WO2004099578A1 - Regeneration d'un piege a particules - Google Patents

Regeneration d'un piege a particules Download PDF

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Publication number
WO2004099578A1
WO2004099578A1 PCT/EP2004/004543 EP2004004543W WO2004099578A1 WO 2004099578 A1 WO2004099578 A1 WO 2004099578A1 EP 2004004543 W EP2004004543 W EP 2004004543W WO 2004099578 A1 WO2004099578 A1 WO 2004099578A1
Authority
WO
WIPO (PCT)
Prior art keywords
exhaust system
particle trap
catalytic converter
reducing agent
fuel
Prior art date
Application number
PCT/EP2004/004543
Other languages
German (de)
English (en)
Inventor
Wolfgang Maus
Rolf BRÜCK
Original Assignee
Emitec Gesellschaft Für Emissionstechnologie Mbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Emitec Gesellschaft Für Emissionstechnologie Mbh filed Critical Emitec Gesellschaft Für Emissionstechnologie Mbh
Priority to JP2006505324A priority Critical patent/JP2006526102A/ja
Priority to EP04730239A priority patent/EP1625286A1/fr
Publication of WO2004099578A1 publication Critical patent/WO2004099578A1/fr
Priority to US11/270,059 priority patent/US20060080953A1/en

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Classifications

    • 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
    • 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
    • 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 cleaning a gas flow from pollutants, which comprises a particle trap which is regenerated discontinuously using a reducing agent.
  • a method for regenerating a particle trap is also described.
  • particle traps which are constructed from a ceramic substrate. These have channels so that the exhaust gas to be cleaned enters the particulate trap. le can flow in. The adjacent channels are alternately closed, so that the exhaust gas flows into the channel on the inlet side, passes through at least one ceramic wall and escapes again through the adjacent channel on the outlet side.
  • Such particle traps are known as "closed" particle filters. They achieve an effectiveness of approximately 95% across the entire range of the particle sizes that occur.
  • a particle trap is described, which is referred to as an “open” filter system.
  • the filter channels are not structurally and mutually closed.
  • the channel walls consist at least partially of porous or highly porous material.
  • the flow channels of the open filter point Deflecting or guiding structures that direct the exhaust gas with the particles contained therein to the areas made of porous or highly porous material
  • a particle filter is said to be open if it can basically be completely traversed by particles, including particles that Such a filter cannot clog up even during agglomeration of particles during operation.
  • a suitable method for measuring the openness of a particle filter is, for example, checking up to which diameter spheres shaped particles can still trickle through such a filter.
  • a filter is particularly open when balls with a diameter greater than or equal to 0.1 mm can still trickle through, preferably balls with a diameter above 0.2 mm.
  • the regeneration essentially comprises the short-term heating of the particle trap or the particles accumulated therein, so that the soot particles are converted into gaseous components.
  • CRT Continuous Regeneration Trap
  • NO 2 nitrogen dioxide
  • NO 2 nitrogen dioxide
  • the nitrogen dioxide required for this is often generated by an oxidation catalytic converter which is arranged upstream of the filter.
  • NO nitrogen monoxide
  • the desire described at the outset to effect catalytic conversion of the exhaust gas immediately after the cold start of the internal combustion engine can be realized by using starting catalysts which are characterized by a small volume (e.g. less than 20% of the displacement of the internal combustion engine) and their proximity to the engine.
  • the technical problem arises that it is no longer possible to supply unsaturated hydrocarbons which are intended to bring about regeneration in a particle trap located downstream and clearly removed from the starting catalyst.
  • the fuel acting as a reducing agent would hit the catalytic converter and lead to an exothermic reaction. Due to the fact that the particle trap is arranged very far 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 particle trap.
  • the exhaust system should also be simple and the regeneration should be easy to carry out.
  • the exhaust system for cleaning a gas stream with pollutants comprises at least means for supplying the reducing agent, a first catalytic converter and a particle trap in the flow direction of the gas stream through the exhaust system, with at least one further exhaust gas cleaning component and / or a distance of at least 0.5 m is provided between the first catalytic converter and the particle trap.
