the particle trap.
  • a reducing agent is introduced into the exhaust system, downstream of the turbocharger, in order to carry out a process of regenerating the particle trap.
  • the reducing agent is supplied to a part gas stream of the exhaust system in a concentration such that no or only a very slight exothermal reaction takes place when the part gas stream flows through the first catalytic converter.
  • This part gas stream is then led through the turbocharger, a particularly intensive mixing with the part exhaust gas streams from other cylinders of the internal combustion engine taking place. Since these part exhaust gas streams from the other cylinders constitute a particularly lean (oxygen-rich) mixture, the part gas stream which still has a high fuel fraction is then enriched with oxygen. The result of this is that, when the part gas stream subsequently impinges onto an oxidation catalytic converter, the desired exothermal reaction occurs. The thermal energy released in this case is used for burning the soot particles which have accreted in the following particle trap. This prevents flow paths (which the exhaust gas assumes through the particle trap) from becoming clogged, thus leading to an increase in the flow resistance of the particle trap. The resulting pressure drop of the exhaust gas stream across the particle trap has adverse effects on the engine power, which are reliably avoided in the method described here.
  • the supply of reducing agent takes place intermittently. This applies particularly when the supply of reducing agent takes place by at least one injection nozzle, fuel being introduced into a combustion space of a mobile internal combustion engine.
  • diesel engines in particular, are to the forefront.
  • a subsequent injection of the fuel into the combustion space takes place, so that unburnt part volume flows of the fuel pass into an outlet duct of the internal combustion engine.
  • the term “subsequent” refers to, in this sense, that the injection nozzle injects fuel at two different time points during a working cycle of the piston in the cylinder.
  • the quantity of fuel required for auto ignition or combustion is injected into the combustion space of the cylinder, compressed and burnt.
  • the exhaust gas which has occurred during combustion is expelled through an open outlet valve into the outlet duct and further on to the exhaust gas line.
  • a predeterminable or calculatable quantity of fuel (or of another reducing agent) is introduced into the combustion space via the injection valve and flows through the outlet duct or the exhaust gas line together with or after the expelled exhaust gas part stream.
  • the trigger time point for an injection of the reducing agent is determined as a function of a detected and/or calculated parameter which characterizes the functionality of the particle trap. Therefore devices (sensors, probes, etc.) are provided which monitor the functionality of the particle trap. Suitable measurement values are in this case the pressure drop across the particle trap, the temperature in the particle trap, the concentration of at least one pollutant in the exhaust gas after emergence from the particle trap, etc. When the pressure drop reaches, for example, a predetermined limit value, this may be used as an indication of the triggering of a regeneration cycle. In this case, under certain circumstances, it is also necessary to take into account the duration which the fuel quantity injected near the engine requires in order to reach the particle trap. This must take place in such a way that a temperature increase in the particle trap is brought about before the latter has a detectable adverse effect, for example, on the engine power.
  • the location of the injection of the reducing agent is selected as a function of a detected and/or calculated parameter which characterizes the temperature of the gas stream in a part region of the exhaust system. Therefore, for example, that the injection nozzle of the plurality of cylinders is selected as a function of specific temperatures of the gas stream or of the exhaust system and/or of the internal combustion engine. If, for example, a remaining quantity of fuel in the cylinder subsequently leads to increased thermal load during the next combustion, it may be advantageous, when a predetermined limit temperature is reached, to carry out an injection of the reducing agent via the other injection nozzles only.
  • the flow in each case arrives at different regions of the exhaust-gas purification components to an increased extent as a function of the injection location, so that, in particular, the temperature of the exhaust gas stream is represented as a thermal load at these regions.
  • adaption in order to ensure the functionality of the exhaust-gas treatment components may be provided.
  • FIG. 1 is a diagrammatic, illustration of an exhaust system
  • FIG. 2 is a diagrammatic, sectional view of part of a direct-injection diesel internal combustion engine
  • FIG. 3 is a diagrammatic, sectional view of a subsequent injection of a reducing agent
  • FIG. 3A is a diagrammatic, sectional view of a detail of the subsequent injection of the reducing agent shown in FIG. 3 ;
  • FIG. 4 is a diagrammatic, perspective view of an exemplary embodiment of a first catalytic converter
  • FIG. 5 is a diagrammatic, perspective view of an exemplary embodiment relating to a structural unit containing a second catalytic converter and of a particle trap;
  • FIG. 5A is a diagrammatic, perspective view of a detail shown in FIG. 5 ;
  • FIG. 6 is a diagrammatic, perspective view of a detail of a particle trap as illustrated in FIG. 5 .
