US20100077732A1

US20100077732A1 - Burner for regeneration of diesel engine particulate filter and diesel engine particulate filter having the same

Info

Publication number: US20100077732A1
Application number: US11/993,648
Authority: US
Inventors: Sang Hyun Jeong; Seong Hun Sim
Original assignee: Korea Institute of Machinery and Materials KIMM
Current assignee: Korea Institute of Machinery and Materials KIMM
Priority date: 2005-06-22
Filing date: 2006-06-21
Publication date: 2010-04-01
Also published as: WO2006137694A1

Abstract

Provided are a burner for regenerating a diesel particulate filter and a diesel engine particulate filtering apparatus having the same. The burner includes: an exhaust gas flow channel; a swirler disposed between the exhaust gas flow channel and a combustion chamber for swirling the exhaust gas; a carburetor for gasifying a liquid fuel; a fuel injection nozzle for mixing the gasified fuel from the carburetor with an air for burning, and supplying the mixed gas made of the gasified fuel and the air to the combustion chamber; a combustor disposed in the combustion chamber for injecting the mixed gas supplied from the fuel injection nozzle; an igniter for igniting the mixed gas injected from the combustor by generating sparks; and a flame sensor for sensing whether the flame is made on the combustor or not.

Description

TECHNICAL FIELD

The present invention relates to a diesel particulate filter (DPF); and more particularly, to a burner for regenerating a diesel particulate filter by oxidizing soot particles trapped in a diesel particulate filter using heat in the diesel particulate filter for reducing soot outputted from a diesel engine by filtering soot particles included in an exhaust gas outputted from a diesel engine, and a diesel particulate filtering apparatus having the same.

BACKGROUND ART

Diesel engines have been generally equipped in trains, vessels, and commercial vehicles. Also, diesel passenger vehicles came out to the market, recently. Thus, the use of diesel engines has increased.
As the use for diesel engines has increased, the large amount of particulate matters (PM) such as soot and soluble organic fraction (SOF) are produced from the diesel engines. Since such particulate matters (PM) are major factors for environment pollution, especially, air pollution. Therefore, the regulation of diesel engines has become tightened.
In order to resolve the pollution problem of diesel engines, a diesel particulate filter (DPF) was introduced. The DPF collects soot outputted from a diesel vehicle in order to prevent soot particles from being exhausted into the air. Also, there are many researches in progress for developing the DPF.
FIG. 1 shows a conventional diesel particulate filter for reducing soot produced from a diesel engine, which were introduced in Korea Patent Publication No. 2003-0003599.
Referring to FIG. 1, the conventional diesel particulate filter (DPF) includes a main body 10 having a monolith type ceramic filter 11 for filtering soot particles in an exhaust gas outputted from a diesel engine, and a burner 1 for generating the monolith ceramic filter 11. The burner 1 includes a combustor 4 for injecting mixed fuel supplied from a fuel injection pump 2 and an air pump 3, and an ignition rod 5.
In the conventional DPF, soot particles included in the exhaust gas outputted from the diesel engine are collected by the monolith type ceramic filter 11. When the large amount of soot particles is trapped in the ceramic filter 11, the pressure loss of the ceramic filter 14 significantly increases. It greatly influences the back pressure of a diesel engine. Therefore, the soot particles collected in the filter must be removed regularly from the filter 11 when a preset pressure is dropped. Conventionally, the soot particles are removed from the filter 11 by increasing the temperature of exhaust gas to be higher than the oxidation temperature of the soot, for example, higher than 600° C., so as to oxidize (burn) the soot particles trapped in the ceramic filter 11. In order to raise the temperature of the exhaust gas to be higher than the oxidation temperature of the soot particles, the flame of the burner 1 is used as a heat supplying device. That is, a pressure sensor 6 may sense that an internal pressure of the ceramic filter 11 increases after the large amount of soot particles such as carbon is trapped in the filter. Then, the pressure sensor 6 informs the controller 7 that the internal pressure increases, and the controller 7 drives the burner 1 to burn the soot particles in the filter 11. Then, the combustor 4 injects the fuel, and the ignition rod 5 ignites the fire on the injected fuel. The combustor 4 raises the internal temperature of the exhaust gas channel 20, while a flame holder 8 sustains the flame made by the combustor 4. Therefore, the soot particles collected at the ceramic filter 11 are burned and eliminated. Then, the ceramic filter 11 can be newly used to collect the soot particles outputted from the diesel engine.
As described above, the conventional liquid fuel injection type burner lengthily forms the flame as shown in FIG. 1. It is difficult to stably sustain the lengthily formed flame although the flame holder 8 is included. Also, the stability of the flame is greatly influenced by driving conditions of the engine. That is, it is very difficult to stably sustain when the amount of following the exhaust gas outputted from the engine and the pressure conditions change abruptly. Thus, the flame uncontrollably shakes in the exhaust gas, and is easily extinguished. These shortcomings make the conventional DPF to become practical.
Especially, the amount of flowing the exhaust gas or the pressure abruptly varies when the diesel engine accelerates or decelerates. In this case, it is very difficult to increase or sustain the temperature in the exhaust gas channel 20 because the abrupt variation makes the flame instable and to be extinguished. Accordingly, the regeneration of the filter through oxidizing the soot particles trapped in the filter becomes difficult. That is, the conventional burner may sustain the flame stably when the diesel engine is regularly driven, for example, when the engine is kept ticking over, when the engine is driven at a constant speed, and when the engine stops. However, the conventional burner cannot sustain the flame stably or often extinguishes the flame when the driving conditions of the diesel engine abruptly change, for example, when the diesel engine accelerates or decelerates. In this case, the conventional burner cannot smoothly burn the soot particles trapped in the filter 11. Therefore, the state of the diesel particulate filter is getting deteriorated. Finally, the filter 11 becomes incapable of filtering diesel particulate.

DISCLOSURE OF INVENTION

Technical Problem

It is, therefore, an object of the present invention to provide a burner for generating a diesel particulate filter, which is enhanced to constantly sustain a stable flame in the flow of exhaust gas without being influenced by the abrupt variation of driving conditions of the diesel engine, and a diesel engine particulate filtering system having the same.