  • a mixer and a second catalytic converter precede the particle trap.
  • the "direction of flow of the gas stream” is to be understood as the direction of the gas stream which the flow takes from an internal combustion engine to the exhaust or outlet into the atmosphere. This means a main flow direction, so local flow turbulence or the like is particularly disregarded Arrangement of the individual means in the direction of flow through the exhaust system means that the gas stream first comes into contact with the means for supplying a reducing agent, then with the first catalytic converter and finally with the particle trap. This is without prejudice to the fact that the gas flow between these individual components comes into contact with other components of the exhaust system, such as, for example, further adsorbers, exhaust pipes, etc. Furthermore, with reference to the fact that “at least” the facilities listed are provided, that the devices can be arranged several times, directly or indirectly, one behind the other.
  • a “catalytic converter” is to be understood as meaning a multiplicity of known support bodies for catalytically active material.
  • the support bodies can be composed predominantly of metal and / or ceramic.
  • metallic catalyst support bodies it is known that at least partially structured sheet metal foils are wound together, that channels for which fluid can flow are formed. It is also known to produce metallic carrier bodies by extrusion.
  • ceramic carrier bodies are known which also obtain their honeycomb shape through an extrusion and sintering process. Such a honeycomb shape has therefore become special proven to be advantageous because in this way a particularly large surface area is made available which results in intimate contact with the gas stream.
  • particle trap means both classic filter systems with mutually closed channels and the “open” filter systems described above.
  • exhaust gas cleaning component represents a generic term for a large number of different components for exhaust gas treatment, in particular honeycomb bodies, water traps, heating elements, mufflers, adsorbers, storage devices, etc.
  • a “distance” between the first catalytic converter and the particle trap is to be understood to mean, in particular, their distance along the flow path of the gas stream. This means that the distance along the exhaust pipe, which the first catalytic converter and the particle trap on the shortest route, connects.
  • a “mixer” in the sense of this disclosure describes a device which causes a swirling or a significant flow deflection of partial gas flows, in particular the proportion of redirected partial gas flows is above 50%, in particular 80%, preferably above 95%. It is particularly advantageous here that the partial exhaust gas streams are not deflected essentially parallel to one another, but rather move at least partially towards one another so that mixing takes place.
  • a mixing element of the type described in DE 199 38 840 may be mentioned here. Of course, all others can also be used , known mixers can be used as long as they meet the above criteria.
  • this is again an exhaust gas treatment component of the type described with reference to the first catalytic converter.
  • this second catalytic converter is not designed as a starting catalyst, i. H. it is not in the vicinity of the engine.
  • the exhaust system it is possible, as will be explained in more detail below with reference to the method, to use fuel as a reducing agent for the regeneration of the particle trap, the fuel passing the first catalytic converter essentially without a complete exothermic reaction.
  • This fuel-gas mixture is then processed by the mixer so that the desired exothermic reaction takes place in the second catalytic converter, which causes the temperature increase required for the regeneration of the particle trap.
  • An essential aspect of the invention is that the fuel required for regeneration is passed through the first catalytic converter in a concentrated manner in a section or partial volume flow of the exhaust gas stream, so that there is insufficient oxygen available for a significant proportion of the fuel carried, which is required for the catalytic conversion.
  • catalytically motivated reactions occur only in the edge areas of the high-fuel partial gas stream, but a large part of the additionally injected fuel quantity passes through the first catalytic converter without conversion.
  • the mixer now causes this fuel-enriched partial gas flow to mix with the remaining exhaust gas, which is particularly lean, particularly in diesel engines, i.e. H. is oxygen-rich.
  • This mixing process dissolves the high-gas partial gas flow, so that the fuel flows finely dispersed with the exhaust gas flow towards the downstream particle trap.
  • the mixed exhaust gas flow meets the second catalytic converter, which in turn has a catalytically active surface and now brings about a conversion of the exhaust gas fuel dispersion.