  • FIG. 1 there is shown a diagrammatic, illustration of an exhaust system 1 for purifying a gas stream 2 of pollutants 3 .
  • the exhaust system 1 contains, in a direction of flow 4 of the gas stream 2 through the exhaust system 1 , at least one first catalytic converter 5 , one mixer 6 , one second catalytic converter 7 and a particle trap 8 .
  • a device for supplying a reducing agent is provided, which is disposed only upstream of the mixer 6 .
  • an internal combustion engine 12 which is preferably a diesel engine for a passenger car
  • fuel 10 is injected into combustion spaces 11 of the various cylinders 24 ( FIG. 2 ).
  • the fuel 10 is burnt with highly compressed intake air and is subsequently expelled into the surroundings via an exhaust gas line 26 .
  • a plurality of first catalytic converters 5 are provided, in each case a first catalytic converter 5 being integrated in a tube of the exhaust manifold.
  • a reducing agent 23 is supplied to the exhaust gas stream via a separate supply line 14 , upstream of the mixer 6 which is configured here as a turbocharger.
  • the reducing agent 23 flows through the mixer 6 or the turbocharger and subsequently impinges onto the second catalytic converter 7 .
  • the second catalytic converter 7 has a conical configuration and is disposed in a widening of the exhaust gas line 26 .
  • the particle trap 8 is positioned with a spacing 44 which is preferably less than 5 cm.
  • the particle trap is followed by a three-way catalytic converter 27 of the known type of construction.
  • a distance 43 which amounts to at least 0.5 m, preferably even to more than 1 m.
  • the arrow identified by 43 is to be understood merely diagrammatically, the actual distance 43 being determined by the flow path of the gas stream 2 from the outlet of the first catalytic converter 5 until it enters the particle trap 8 .
  • FIG. 2 shows diagrammatically, obviously not true to scale, a combustion space 11 , such as is to be encountered, for example, in a direct-injection diesel internal combustion engine.
  • the cylinder 24 contains a piston 32 , the cylinder 24 and the piston 32 at least partially delimiting a combustion space 11 , also called a piston-swept volume.
  • the engine block of the internal combustion engine 12 has disposed in it an injection nozzle 9 which is connected both to a fuel tank 15 and to a control unit 16 .
  • the task of the injection nozzle 9 is to inject, as required, into the combustion space 11 a predefined or predetermined quantity of fuel 10 which is subsequently ignited by highly compressed intake air.
  • the ignition of the fuel/air mixture results in an expansion of the gas mixture, as a result of which the piston 32 is pressed downward.
  • a valve 33 is moved upward, and the exhaust gas located in the combustion space 11 is expelled through an outlet duct 13 in the direction of flow 4 .
  • the outlet valve 33 is closed, and therefore the injection nozzle 9 injects, finely dispersed, the required quantity of fuel 10 which is required for actual combustion or power generation.
  • FIG. 3 shows diagrammatically, and by a detail shown in FIG. 3A , the subsequent injection of fuel as reducing agent.
  • the cylinder 24 and the piston 32 which delimit the combustion space 11 are indicated diagrammatically.
  • the valve 33 is in a position in which the exhaust gas stream can flow from the combustion space 11 into the outlet duct 13 . This is brought about in that the piston 32 moves upward.
  • the desired quantity of fuel required for reducing the particle trap is then injected into the combustion space by the injection nozzle 9 .
  • the fuel 10 is, if possible, introduced into the exhaust gas duct 13 in such a way that a kind of “fatty disk” occurs.
  • Oxygen depletion prevails in this part volume flow, this being a state which does not normally occur in diesel exhaust gases on account of the lean combustion.
  • the enlarged detail in FIG. 3A indicates diagrammatically that the gas stream 2 or the exhaust gas stream contains pollutants 3 and particles 22 which are propagated through the outlet duct 13 in the direction of flow 4 .
  • a relatively high concentration of oxygen is provided for a catalytic reaction, virtually no oxygen molecules or a fraction markedly below 50%, preferably less than 30%, are to be encountered in the part volume flow 25 . This ensures that the part volume flow 25 flows through the first catalytic converter 5 , without giving rise there to already highly exothermic reactions which would possibly result in damage to the turbocharger arranged downstream.
  • FIG. 4 shows diagrammatically a perspective view of an embodiment of the first catalytic converter 5 , such as is to be encountered, for example, for use in a tube of an exhaust manifold.
  • the first catalytic converter 5 contains a housing 31 in which a plurality of sheet metal foils 28 are disposed in such a way that ducts 29 through which the gas stream 2 is capable of flowing are formed.