Technical Solution

In accordance with one aspect of the present invention, there is a burner for regenerating a diesel particulate filter including: an exhaust gas flow channel of a diesel engine, which is disposed at the front of a combustion chamber on the same axis of the combustion chamber; at least one of swirlers disposed between the exhaust gas flow channel and the combustion chamber for swirling the exhaust gas flowing into to the combustion chamber through the exhaust gas flow channel; a carburetor including a gasifying chamber for gasifying a liquid fuel, a fuel pump for supplying the liquid fuel into the gasifying chamber, and a convey air inflow path for supplying an air into the gasifying chamber to convey the gasified fuel into a fuel injection nozzle; a fuel injection nozzle for mixing the gasified fuel from the carburetor with an air for burning, and supplying the mixed gas made of the gasified fuel and the air to the combustion chamber; a combustor disposed in the combustion chamber for injecting the mixed gas supplied from the fuel injection nozzle; an igniter for igniting the mixed gas injected from the combustor by generating sparks; and a flame sensor for sensing whether the flame is made on the combustor or not.
The fuel injection nozzle may include: a mixing chamber for forming a mixed gas by mixing a gasified fuel and an air for burning; a burning air inflow path communicated with the mixing chamber for forming a passage to flow the air for burning into the mixing chamber; a fuel inflow path communicated with the gasifying chamber and the mixing chamber for forming a passage to flow a gasified fuel from the gasifying chamber to the mixing chamber; and a mixed gas inflow path communicated with the mixing chamber and the combustion chamber for forming a passage to flow the mixed gas from the mixing chamber to the combustion chamber.
The mixed gas made of the gasified fuel from the gasifying chamber and the air for conveying from the convey air inflow path may flow into the combustion chamber through the mixed gas inflow path of the fuel injection nozzle, and other air is not flew through the fuel injection nozzle.
The fuel injection nozzle may be one of a ventury type, an expanding type, and a swirling type.
The burner may further include a supplementary air inflow path communicated with the exhaust gas flow channel of the diesel engine for supplementary supplying an air to the exhaust gas flow channel.
The burner may further include a control unit for electrically feedback controlling: a temperature and a pressure in at least one of spots in the combustion chamber; a temperature and a pressure of an air for conveying and an amount of flowing the air for burning which flows into the gasifying chamber; a temperature and a pressure of an air for burning and an amount of flowing the air for burning which flows into the fuel injection nozzle; an amount of liquid fuel supplied from a fuel tank using a fuel pump; and operations of the combustor, the igniter, the flame sensor, and the fuel supply pump.
The burner may further include a temperature and pressure sensor for sensing the temperature and pressure of the air for conveying and transfers the sensed temperature and pressure to the control unit, wherein the temperature and pressure sensor includes a convey air controlling valve for controlling an amount of flowing the air for conveying, which flows through the convey air inflow path.
The burner may further include a temperature and pressure sensor for sensing the temperature and pressure of the air for burning and transfers the sensed temperature and pressure to the control unit, wherein the temperature and pressure sensor includes a burning air controlling valve for controlling an amount of flowing the air for burning, which flows through the burning air inflow path.
The burner may further include: a clean air inlet for the igniter, which is communicated with the outside for sustaining an igniting member of the igniter to be clean; and an electric valve for controlling an amount of a fresh external air flowing through the clean air inlet or the igniter in response to the control unit.
The burner may further include: a clean air inlet for the flame sensor, which is communicated with the outside for sustaining a sensing member of the flame sensor to be clean; and an electric valve for controlling an amount of a fresh external air flowing through the clean air inlet for the flame sensor in response to the control unit.
The control unit may operate the burner if a pressure difference sensed from the front end and the rear end of a diesel particulate filter is greater than a predetermined threshold, and the control unit stops the burner if a pressure difference sensed from the front end and the rear end of the diesel particulate filter is smaller than a predetermined threshold.
The porous material of the combustor may be one of heat-resistant porous materials including a met type metal fiber, a ceramic, and a foam metal.
The combustor may have one of a cylinder shape, a cone shape, a rectangle pipe shape and a disk shape, and has a volume and a surface area, which is formed of an inside where the mixed gas inflows and an outside where the mixed gas is injected through.
The combustor may further include a porous supporting member coupled to the inner side of the porous material for holding the shape of the porous material.
The burner may further include at least one layer of a porous cylinder shaped flame holder disposed to surround the external circumference of the combustor.
The burner may further include a combustion chamber where a mixed gas, which is made of an exhaust gas and a mixed gas supplied from the fuel injection nozzle, is burned.
The inner wall of the combustion chamber may be lined with at least one of fireproof insulators including asbestos, ceramicwool, cerakwool and firebrick.
In accordance with another aspect of the present invention, there is provided a diesel engine particulate filtering apparatus including: a combustion chamber; an exhaust gas flow channel of a diesel engine, which is disposed the front of the combustion chamber on the same axis of the combustion chamber; at least one of swirlers disposed between the exhaust gas flow channel and the combustion chamber for swirling the exhaust gas flowing into to the combustion chamber through the exhaust gas flow channel; a carburetor including a gasifying chamber for gasifying a liquid fuel, a fuel pump for supplying the liquid fuel into the gasifying chamber, and a convey air inflow path for supplying an air into the gasifying chamber to convey the gasified fuel into a fuel injection nozzle; a fuel injection nozzle for mixing the gasified fuel from the carburetor and an air for burning, and supplying the mixed gas made of the gasified fuel and the air to the combustion chamber; a combustor disposed in the combustion chamber for injecting the mixed gas supplied from the fuel injection nozzle; an igniter for igniting the mixed gas injected from the combustor by generating sparks; a flame sensor for sensing whether the flame is made on the combustor or not; and a diesel particulate filter disposed at one end of the combustion chamber.
The diesel engine particulate filtering apparatus may further include an adaptor disposed at one end of the combustion chamber and including a contracted portion at the center thereof.
The diesel engine particulate filtering apparatus may further include a temperature uniformization unit disposed at one end of the combustion chamber for accelerating mixing the high temperature gas with the exhaust gas.

ADVANTAGEOUS EFFECTS

A burner for regenerating a diesel particulate filter and a diesel engine particulate filtering apparatus having the same according to the present invention have following advantages.
At first, the burner according to the present invention swirls an exhaust gas flowing into a combustion chamber by disposing a swirler between the combustion chamber and a diesel engine exhaust gas channel. Therefore, the stability of flame in a combustion chamber can be improved, and the size of the burner for regenerating the diesel particulate filter can be reduced.
Secondly, the burner according to the present invention can instantly ignite and extinguish a flame on a porous mat type combustor. Also, the burner can ignite, extinguish and stably sustain the flame when the amounts of flowing the exhaust gas and the pressure thereof abruptly change due to the abrupt variation of the load of the diesel engine.
Thirdly, since the burner according to the present invention includes the combustor having a comparatively larger surface by forming the combustor made of porous mat type material in a cone shape, a cylinder shape and a rectangle pipe shape, the heat can be transferred quickly from the flames to the exhaust gas, and the constant temperature is uniformly sustained in the combustion chamber.
Fourthly, the inside wall of the combustion chamber is lined with heat resistant material such as ceramic and firebrick to insulate and to accumulate heat at the same time, and the insulating material can be sustained to be clean because the soot particles on the insulating material are oxidized by the accumulated heat.
Fifthly, the burner according to the present invention can be used to regenerate a particulate filter in diesel engines which are equipped in trains, vessels and vehicles. The applicability of the burner according to the present invention is very wide as other purposes of the burner. It is very valuable in a view of the environmental population.
Finally, the burner according to the present invention includes an adaptor having a contracted portion at the center thereof between the combustion chamber and the diesel particulate filter so as to supply the exhaust gas with uniformly distributed temperature. Therefore, the burner can minimize transforming the diesel particulate filter when oxidizing the soot particles trapped in the diesel particulate filter.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects and features of the present invention will become apparent from the following description of the preferred embodiments given in conjunction with the accompanying drawings, in which:

FIG. 1 is a diagram showing a conventional diesel particulate filter;