  • this second catalytic converter is connected directly (or immediately, that is, without further exhaust gas purification components being arranged in between) upstream of the particle trap, the temperature increase due to the exothermic reaction is passed on directly to the particle trap. This now ensures complete regeneration of the particle trap. It is particularly advantageous that the second catalytic converter and the particle trap are arranged with respect to one another in such a way that the exhaust gas can deliver the greatest possible amount of energy to the particle trap. This can be ensured, for example, that the catalytic converter and the particle trap are only a short distance from one another, in particular this distance is less than 10 cm, in particular less than 5 cm and preferably less than 2 cm.
  • the distance describes the distance that the exhaust gas travels after exiting the second catalytic converter until it enters the particle trap.
  • the exhaust pipe between the second catalytic converter and the particle trap is thermally insulated or has no additional components such as flaps, baffles, probes or the like, or also curved sections.
  • the mixer is a turbocharger.
  • an exhaust gas turbocharger for compressing the intake air has proven itself.
  • Such a compressor for the intake air is operated by the exhaust gas flowing through the turbocharger.
  • the exhaust gas is swirled so that the turbocharger fully meets the criteria described above with regard to the mixer. I.e. For example, that now only the first catalytic converter can be followed by a turbocharger, which in turn is followed by a second catalytic converter and the particle trap.
  • the method described below is advantageous because it prevents the first catalytic converter, which is preferably designed as a starting catalyst, from generating such high temperatures in the exhaust gas that the directly connected turbocharger is damaged becomes. It is thus possible to pass the exhaust gas at temperatures which are tolerable for the turbocharger, and then to heat it up to such a temperature by means of the second catalytic converter that regeneration of the particle trap is ensured.
  • Supply of the reducing agent at least one injection nozzle for providing fuel in the combustion chamber of a mobile combustion engine.
  • the at least one injection nozzle injects fuel into the cylinders of the internal combustion engine, which essentially leaves the cylinder unburned, passes the first catalytic converter (and possibly also the turbocharger) and finally only through contact with the second catalytic converter Converter an exothermic reaction to convert the fuel takes place.
  • additional lines or nozzles can be used. The like. For the introduction of the reducing agent.
  • the injection nozzle be arranged so that the fuel can be introduced into an outlet channel of the internal combustion engine. It is clear to the person skilled in the art that further means may be required for this. It should be taken into account that 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 guaranteed. To ensure that the fuel reaches the outlet channel, predetermined positions of the piston or the valve may be required.
  • At least one separate feed line be provided in or on an outlet duct of the internal combustion engine and / or the exhaust system.
  • an additional line is provided from the fuel supply to the engine, and the fuel is supplied to the exhaust gas flow between the combustion chamber or the engine cylinder and the first catalytic converter. It should be noted that this is done in such a way that a relatively narrowly limited partial gas flow is generated which has a particularly high concentration of fuel. This ensures that the oxygen required to carry out an exothermic reaction is displaced, and the high-fuel partial gas stream flows through both the first catalytic converter and possibly downstream components without experiencing any significant chemical conversion.
  • the means for supplying a reducing agent are connected to a reducing agent reservoir and a control unit, so that an intermittent supply of reducing agent can be carried out.
  • a control unit takes over the tasks of regulating or controlling the opening times or the pressures at the injection nozzle or other nozzles as required. This has to be done in particular as a function of the piston or exhaust valve position of the cylinder of the internal combustion engine.
  • the first catalytic converter has a first contact surface which promotes the oxidation of at least one pollutant contained in the gas stream. I.e. in particular, that the first catalytic converter converts unsaturated hydrocarbons into less harmful components.
  • the second catalytic converter also have a second contact surface which requires the oxidation of at least one pollutant contained in the gas stream. It is u. 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 area.
  • the second catalytic converter and the particle trap form a structural unit.
  • the second catalytic converter and the particle trap are not only connected via the exhaust pipe surrounding them.