  • a relatively large first contact face 17 is formed.
  • the sheet metal foils 28 are partially structured and are disposed in such a way that ducts running substantially parallel to one another are formed.
  • a kind of honeycomb body is formed in that smooth and corrugated sheet metal foils 28 are first stacked and subsequently wound in an S-shaped manner (or in involute form) and are introduced into the housing 31 .
  • a brazing technique is predominantly employed.
  • FIG. 5 shows diagrammatically a perspective view of an exemplary embodiment of a second catalytic converter 7 and a particle trap 8 which together form a structural unit 19 .
  • the structural unit 19 is also distinguished in that the second catalytic converter 7 and the particle trap 8 are disposed in a common casing tube 34 .
  • the second catalytic converter 7 and the particle trap 8 are formed by a body 20 which contains a plurality of sheet metal foils 28 which are at least partially structured in such a way that ducts 29 through which a fluid is capable of flowing are formed.
  • a body 20 which contains a plurality of sheet metal foils 28 which are at least partially structured in such a way that ducts 29 through which a fluid is capable of flowing are formed.
  • This also results in, for example, that, in principle, specially configured metallic honeycomb bodies, the general form of construction of which is already known, may be used as such a structural unit 19 .
  • honeycomb body is constructed from a multiplicity of alternately disposed smooth and corrugated or differently corrugated sheet metal plies, the sheet metal plies first forming one or more stacks which are coiled together with one another.
  • the ends of all the sheet metal plies come to lie on the outside and can be connected to a housing or casing tube, thus giving rise to numerous connections which increase the durability of the honeycomb body.
  • Typical examples of these forms of construction are described in European patent EP 0 245 737 B1 or International patent disclosure WO 90/03220. It has also been known for a long time to equip the sheet metal plies with additional structures in order to influence the flow and/or to achieve cross mixing between the individual flow ducts. Typical examples of such embodiments are known from International patent disclosures WO 91/01178, WO 91/01807 and WO 90/08249. Finally, there are also honeycomb bodies in a conical form of construction, if appropriate also with further additional structures for influencing the flow.
  • honeycomb body is described, for example, in WO 97/49905. Furthermore, it is also known, in a honeycomb body, to leave a clearance free for a sensor, in particular to accommodate a lambda probe. An example of this is described in German Utility Model DE 88 16 154 U1.
  • the body 20 On the gas inlet side, which is illustrated on the left side in FIG. 5A , the body 20 has a catalytically active coating 21 .
  • the catalytically active coating 21 in conjunction with the second contact face 18 which is formed partially by the catalytic coating 21 , ensure an effective conversion of the quantities of reducing agent, thermal energy being generated which increases the entire body 20 or the exhaust gas located in it markedly, for example to temperatures of above 600° C.
  • the sheet metal foils 28 shown here are provided with a thickness 35 which lies in the range of 0.02 to 0.11 mm.
  • FIG. 6 shows an embodiment of the particle trap 8 , such as may be present, for example, in the structural unit 19 shown in FIG. 5 .
  • the sheet metal foil is called a corrugated ply 36 here, since this corrugated ply 36 has additional structures for the interception of solid constituents in the exhaust gas stream. In principle, however, the sheet metal foil 29 may at the same time also be the corrugated ply 36 .
  • the arrows in FIG. 6 represent the direction of flow 4 and illustrate the flow paths which the exhaust gas containing particles 22 can follow.
  • a fiber ply 37 is disposed in the immediate vicinity of the corrugated ply 36 , the fiber ply having pores 38 for absorbing the particles 22 .
  • the corrugated ply 36 forms a multiplicity of ducts 29 making it possible for the exhaust gas to flow freely through the particle trap 20 (the “open filter” principle).
  • the corrugated ply 36 has guide faces 40 which are delimited at least partially by orifices 39 . Adjacent ducts 29 are connected to one another by the orifices 39 , so that an exchange of part gas streams in adjacent ducts 29 becomes possible.
  • the guide faces 40 form steadying points 41 and eddying points 42 which ensure that the particles 22 , on the one hand, are deflected toward the fiber ply 37 and, on the other hand, can collect in part regions until regeneration takes place.
  • the device described here or the method explained here makes it possible by simple measures to have a reliable regeneration of a particle filter by use of fuel, even when further structural elements or exhaust-gas purification components are positioned in the flow path of the fuel toward the particle trap or the oxidation catalytic converter positioned directly in front of this.
  • the proposed method is particularly effective precisely in connection with exhaust systems which have an exhaust-gas turbocharger.

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JP2006526102A (ja) 2006-11-16
KR20060019529A (ko) 2006-03-03

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