FIG. 2 is a diagram illustrating a diesel engine particulate filtering apparatus having a burner for regenerating a diesel particulate filter according to an embodiment of the present invention;

FIG. 3 is a diagram illustrating a burner for regenerating a diesel particulate filter shown in FIG. 2 according to an embodiment of the present invention;

FIG. 4 is a perspective view illustrating a swirler shown in FIG. 3;

FIG. 5 is a diagram illustrating a burner for regenerating a diesel particulate filter according to another embodiment of the present invention;

FIGS. 6 and 7 are cross-sectional views of a fuel injecting nozzle shown in FIG. 3 according to an embodiment of the present invention;

FIGS. 8 and 9 are cross-sectional views of a fuel injecting nozzle shown in FIG. 3 according to another embodiment of the present invention;

FIGS. 10 and 11 cross-sectional views of a combustor shown in FIG. 3 according to another embodiment of the present invention;

FIG. 12 is a cross-sectional view of a flame holder in a burner for regenerating a diesel particulate filter shown in FIG. 3;

FIGS. 13 and 14 are cross-sectional views of a burner for regenerating a diesel particulate filter having an adapter in a combustion chamber;

FIGS. 15 and 16 show a temperature uniformization unit shown in FIG. 2;

FIG. 17 is a partial cross-sectional view of a combustion chamber with a temperature uniformization unit in the diesel engine particulate filtering apparatus shown in FIG. 2;

FIGS. 18 and 19 show a burner for regenerating a diesel particulate filter having an adaptor and a temperature uniformization unit according to an embodiment of the present invention; and

FIG. 20 shows a diesel engine particulate filtering apparatus which is feed-back controlled by a control unit according to an embodiment of the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION

Other objects and aspects of the invention will become apparent from the following description of the embodiments with reference to the accompanying drawings, which is set forth hereinafter.
FIG. 2 is a diagram illustrating a diesel engine particulate filtering apparatus having a burner for regenerating a diesel particulate filter according to an embodiment of the present invention, and FIG. 3 shows a burner for regenerating a diesel particulate filter, which is shown in FIG. 2. FIG. 4 is a perspective view illustrating a swirler shown in FIG. 3.
FIG. 5 is a diagram illustrating a burner for regenerating a diesel particulate filter according to another embodiment of the present invention, FIG. 6 and FIG. 7 are cross-sectional views of a fuel injecting nozzle according to an embodiment of the present invention, and FIGS. 8 and 9 are cross-sectional views of a fuel injecting nozzle according to another embodiment of the present invention. FIGS. 10 and 11 are cross-sectional views of a combustor according to another embodiment of the present invention.
FIG. 12 is a cross-sectional view of a flame holder in a burner for regenerating a diesel particulate filter shown in FIG. 3, FIGS. 13 and 14 are cross-sectional views of a burner for regenerating a diesel particulate filter having an adapter in a combustion chamber, and FIGS. 15 and 16 show a temperature uniformization unit shown in FIG. 2. FIG. 17 is a partial cross-sectional view of a combustion chamber with a temperature uniformization unit in the diesel engine particulate filtering apparatus shown in FIG. 2.
FIGS. 18 and 19 show a burner for regenerating a diesel particulate filter having an adaptor and a temperature uniformization unit according to an embodiment of the present invention, and FIG. 20 shows a diesel engine particulate filtering apparatus, which is feedback controlled by a control unit according to an embodiment of the present invention.
Referring to FIG. 3, the burner 100 for regenerating a diesel particular filter according to the present embodiment includes an exhaust gas channel 300 disposed at the front of a combustion chamber 110 on the same axis of the combustion chamber 110 for flowing an exhaust gas into the combustion chamber 110, a carburetor 120 for gasifying liquid fuel such as diesel, a fuel injection nozzle 130 for mixing the gasified fuel and an air for burning and supplying the mixed gas to the combustion chamber 110, a combustor 140 for forming a flame by injecting the mixed gas supplied from the fuel injection nozzle 130, an igniter 150 for igniting the mixed gas injected from the combustor 140 so as to form the flame on the combustor 140, and a flame sensor 160 for sensing whether a flame is made on the combustor 140 or not.
Also, the burner 100 further includes a swirler 200 disposed between the exhaust gas channel 300 and the combustion chamber 110.
As shown in FIG. 4, the swirler 200 forms a swirling gas flow in the length direction of the combustion chamber 110.
The swirling gas flow guides the exhaust gas outputted from a diesel engine to be swirled while flowing from the exhaust gas channel 300 into the combustion chamber 110. Therefore, the exhaust gas flows into the combustion chamber 110 with the exhaust gas being rotated about the central axis of the combustion chamber 110.
Referring to FIG. 3 again, the carburetor 120 includes a gasifying chamber 121 for gasifying a liquid fuel supplied from a fuel tank 123 by the pumping operation of a liquid pump 122.
In the gasifying chamber 121, the gasified fuel is mixed with an air so as to form a first mixed gas. The first mixed gas is conveyed to a mixing chamber 131 of the fuel injection nozzle 130 by the air from a convey air inflow path 124.
The gasifying chamber 121 may include a gasifying unit for supplying heat to gasify a liquid fuel. As the gasifying unit, various units capable of gasifying the liquid fuel including a heater may be used.
In addition, the carburetor 120 may include an atomizer for atomizing the liquid fuel into fine liquid drops in order to accelerate gasifying the liquid fuel. For example, an ultrasonic atomizer may be used as the atomizer.
Meanwhile, the fuel injection nozzle 130 includes a mixing chamber 131 for forming a mixed gas by mixing the first mixed gas, which is provided from the gasifying unit 120, with an air for burning.
The air for burning is supplied from a burning air inflow path 133 that is communicated with the outside and the mixing chamber 131. The first mix gas is supplied from a first mixed gas inflow path 125 which is communicated with the gasifying unit 121 and the mixing chamber 131.
Also, the fuel injection nozzle 130 further includes a fuel injection nozzle inlet 136 interposed between the burning air inflow path 133 and the mixing chamber 131, and a mixed gas inflow path 132 for flowing the mixed gas from the mixing chamber 131 to the combustion chamber 110.
Meanwhile, the normal temperature air may be supplied from the burning air inflow path 133 and the convey air inflow path 124. However, a heating unit may be disposed at the burning air inflow path 133 and the convey air inflow path 124 to heat the air for conveying and burning to have a predetermined temperature.
The heating unit may be directly disposed at the burning air inflow path 133 and the convey air inflow path 124 to heat the air flowing through the inflow paths 124 and 133. Also, the heating unit may be separately disposed from the burning air inflow path 133 and the convey air inflow path 124. In this case, the heating unit heats the air to have a predetermined temperature and runs the heated air into the inflow paths 124 and 133. That is, the heating unit may be embodied as various forms.
For example, the air for burning and conveying may be heated using the heat of the exhaust gas outputted from the diesel engine by disposing the burning air inflow path 133 and the convey air inflow path 124 to pass the flow of exhaust gas outputted from the diesel engine.
For another example, the air may be heated by letting the high temperature gas outputted from the combustion chamber flow around the burning air inflow path 133 and the convey air inflow path 124, or by disposing the burning air inflow path 133 and the convey air inflow path 124 to pass the combustion chamber to heat the air flowing the inflow paths 133 and 124 using the high temperature gas in the combustion chamber.
Meanwhile, the burner 100 according to the present embodiment may be shown to supply the air for burning only through the burning air inflow path 133. However, the present invention is not limited thereby. The burner 100 according to the present invention may not include the burning air inflow path 133 as shown in FIG. 5.
If the burning air inflow path 133 is not included, the first mixed gas created from the carburetor 120 flows into the fuel injection nozzle 130 through a first mixed gas inflow path 125 which is communicated with the fuel injection nozzle inlet 136.
The first mixed gas flows into the combustor 140 from the fuel injection nozzle 130, and the first mixed gas is injected through the combustor 140. Then, the igniter 150 ignites the first mixed gas injected from the combustor 140.
If the air for burning is insufficient to burn the first mixed gas, the oxygen included in the exhaust gas flew into the combustion chamber 110 may be used as the air for burning the first mixed gas.
Meanwhile, the burner 100 may further include a supplementary burning air inflow path which is communicated with the exhaust gas channel 300 to sufficiently supply the air if the amount of oxygen included in the exhaust gas is smaller than the required amount of oxygen.
The fuel injection nozzle 130, as shown in FIG. 6, may have a ventury shape that has a cross-section gradually reduced along the flow of the mixed gas.
Due to the ventury shape, the mixing chamber 131 of the fuel injection nozzle 130 has comparatively lower pressure than the gasifying chamber 121. Therefore, the first mixed gas is inhaled from the gasifying chamber 121 to the mixing chamber 131. That is, the first mixed gas smoothly flows into the combustion chamber 110.
Also, the fuel injection nozzle 130, as shown in FIGS. 7 to 9, may have the identical cross-section compared to the burning air inflow path 133, or have an expanding type cross section which gradually expanded toward the mixing chamber 131. Furthermore, the fuel injection nozzle 130 may include swirlers 134 a and 134 b disposed in one end of the expanding type cross section or the center portion thereof.
The combustor 140, as shown in FIG. 3, is made of one of high heat resistant porous material such as mat type metal fiber, ceramic or foam metal.
Since the combustor 140 is formed of the porous material which functions as a plurality of fine flame holes, a plurality of very short flames are formed at the same time. Accordingly, the accumulated heat formed on the combustor 140 prevents the flames from being easily extinguished and enables to make flames on the entire surface of the combustor 140 in a very short time.
The combustor 140, as shown in FIG. 3, may be formed in not only a cone shape, but also a cylinder shape 140 a, a rectangular pipe shape 140 b and a disk shape as shown in FIGS. 10 and 11.
As shown in FIG. 3, the combustor 140 may further include a porous supporting member 141 coupled to the inside of the porous material.
If the combustor 140 is made of material that cannot hold its shape, the supporting member 141 formed in the corresponding shape of the combustor 140 is disposed inside the combustor 140 to support the combustor 140 to hold its shape.
The igniter 150 ignites the mixed gas injected from the combustor 140 by generating sparks. A heating unit that locally generates a high temperature in a close distance from the combustor may be used as the igniter 150.
For example, when a power supply 151 supplies high voltage to the igniter 150, the igniter 150 generates electric discharging to ignite the mixed gas injected from the combustor 140 so as to form flames on the combustor 140. The igniter 150 may include a spark igniter using high voltage discharging, a rod type electric heater and other heating units.
Since the igniter 150 functions to generate sparks on the mixed gas injected from the combustor, the igniter 150 may be polluted by soot particles in the exhaust gas. Therefore, the performance of the igniter 150 may be degraded.