  • the second catalytic converter and the particle trap it is possible for the second catalytic converter and the particle trap to be arranged in a common casing tube which is in contact with the exhaust pipe.
  • the second catalytic converter and the particle trap not only to be connected to one another over the circumference, but also for contact to be made via the end faces, for example via pins, sheet metal foils or the like. Furthermore, it is also possible, for example, to provide thermal insulation with respect to the structural unit, so that the exothermic energy generated in the second catalytic converter is almost completely released to the particle trap.
  • the second catalytic converter and the particle trap together form a body through which a fluid can flow, which in the direction of flow initially has a catalytically active coating and subsequently means for the attachment of particles.
  • the second catalytic converter and the particle trap are designed with the same carrier body.
  • the channel walls which are generally formed by ceramic material or metal sheets, extend together over an entire length in the direction of flow of the second catalytic converter and the particle trap. A subdivision of the carrier body itself then does not have to exist.
  • a method for regenerating a particle trap which is arranged in an exhaust gas system, the exhaust gas system (viewed in the direction of flow of a gas stream) at least a first catalytic converter, a turbocharger, a second catalytic converter and the particle trap having.
  • a reducing agent is introduced into the exhaust system upstream of the turbocharger in order to carry out a regeneration process for the particle trap.
  • the reducing agent is fed to the exhaust system in a concentrated manner in a partial gas stream that no or only a very slight exothermic reaction takes place when flowing through the first catalytic converter.
  • This partial gas stream which is still high in fuel, is now led through the turbocharger, with a particularly intensive mixing with the partial exhaust gas streams from other cylinders of the internal combustion engine. Since these partial exhaust gas flows from the other cylinders essentially represent a particularly lean (oxygen-rich) mixture, the partial gas flow, which still has a high fuel content, is now enriched with oxygen. The result of this is that the desired exothermic reaction takes place when the partial gas stream subsequently hits an oxidation catalyst. The thermal energy released is used to burn off the soot particles that have accumulated in the downstream particle trap. This prevents flow paths (which the exhaust gas takes through the particle trap) from clogging, which leads to an increase in the flow resistance of the particle trap. The resulting drop in pressure of the exhaust gas flow over the particle trap has negative effects on the engine performance, which are reliably avoided with the method described here.
  • the reducing agent is supplied intermittently. This applies in particular when the reducing agent is supplied by means of at least one injection nozzle, fuel being injected into a combustion chamber mobile internal combustion engine is initiated.
  • the main focus here is on diesel engines.
  • the fuel is subsequently injected into the combustion chamber, so that unburned partial volume flows of the fuel reach an outlet channel of the internal combustion engine.
  • retrospectively means that the injector injects fuel at two different times in the cylinder during a working cycle of the piston.
  • the amount of fuel required for self-ignition or combustion is injected into the combustion chamber of the cylinder, compressed and burned.
  • the exhaust gas produced during combustion is expelled through an open exhaust valve into the exhaust duct and further to the exhaust pipe.
  • a predeterminable or calculable quantity of fuel (or another reducing agent) is introduced into the combustion chamber via the injection nozzle and which, with or after the exhaust gas partial flow is pushed out, through the exhaust duct the exhaust pipe flows.
  • the reducing agent is injected into the cylinders alternately.
  • the latter is the case in particular when the injection into the respective cylinders takes place as a function of measured values which reflect the operating state of the internal combustion engine or the exhaust system. This ensures, on the one hand, that in a single cylinder after the reducing agent injection, remaining amounts of fuel are burned again and again. So there is even combustion in all cylinders.
  • the triggering time schedule 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.
  • a detected and / or calculated parameter which characterizes the functionality of the particle trap.
  • Suitable measured values are 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 the particle trap has emerged, etc. If the pressure drop reaches a predetermined limit value, for example, this can be an indication of the triggering of a Regeneration cycle.
  • u. U. also take into account the length of time that the amount of fuel injected close to the engine needs to reach the particle trap. This must be done in such a way that the temperature of the particle trap is increased before it has a noticeable negative effect, for example on engine performance.