Therefore, an igniting member 152 of the igniter 150 must be kept clean. In order to keep the igniting member 152 clean, the igniter 150 may further include a clean air inlet 153 communicated with the igniter 153.
The flame sensor 160 senses whether the flame is made on the combustor 140 or not. When the flame sensor 160 senses that the flame is made on the combustor 140, the flame sensor 160 stops the igniter 150.
Therefore, a flame sensing member 161 of the flame sensor 160 must be kept clean. In order to keep the flame sensing member 160 clean, the flame sensing member 161 may further include a clean air inlet 162 communicated with the outside.
As shown in FIG. 12, at lest one layer of a cylinder type porous flame holder 111 may be disposed to surround the external circumference of the combustor 140. Such a flame holder 110 protects the flames.
Also, the burner 100 according to the present embodiment may further include a combustion chamber 110. In the combustion chamber 110, the combustor 140 is disposed and provides a space for the combustor 140 to form flames.
The inner wall of the combustion chamber 110 may be lined with a fireproof insulator 113 such as asbestos, ceramic wool, creak wool or firebrick.
The fireproof insulator 113 accumulates the heat inside the combustion chamber 110 by thermally insulating the inner wall of the combustion chamber 110. The accumulated heat oxidizes the soot particles attached on the fireproof insulator 113 to keep the thermal insulator 113 clean.
Referring to FIG. 2, a diesel engine particulate filtering apparatus 1000 according to the present invention includes the burner 100 for regenerating a diesel particulate filter 400, a diesel particulate filter 400, a control unit 170 for electrically controlling the burner 100, a revolution rate sensor 810, a temperature sensor 820 and a pressure sensor 830 for sensing the revolution rate of the engine, the temperature and the pressure of the exhaust gas produced from the engine.
The diesel engine particulate filtering apparatus 1000 may receive signals related to information about an engine revolution rate, an engine load, the temperature, and the pressure of an exhaust gas from an engine electric control device 900 disposed in a vehicle through the control unit 170.
The diesel engine particulate filtering apparatus 1000 may further include a diesel particulate filter 400 at one end of the combustion chamber of the burner 100.
Also, as shown in FIGS. 13 and 14, the diesel engine particulate filtering apparatus 100 may further include an adaptor 700 a or 700 b interposed between the combustion chamber 110 and the diesel particulate filter 400.
The adaptor 700 a is disposed between the combustion chamber 110 and the diesel particulate filter 400, and includes a contracted channel and an expanded channel. On the contrary, the adaptor 700 b is disposed at one end of the combustion chamber 100, and the adaptor 700 b has a shape in which the diameter thereof is getting narrowed from the one end of the combustion chamber 100.
The contracted channel of the adaptor 700 a or 700 b makes an exhaust gas in the combustion chamber and a high temperature combustion gas generated from the flame of the combustor to be smoothly mixed. After passing the contracted channel, the exhaust gas has uniform temperature distribution in the cross section of the channel.
Also, the temperature difference of the diesel particulate filter 400 is minimized by letting the exhaust gas flows into the diesel particulate filter 400 with uniform temperature distribution. Also, the uniform temperature distribution prevents the unbalanced oxidization while oxidizing the soot particles trapped in the diesel particulate filter 400. Furthermore, the uniform temperature distribution prevents the diesel particulate filter 400 from being physically transformed if the diesel particulate filter is made of material that can be easily transformed by heat.
The diesel engine particulate filtering apparatus 1000 may further include a temperature uniformization unit 600 as shown in FIGS. 15 and 16.
The temperature uniformization unit 600 accelerates mixing an exhaust gas from the combustion chamber 110 and a high temperature combustion gas generated from the flames of the combustor 130.
Referring to FIG. 17, the temperature uniformization unit 600 is interposed between one end of the combustion chamber 110 and the diesel particulate filter 400, and makes the exhaust gas distributed in the combustion chamber 110 and the high temperature combustion gas generated from the flames of the combustor 140 to be mixed smoothly.
Therefore, by supplying the exhaust gas having uniform temperature distribution in a vertical direction of the combustion chamber in the cross section of the combustion chamber 110 to the diesel particulate filter 400, the temperature difference in the diesel particulate filter 400 is minimized, the unbalanced oxidization of the soot particles trapped at the diesel particulate filter 400 is prevented, and the diesel particulate filter 400 is prevented from being physically transformed by heat. Furthermore, the radiant heat of the temperature uniformization unit 600 heated by the mixed gas can effectively increase the temperature of the diesel particulate filter 400.
Herein, any units that can archive the described object and affects through accelerating mixing the mixed gas may be used as the temperature uniformization unit 600.
The temperature uniformization unit 600 and the adaptor 700 a or 700 b may be independently used. As shown in FIGS. 18 and 19, at least one of the temperature uniformization unit 600 and the adaptor 700 a or 700 b are used together.
Meanwhile, a numeral reference 114 refers to a supporting frame for firmly supporting the combustor 140, the igniter 150, the flame sensor 160 and the flame holder 111, which are disposed in the combustion chamber 110.
The diesel engine particulate filtering apparatus 1000 according to an embodiment of the present invention may be eclectically feedback controlled by the control unit 170. In order to clearly describe, symbols will be defined as follows.
PIF: a pressure in the front end of the diesel particulate filter 400 when the diesel particulate filter 400 is in a clean state, that is, when no soot particle is trapped in the diesel particulate filter 400.
PIR: a pressure in the rear end of the diesel particulate filter 400 when the diesel particulate filter 400 is in a clean state, that is, when no soot particle is trapped in the diesel particulate filter 400.
ΔPI: a pressure difference between the front end and the rear end of the diesel particulate filter 400 when the diesel particulate filter is in a clean state. (ΔPI=PIF−PIR)
ΔPI: a pressure difference between the front end and the rear end of the diesel particulate filter 400 after oxidizing the soot particles trapped in the diesel particulate filter 400.
PRF: a pressure at the front end of the diesel particulate filter 400 when the diesel particulate filter 400 is required to be regenerated.
PRR: a pressure at the rear end of the diesel particulate filter 400 when the diesel particulate filter 400 is required to be regenerated.
ΔPR: a pressure difference between the front end and the rear end of the diesel particulate filter 400 when the diesel particulate filter 400 is required to be regenerated.
P1: a pressure at the front end of the diesel particulate filter 400 while the diesel particulate filter 400 is collecting soot particles.
P2: a pressure at the rear end of the diesel particulate filter 400 while the diesel particulate filter 400 is collecting the soot particles.
ΔP: a pressure difference between the front end and the rear end of the diesel particulate filter 400 when regeneration is required (ΔP=P1 P2)
TIF: a temperature in the front end of the diesel particulate filter 400 when the diesel particulate filter 400 is in a clean state, that is, when no soot particle is trapped in the diesel particulate filter 400.
TIR: a temperature in the rear end of the diesel particulate filter 400 when the diesel particulate filter 400 is in a clean state, that is, when no soot particle is trapped in the diesel particulate filter 400.
ΔTI: a temperature difference between the front end and the rear end of the diesel particulate filter 400 when the diesel particulate filter is in a clean state. (ΔTI=TIF−TIR)
TRF: a temperature at the front end of the diesel particulate filter 400 when regeneration is required.
TRR: a temperature at the rear end of the diesel particulate filter 400 when regeneration is required.
ΔTR: a temperature difference between the front end and the rear end of the diesel particulate filter 400 when regeneration is required.
T1: a temperature at the front end of the diesel particulate filter 400 while the diesel particulate filter 400 is collecting soot particles.
T2: a temperature at the rear end of the diesel particulate filter 400 while the diesel particulate filter 400 is collecting the soot particles.
ΔT: a temperature difference between the front end and the rear end of the diesel particulate filter 400 when regeneration is required (ΔT=T1−T2)
TOX: an oxidization temperature of soot particles
TEN: a temperature of exhaust gas outputted from an engine
PEN: a pressure of exhaust gas outputted from an engine
Hereinafter, the operations of the control unit 170 in the diesel engine particulate filtering apparatus 1000 will be described with reference to FIG. 20.
Referring to FIG. 20, the control unit 170 includes signal transmission lines 196 a, 196 b, 196 c, 196 d, 850 a, 850 b, 910 a, 910 b, 910 c, 910 d and 910 e for receiving and transmitting signals related to a temperature and a pressure, a microprocessor for performing various calculations, a memory for storing various data and a display panel.
The control unit 170 sets and stores all initial values for controlling ΔPI, PIF, PIR, ΔPR, PRF, PRR, TIF, TIR, ΔTI, TRF, TRR, ΔTR, and the oxidization temperature of the soot particulate. Also, a correcting value, a graph, and a data map related to a engine load, an engine revolution rate, the amount of flowing engine exhaust gas, a temperature, and a pressure of an engine exhaust gas for driving the diesel engine particulate filtering apparatus 100 are set by a related program in the control unit 170. Furthermore, a correcting value, a graph and a data map related to a relation between the opening/closing angle of the electric valve and the driving conditions of the engine are set by a predetermined program in the control unit 170 in order to optimally control the opening level of the electric valves 181 and 182 according to the engine load, the engine revolution rate and the amount of flowing the engine exhaust, which dynamically change, through exchanging signals with the control unit 170. Herein, the opening/closing angle denotes the optimal driving condition of the burner 100.
The engine 800 includes a revolution rate sensor 810 for transferring the revolution rate of the engine to the control unit 170.
When the engine 800 starts, the power is supplied to the control unit 170 through a signal transmitted from an engine control unit 900. Then, the state of the control unit 170 transits into an operation preparing state, and a time display panel of the control unit 170 begins to operate.
When the engine 800 starts, the power may be directly supplied to the control unit 170 from a condenser. Then the state of the control unit 170 transits into an operation preparing state, and the time display panel such as a timer of the control unit 170 begins to operate.
After the engine starts, the control unit 170 receives signals informing the engine starts and a revolution rate of the engine sensed by the revolution rate sensor 810. The engine revolution rate may be transmitted from the engine control unit 900 to the control unit 170 although the revolution rate sensor 810 is not included.
Also, the signal transmission lines 910 a, 910 b, 910 c, 910 d and 910 e are disposed between the engine control unit 900 and the control unit 170, and signals related to driving states of the engine 800 are transmitted to the control unit 170 through the signal lines 910 a, 910 b, 910 c, 910 d and 910 e.
The engine exhaust gas produced from the engine 800 flows into the burner 100 through an exhaust gas discharging channel 840 interposed between the exhaust gas discharging outlet of the engine 800 and the exhaust gas channel 300 of the burner 100. When the engine starts, the temperature sensors 191 a and 191 b and the pressure sensors 194 a and 194 b disposed at the front end and the rear end of the diesel particulate filter 400 sense the temperature and the pressure of at least one of spots in the diesel particulate filter 400 and transmit the sensed signals to the control unit 170. The control unit 170 calculates the temperature difference and pressure difference between the front end and the read end of the filter 140 based on the sensed signals.
The signals related to the calculated temperature difference and pressure difference are transferred from the control unit 170 to the engine control unit 900 through the signal transmission lines 930 a, 930 b and 930 c. It is preferable to display the calculated temperature difference and pressure difference through a display panel 950 by transferring the signals to the display panel 950.
The soot particles in the diesel engine exhaust gas, which flow into the combustion chamber 110 after passing the swirler 200 through the exhaust gas channel 300, are trapped at the diesel particulate filter 400 while passing the diesel particulate filter 400.
When the diesel engine exhaust gas passes the diesel particulate filter 400, the temperature sensors 191 a and 191 b and the pressure sensors 194 a and 194 b measure the temperature and the pressure of the front end and the read end of the diesel particulate filter 400, and transfer the measured temperature and pressure to the control unit 170.
The control unit 170 receives the temperature and the pressure of the front end and the read end of the diesel particulate filter 400 and calculates the difference between the temperatures and the pressures at the front end and the rear end of the diesel particulate filter 400. Then, the control unit 170 compares the calculated differences with a preset pressure difference (ΔPR) that denotes a pressure different requiring the diesel particulate filter 400 to be regenerated, which is pre-stored in the control unit 170. If the calculate pressure difference is smaller than the preset pressure difference (ΔPR), the control unit 170 does not transfer any signal to turn on the burner 100 for regenerating a diesel particulate filter 400.
Calculating the pressure difference and comparing the calculated pressure difference with the preset pressure difference is continuously performed at a regular interval. A time of performing the calculating and comparing operation and the calculated pressure difference are stored in a memory of the control unit 170 with the engine revolution rate, the engine load, and the amount of flowing the exhaust gas outputted from the engine 900. That is, it functions as a black box.
As the engine 800 is continuously driving, the diesel engine exhaust gas constantly flows into the combustion chamber 110, and the amount of soot particles trapped in the diesel particulate filter 400 gradually increases. The temperature sensors 191 a and 191 b and the pressure sensors 194 a and 194 b continuously transmit the temperature and pressure data to the control unit 170. The control unit 170 calculates the temperature difference and the pressure difference (ΔP) at the front end and the read end of the diesel particulate filter 400. Then, the control unit 170 compares the calculated pressure difference with the preset pressure difference (ΔPR) and stores the time, the temperature, the pressure, the temperature difference, the pressure difference, the engine revolution rate, the engine load and the amount of flowing the exhaust gas. These operations are repeatedly performed while the engine 800 is driving.
Since the diesel particulate filter 400 is not required to be regenerated when the calculated pressure difference (ΔP) is smaller than the preset pressure difference (ΔPR) while repeatedly performing the operations, the control unit 170 does not transmit any signal to the burner 100 to turn on the burner 100 for regenerating the diesel particulate filter.
However, if the calculated pressure difference (ΔP) is greater than the preset pressure difference (ΔPR), the control unit 170 transmits signals as follows in order to drive the burner 100 for regenerating a diesel particulate filter.
At first, the control unit 107 calculates the amount of flowing the exhaust gas and the pressure based on the engine revolution rate and the engine load, which are transmitted from the engine 800 to the control unit 170. Then, the control unit 107 feedback controls an electric valve 182 according to the calculated amount of flowing exhaust gas and pressure by transferring control signals to the electric valve 182 disposed at the convey air inflow path 124. The control unit 107 opens the electric valve 182 as much as the optimal air supplying state in order to supply the appropriate amount of air to the carburetor 120.
Then, the control unit 170 drives the igniter 150 by transmitting a control signal to the igniter 150, and the control unit 170 transmits an operation start signal to the fuel pump 122 through electric feedback control in order to supply the appropriate amount of fuel to the carburetor 120 for the calculated amount of exhaust gas and pressure.
Then, the first mixed gas outputted from the carburetor 120 through the first mixed gas inflow path 125 is injected to the combustion chamber 110 through the combustor 140 after injected into the fuel injection nozzle 130.
Then, the igniter 150 forms flames on the combustor 140, and the flame sensor 160 transmits a flame detecting signal to the control unit 170. The control unit 170 stores data related to the time of igniting, the driving condition of the engine, the temperature and pressure of the front end and the read end of the diesel particulate filter 400 at the memory.
When the control unit 170 receives the flame detecting signal from the flame sensor 160, the control unit 170 transmits an operation stop signal to an igniter driving unit 151 to stop the igniter 150. Also, the control unit 170 transmits a signal to the electric valve 181 disposed at the burning air inflow path 133 through the electric feedback control so as to open the electric valve 181 with the optimal burning air supplying state. Therefore, the flames on the combustor 140 are optimally sustained stably.
Then, the exhaust gas in the combustion chamber 110 and the high temperature combustion gas formed by the flames on the combustor 140 are mixed, and such a high temperature mixed gas flows into the diesel particulate filter 400.
During the above operations, the temperature and the pressure sensors 191 a, 191 b, 194 a and 194 b measure the temperatures and pressures at the front end and the rear end of the diesel particulate filter 400 and transmit signals of the measured temperature and pressure to the control unit 170. Then, the control unit 170 operates as follows after receiving the measured temperature and pressure.
If the temperature T1 at the front end of the diesel particulate filter 400 is lower or higher than the oxidization temperature (TR) of the soot particles, the control unit 170 feedback controls the amount of flowing the fuel from the fuel pump 123 and the level of opening the electric valves 181 and 182 so as to sustain the optimal temperature through increasing or reducing the temperature at the front end of the diesel particulate filter 400.
Then, the control unit 170 calculates the pressure difference ?P between the front end and the rear end of the diesel particulate filter 400 using the temperatures T1 and T2 and the pressures P1 and P2 at the front end and the rear end of the diesel particulate filter 400, and compares the calculated pressure difference ΔP with the preset initial pressure difference ΔPI. If the initial pressure difference is greater than the calculated pressure difference, the above described operations are continuously performed. If the calculated pressure difference is smaller than or equal to the pressure difference between the front end and the rear end of the diesel particulate filter 400 after finishing regenerating the diesel particulate filter 400, the control unit 170 operates as follows.
The control unit 170 transmits a signal to the fuel pump 122 to stop the fuel pump 122 in order to extinguish the flames on the combustor 140.
Herein, the stopped fuel pump 122 is reset as an initial state.