  • 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 flow in a partial area of the exhaust system.
  • the choice of the injection nozzle of the plurality of cylinders is determined by certain temperatures of the gas flow or the exhaust system and / or the internal combustion engine. If, for example, a remaining amount of fuel in the cylinder subsequently leads to an increased thermal load during the next combustion, it may be advantageous to inject the reducing agent only via the other injection nozzles when a predetermined limit temperature is reached.
  • the flow paths in the exhaust line, depending on the injection location have different areas on the exhaust gas cleaning system. The flow of components is increased, so that the temperature of the exhaust gas stream is a thermal load in these areas.
  • An adaptation to ensure the functionality of the exhaust gas treatment components can also be provided here.
  • Fig. 1 Schematic of the structure of an exhaust system
  • Fig. 2 schematically the structure of a direct injection diesel
  • FIG. 3 schematically shows a subsequent injection of reducing agent
  • 4 shows an exemplary embodiment of a first catalytic converter
  • 5 shows an exemplary embodiment relating to a structural unit consisting of a second catalytic converter and a particle trap
  • FIG. 6 schematically and in perspective a detail of a
  • This exhaust system 1 shows schematically and in perspective an exhaust system 1 for cleaning a gas stream 2 from pollutants 3.
  • This exhaust system 1 comprises in the flow direction 4 of the gas stream 2 through the exhaust system 1 at least a first catalytic converter 5, a mixer 6 and a second catalytic converter Converter 7 and a particle trap 8. Furthermore, means for supplying a reducing agent are provided, which are arranged only upstream of the mixer 6.
  • fuel 10 is injected into the combustion chambers 11 of the various cylinders 24 in the squeezing machine 12, which is preferably a diesel engine for a passenger car. This fuel 10 is compressed with high ter intake air burned and then expelled through the exhaust pipe 26 to the environment.
  • a plurality of first catalytic converters 5 are provided directly in the vicinity of the internal combustion engine 12, in particular at a distance of less than 70 cm, a first catalytic converter 5 being integrated in each case in a pipe of the exhaust manifold.
  • a reducing agent 23 is fed to the exhaust gas flow via a separate feed line 14 upstream of a mixer 6, which is designed here as a turbocharger.
  • the reducing agent 23 flows through the mixer 6 or the turbocharger and then meets a second catalytic converter 7.
  • This second catalytic converter 7 is designed in a conical shape and is arranged in an expansion of the exhaust gas line 26.
  • the particle trap 8 is positioned at a distance 44, which is preferably less than 5 cm.
  • a three-way catalytic converter 27 Downstream of the particle trap is a three-way catalytic converter 27 of the known type. There is a distance 43 between the first catalytic converter 5 and the particle trap 8, which is at least 0.5 m, preferably even more than 1 m.
  • the arrow marked 43 is only to be understood schematically; the actual distance 43 is determined by the flow path of the gas stream 2 from the outlet of the first catalytic converter 5 to the entry into the particle trap 8.
  • Fig. 2 shows schematically and obviously not to scale a combustion chamber 11, as can be found, for example, in a direct-injection diesel internal combustion engine.
  • the cylinder 24 comprises a piston 32, the cylinder 24 and the piston 32 at least partially delimiting a combustion chamber 11, also called displacement.
  • An injection nozzle 9 is also arranged in the engine block of the internal combustion engine 12 and is connected on the one hand to a fuel reservoir 15 and to a control unit 16.
  • the task of the injector 9 is to supply a predefined or predetermined amount of fuel 10 to the combustion chamber 11 as required inject, which then ignites with highly compressed intake air.
  • the ignition of the fuel-air mixture results in an expansion of the gas mixture, by means of which the piston 32 is pressed downwards.
  • valve 33 After the combustion, the valve 33 is moved upward and the exhaust gas located in the combustion chamber 11 is expelled through an outlet duct 13 in the flow direction 4. In the form shown, the outlet valve 33 is closed, the injector 9 therefore finely disperses the required amount of fuel 10, which is required for the actual combustion or power development.