After stopping the fuel pump 122, the flame sensor 160 transmits a flame extinguishing signal to the control unit 170, and the control unit 170 closes the electric valve 181 disposed at the burning air inflow path 133 after passing a predetermined time in order to prevent the flames from being reformed. Then, the control unit 170 closes the electric valve 182 disposed at the convey air flow path 124.
These operations are repeatedly performed according to the pressure difference between the front end and the rear end of the diesel particulate filter 400, which are transmitted to the control unit 170, so as to normally drive the diesel particulate filtering apparatus 1000.
Meanwhile, if the flame on the combustor 140 is extinguished without finishing regenerating the diesel particulate filter 400 while regenerating the diesel particulate filter 400, the control unit 170 operates as follows.
If the flame on the combustor 140 is extinguished without finishing regenerating the diesel particulate filter 400 while regenerating the diesel particulate filter 400, the control unit 170 stops the fuel pump 122 by transmitting an operation stop signal to the fuel pump 133 at the moment of receiving the flame extinguishing signal from the flame sensor 160 in order to prevent the fuel from be discharged to the combustion chamber 110 through the combustor 140. Then, in order to discharge the fuel leaked to the combustion chamber 110, the igniting operation, the flame stabilizing operation and the filter regenerating operation are re-performed after passing predetermined time.
Since the filter regenerating operation is performed based on the pressure difference between the front end and the rear end of the diesel particulate filter 400 as a reference time, that is, since the condition ΔP=ΔPR is the reference time for performing the filter regenerating operation, it is required to distinguish the igniting operation of the condition ΔP<ΔPR such as a re-igniting operation caused when the flame is extinguished during regenerating a filter and it must be controlled differently.
In other words, the filter regenerating operation is not required performed while the diesel particulate filter 400 are collecting the soot particles after the burner 100 finishes the regeneration of the diesel particulate filter 400 although the condition is ΔP<ΔPR. However, the filter regenerating operation must be continuously performed until the condition ΔP=ΔPR is reached by re-igniting the flame if the flame is extinguished while regenerating the diesel particulate filter.
Therefore, in order to clearly distinguish an operation requiring the re-igniting operation based on the condition ΔP<ΔPR, the control unit 170 may include control variables for denoting the directivity of operating the diesel engine particulate filtering apparatus 1000. For example, the control unit 170 may set the control variables that denote the directivities of operations in the diesel engine particulate filtering apparatus 1000 as follows. At first, the control unit 170 sets a directivity of starting the control unit 170 as a reference number, for example, zero when the engine starts. While the diesel particulate filter 400 is collecting the soot particles, the control unit 170 sets the directivity thereof as a positive number by adding a predetermined positive number to the reference number. Herein, the directivity for the operation of collecting the soot particles is always set as the positive number. When the regeneration condition of the diesel particulate filter is reached, the control unit 170 resets the directivity thereof as the reference point, zero. When the regeneration of the diesel particulate filter 400 starts, the control unit 170 sets the directivity thereof as an negative number by adding a predetermined negative number to the reference number or subtracting a predetermined positive number from the reference number. When the regeneration of the diesel particulate filter 400 ends, the control unit 170 sets the directivity thereof as the reference number, zero. While driving the diesel engine particulate filtering apparatus 1000, the control unit 170 repeatedly performs these operations for setting the directivity thereof. As described above, the driving directivity of the diesel engine particulate filtering apparatus 1000 may be set by the control unit 170.
Therefore, the control unit 170 does not transmit any signals related to the operations of the burner 100 if ΔPE<ΔP<ΔPR and the directivity is the positive number. Also, the control unit 170 transmits a signal to drive the burner 100 if ΔPE<ΔP<ΔPR and the directivity is the negative number.
Herein, if the condition is ΔP≧ΔPR, the control unit 170 transmits the signal to drive the burner 100 regardless of the sign of the directivity. Also, if the condition is ΔP≦ΔPE, the control unit 170 transmits a signal to stop the burner 100 regardless of the sign of the directivity.
As described above, the PR can be used as a reference to transmit a signal to start the regeneration of the diesel particulate filter 400. Also, the mass of the soot particles trapped at the diesel particulate filter 400 may be used as a reference to start the regeneration as like as the PR with the identical method of controlling the diesel engine particulate filtering apparatus and transmitting signals to control thereof.
Furthermore, the control unit 170 may set and control safety features and alarm systems for preparing the emergency situation such as a dangerous situation happened while driving the diesel engine particulate filtering apparatus 1000. Such an operation of the control unit 170 will be described hereinafter.
As described above, the safety of the diesel engine particulate apparatus 1000 is very closely related to controlling the flames because the diesel engine particulate filtering apparatus 1000 forms flames inside thereof. As a safety feature, the control unit 170 includes a compulsive control function 171 for compulsory controlling a switch 172 for the fuel pump 122 when the control unit 170 senses the abnormal operation of the diesel engine particulate filtering apparatus 1000, such as when the control unit 170 becomes unable to extinguish the flames of the combustor 140, when the control unit 170 becomes unable to ignite the flames on the combustor 140, when the control unit 170 becomes unable to stop supply the fuel from the fuel pump 122. In these cases, the compulsive control function 171 compulsory turns off the switch 172 to compulsory short the power supply to the fuel pump 122. Furthermore, an alarm system may be included for noticing a driver of a vehicle to recognize the abnormal driving state.
In order to prepare the backflow of the flames caused by the abnormal driving, a backflow blocking unit may be disposed at the first mixed gas inflow path 125 for blocking the flame, and a flame sensor may be further disposed in the first mixed gas inflow path 125 and the fuel injection nozzle 130 in order to sense the backflow of the flame.
Also, a cooling unit may be disposed in paths of flowing the fuel such as the first mixed gas inflow path 125 and the fuel injection nozzle 130 in order to prevent the fuel to be ignited by the heat made from the high temperature exhaust gas from the engine.
In addition, an explosion preventing valve 173 may be disposed at the combustion chamber 110 in order to prevent the combustion chamber 110 from being exploded by abnormally burning the unburned fuel that is excessively discharged from the fuel tank.
Also, a noise blocking unit may be included to block the noise that influences the control unit 170.
As described above, the regeneration operation of diesel engine particulate filtering apparatus 1000 is very stably and continuously performed while the engine is driving. Also, the control unit 170 controls the diesel engine particulate filtering apparatus 1000 to stably sustain the flames on the combustor 140 without extinguishing the flame while the driving conditions of the engine abruptly change through automatically controlling the amounts of the fuel, the air for burning, and the air for conveying to be optimal state according to driving condition variation.
Furthermore, the combustor 140 forms a plurality of very short flames at the same time through the fine flame holes formed on the combustor 140 because the combustor 140 is made of porous metal fiber. Also, the accumulated heat formed on the surface of the combustor 140 prevents the flames of the combustor 140 from being easily extinguished and enables the flames to be ignited on the entire surface of the combustor 140 in a short time.
Moreover, since the flame holder 111 having the one-layered porous wall is disposed to surround the combustor 140, the surface of the combustor 140 is sufficiently heated although the driving condition varies abruptly, for example, when the engine accelerates and decelerates.
In addition, since the size of the flame is very small, the flames and the swirling flow are formed with very small variation. Therefore, the combustor 140 stably sustains the flames on the combustor 140 although the amount of the exhaust gas flow changes abruptly.
That is, the diesel engine particulate filtering apparatus 1000 according to the present invention can stably sustain the flames in the exhaust gas flow when the diesel engine is regularly driven, for example, when the engine is kept ticking over, and when the engine is driven at a constant speed. Furthermore, the diesel engine particulate filtering apparatus 100 according to the present invention can ignite, extinguish and stably sustain the flames on the combustor although the pressure and the amount of the exhaust gas flow change abruptly due to the abrupt variation of the engine load.
The burners according to the embodiments of the present invention were described to have a singularity of carburetor 120, fuel injection nozzle 130, combustor 140, and igniter 150. However, the present invention is not limited thereby. The burner 100 may include a plurality of carburetors, fuel injection nozzles, combustors and igniters.
While the present invention has been described with respect to certain preferred embodiments, it will be apparent to those skilled in the art that various changes and modifications may be made without departing from the scope of the invention as defined in the following claims.

Claims

1. A burner for regenerating a diesel particulate filter, comprising: an exhaust gas flow channel of a diesel engine, which is disposed at the front of a combustion chamber on the same axis of the combustion chamber; at least one of swirlers disposed between the exhaust gas flow channel and the combustion chamber for swirling the exhaust gas flowing into to the combustion chamber through the exhaust gas flow channel; a carburetor including a gasifying chamber for gasifying a liquid fuel, a fuel pump for supplying the liquid fuel into the gasifying chamber, and a convey air inflow path for supplying an air into the gasifying chamber to convey the gasified fuel into a fuel injection nozzle; a fuel injection nozzle for mixing the gasified fuel from the carburetor with an air for burning, and supplying the mixed gas made of the gasified fuel and the air to the combustion chamber; a combustor disposed in the combustion chamber for injecting the mixed gas supplied from the fuel injection nozzle; an igniter for igniting the mixed gas injected from the combustor by generating sparks; and a flame sensor for sensing whether the flame is made on the combustor or not.

2. The burner of claim 1, wherein the fuel injection nozzle includes: a mixing chamber for forming a mixed gas by mixing a gasified fuel and an air for burning; a burning air inflow path communicated with the mixing chamber for forming a passage to flow the air for burning into the mixing chamber; a fuel inflow path communicated with the gasifying chamber and the mixing chamber for forming a passage to flow a gasified fuel from the gasifying chamber to the mixing chamber; and a mixed gas inflow path communicated with the mixing chamber and the combustion chamber for forming a passage to flow the mixed gas from the mixing chamber to the combustion chamber.

3. The burner of claim 2, wherein the mixed gas made of the gasified fuel from the gasifying chamber and the air for conveying from the convey air inflow path flows into the combustion chamber through the mixed gas inflow path of the fuel injection nozzle, and other air is not flew through the fuel injection nozzle.

4. The burner of claim 2, wherein the fuel injection nozzle is one of a ventury type, an expanding type, and a swirling type.

5. The burner of claim 2, further comprising a supplementary air inflow path com-municated with the exhaust gas flow channel of the diesel engine for supplementary supplying an air to the exhaust gas flow channel.

6. The burner of claim 1, further comprising a control unit for electrically feedback controlling: a temperature and a pressure in at least one of spots in the combustion chamber; a temperature and a pressure of an air for conveying and an amount of flowing the air for burning which flows into the gasifying chamber; a temperature and a pressure of an air for burning and an amount of flowing the air for burning which flows into the fuel injection nozzle; an amount of liquid fuel supplied from a fuel tank using a fuel pump; and operations of the combustor, the igniter, the flame sensor, and the fuel supply pump.

7. The burner of claim 6, further comprising a temperature and pressure sensor for sensing the temperature and pressure of the air for conveying and transfers the sensed temperature and pressure to the control unit, wherein the temperature and pressure sensor includes a convey air controlling valve for controlling an amount of flowing the air for conveying, which flows through the convey air inflow path.

8. The burner of claim 6, further comprising a temperature and pressure sensor for sensing the temperature and pressure of the air for burning and transfers the sensed temperature and pressure to the control unit, wherein the temperature and pressure sensor includes a burning air controlling valve for controlling an amount of flowing the air for burning, which flows through the burning air inflow path.

9. The burner of claim 6, further comprising: a clean air inlet for the igniter, which is communicated with the outside for sustaining an igniting member of the igniter to be clean; and an electric valve for controlling an amount of a fresh external air flowing through the clean air inlet or the igniter in response to the control unit.

10. The burner of claim 6, further comprising: a clean air inlet for the flame sensor, which is communicated with the outside for sustaining a sensing member of the flame sensor to be clean; and an electric valve for controlling an amount of a fresh external air flowing through the clean air inlet for the flame sensor in response to the control unit.

11. The burner of claim 6, further comprising: a clean air inlet for the flame sensor, which is communicated with the outside for sustaining a sensing member of the flame sensor to be clean; and an electric valve for controlling an amount of a fresh external air flowing through the clean air inlet for the flame sensor in response to the control unit.

12. The burner of claim 1, wherein the porous material of the combustor is one of heat-resistant porous materials including a met type metal fiber, a ceramic, and a foam metal.

13. The burner of claim 12, wherein the combustor has one of a cylinder shape, a cone shape, a rectangle pipe shape and a disk shape, and has a volume and a surface area, which is formed of an inside where the mixed gas inflows and an outside where the mixed gas is injected through.

14. The burner of claim 1, wherein the combustor further includes a porous supporting member coupled to the inner side of the porous material for holding the shape of the porous material.

15. The burner of claim 1, further comprising at least one layer of a porous cylinder shaped flame holder disposed to surround the external circumference of the combustor.

16. The burner of claim 1, further comprising a combustion chamber where a mixed gas, which is made of an exhaust gas and a mixed gas supplied from the fuel injection nozzle, is burned.

17. The burner of claim 16, wherein the inner wall of the combustion chamber is lined with at least one of fireproof insulators including asbestos, ceramicwool, cerakwool and firebrick.

18. A diesel engine particulate filtering apparatus comprising: a combustion chamber; an exhaust gas flow channel of a diesel engine, which is disposed the front of the combustion chamber on the same axis of the combustion chamber; at least one of swirlers disposed between the exhaust gas flow channel and the combustion chamber for swirling the exhaust gas flowing into to the combustion chamber through the exhaust gas flow channel; a carburetor including a gasifying chamber for gasifying a liquid fuel, a fuel pump for supplying the liquid fuel into the gasifying chamber, and a convey air inflow path for supplying an air into the gasifying chamber to convey the gasified fuel into a fuel injection nozzle; a fuel injection nozzle for mixing the gasified fuel from the carburetor and an air for burning, and supplying the mixed gas made of the gasified fuel and the air to the combustion chamber; a combustor disposed in the combustion chamber for injecting the mixed gas supplied from the fuel injection nozzle; an igniter for igniting the mixed gas injected from the combustor by generating sparks; a flame sensor for sensing whether the flame is made on the combustor or not; and a diesel particulate filter disposed at one end of the combustion chamber.

19. The diesel engine particulate filtering apparatus of claim 18, further comprising an adaptor disposed at one end of the combustion chamber and including a contracted portion at the center thereof.

20. The diesel engine particulate filtering apparatus of claim 18, further comprising a temperature uniformization unit disposed at one end of the combustion chamber for accelerating mixing the high temperature gas with the exhaust gas.