  • Fig. 3 shows schematically and with a partial section the subsequent injection of fuel as a reducing agent.
  • the cylinder 24 and the piston 32 are schematically indicated, which delimit the combustion chamber 11.
  • the valve 33 is in a position such that the exhaust gas flow can flow from the combustion chamber 11 into the exhaust duct 13. This is caused by the piston 32 moving upwards.
  • the desired amount of fuel which is required to reduce the particle trap, is injected into the combustion chamber through the injection nozzle 9. If possible, this fuel 10 is introduced into the exhaust gas duct 13 in such a way that a type of “rich disk” is created.
  • This partial volume flow is low in oxygen, a condition which is usually the case 3 is schematically indicated that the gas stream 2 or the exhaust gas stream comprises pollutants 3 as well as particles 22 that propagate in the flow direction 4 through the outlet duct 13. While a relatively high concentration of oxygen is provided for a catalytic reaction in the indicated partial area, in which pollutants 3 and particles 22 have accumulated, in the partial volume flow 25 there are almost no oxygen molecules or a proportion clearly below 50%, preferably less than 30 %. This ensures that This partial volume flow 25 flows through the first catalytic converter 5 without there already being a strongly exo- to cause thermal reactions that could damage the downstream turbocharger.
  • FIG. 4 shows schematically and in a perspective view an embodiment of a first catalytic converter 5, as can be found, for example, for use in a pipe of an exhaust manifold.
  • the first catalytic converter 5 comprises a housing 31, in which a plurality of sheet metal foils 28 are arranged such that channels 29 through which the gas stream 2 can flow are formed. Thus, despite the small volume, a relatively large first contact area 17 is formed.
  • the sheet metal foils 28 are partially structured and arranged in such a way that channels running essentially parallel to one another are formed.
  • a kind of honeycomb body is formed in the interior of the housing 31 by first stacking smooth and corrugated sheet metal foils 28 and then winding them in an S-shape (or involute shape) and inserting them into the housing 31. Soldering technology is predominantly used to fix the metal foils 28 to the housing 31 or to fasten the metal foils 28 together.
  • FIG. 5 shows schematically and in a perspective view an exemplary embodiment of a second catalytic converter 7 and a particle trap 8, which together form a structural unit 19.
  • the unit 19 is also characterized in that the second catalytic converter 7 and the particle trap 8 are arranged in a common casing tube 34.
  • the second catalytic converter 7 and the particle trap 8 are formed by a body 20 which comprises a plurality of sheet metal foils 28 which are at least partially structured such that channels 29 through which a fluid can flow are formed.
  • a body 20 which comprises a plurality of sheet metal foils 28 which are at least partially structured such that channels 29 through which a fluid can flow are formed.
  • metallic honeycomb bodies of a special design whose general design is already known, can be used as such a unit 19.
  • honeycomb body is built up from a multiplicity of alternatingly arranged smooth and corrugated or differently corrugated sheet metal layers, the sheet metal layers initially forming one or more stacks which are intertwined with one another. The ends of all sheet metal layers come to the outside and can be connected to a housing or casing tube, which creates numerous connections that increase the durability of the honeycomb body.
  • Typical examples of these designs are described in EP 0 245 737 B1 or WO 90/03220. It has also been known for a long time to provide the sheet metal layers with additional structures in order to influence the flow and / or to achieve cross-mixing between the individual flow channels. Typical examples of such configurations are WO 91/01178 and WO 91/01807. and WO 90/08249. Finally, there are also honeycomb bodies in a conical design, possibly also with additional structures for influencing the flow. Such a honeycomb body is described, for example, in WO 97/49905. In addition, it is also known to leave a recess in a honeycomb body for a sensor, in particular for accommodating a lambda probe. An example of this is described in DE 88 16 154 Ul.
  • the body 20 has a catalytically active coating 21 on the gas inlet side, which is shown on the left in FIG. 5.
  • This catalytically active coating 21 in conjunction with the second contact surface 18, which is partly formed by the catalytic coating 21, ensure an effective conversion of the amounts of reducing agent, generating thermal energy that the entire body 20 or the exhaust gas contained therein significantly increased, for example to temperatures above 600 ° C.
  • the sheet metal foils 28 shown here are provided with a thickness 35 which is in the range from 0.02 to 0.11 mm.
  • FIG. 6 shows an embodiment of a particle trap 8, such as may be present in the assembly 19 shown in FIG. 5.
  • the sheet metal foil is referred to here as corrugated sheet 36, since this corrugated sheet 36 has additional structures for collecting solid components in the exhaust gas flow.
  • the sheet metal foil 29 can also be the corrugated layer 36 at the same time.
  • the arrows represent the flow direction 4 in FIG. 6 and illustrate which flow paths the exhaust gas, in which particles 22 are contained, can take.
  • a fiber layer 37 is arranged in the direct vicinity of the corrugated layer 36, the pores 38 have for receiving the particles 22.
  • the corrugated layer 36 forms a plurality of channels 29 which enables the exhaust gas to flow freely through the particle trap 20 (the principle: “open filter”).
  • the corrugated layer 36 has guide surfaces 40 which are at least partially delimited by openings 39.
  • adjacent channels 29 are connected to one another , so that an exchange of partial gas flows is made possible in adjacent channels 29.
  • the guide surfaces 40 form calming points 41 and swirling points 42, which ensure that the particles 22 are directed on the one hand towards the fiber layer 37 and on the other hand can collect in partial areas until the Regeneration takes place.
  • the device described here or the method explained here allows simple regeneration of a particle filter with fuel, even if further components or exhaust gas cleaning components are positioned in the flow path of the fuel to the particle trap or the oxidation catalytic converter positioned directly in front of it.
  • the proposed method is particularly effective in connection with exhaust systems that have an exhaust gas turbocharger. LIST OF REFERENCE NUMBERS

Abstract

L'invention concerne un système d'échappement (1) conçu pour épurer un flux de gaz (2) contenant des substances polluantes (3), lequel système comporte, dans le sens d'écoulement (4) du flux de gaz (2) à travers ce système d'échappement (1), au moins des moyens d'alimentation en agent de réduction, un premier convertisseur catalytique (5) et un piège à particules (8). Selon ladite invention, au moins un autre composant d'épuration de gaz d'échappement et/ou un écartement d'au moins 0,5 mètre entre le premier convertisseur catalytique (5) et le piège à particules (8) sont prévus, un mélangeur (6) et un deuxième convertisseur catalytique (7) étant placés directement en amont du piège à particules (8). Ladite invention concerne également un procédé pour régénérer un piège à particules (8) placé dans ledit système d'échappement (1), procédé selon lequel un agent de réduction (23) est introduit dans ce système d'échappement (1) (seulement) en amont du turbocompresseur (6) pour la mise en oeuvre du processus de régénération du piège à particules (8).
PCT/EP2004/004543 2003-05-09 2004-04-29 Regeneration d'un piege a particules WO2004099578A1 (fr)

Priority Applications (3)

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JP2006505324A JP2006526102A (ja) 2003-05-09 2004-04-29 粒子トラップの再生
EP04730239A EP1625286A1 (fr) 2003-05-09 2004-04-29 Regeneration d'un piege a particules
US11/270,059 US20060080953A1 (en) 2003-05-09 2005-11-09 Method for regenerating a particle trap and exhaust system

Applications Claiming Priority (2)

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DE10321105A DE10321105A1 (de) 2003-05-09 2003-05-09 Regeneration einer Partikelfalle
DE10321105.5 2003-05-09

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EP (1) EP1625286A1 (fr)
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CN (1) CN1813120A (fr)
DE (1) DE10321105A1 (fr)
WO (1) WO2004099578A1 (fr)

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EP1625286A1 (fr) 2006-02-15
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