WO2012099313A1 - Apparatus for reducing exhaust gas in diesel engine - Google Patents

Apparatus for reducing exhaust gas in diesel engine Download PDF

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Publication number
WO2012099313A1
WO2012099313A1 PCT/KR2011/007002 KR2011007002W WO2012099313A1 WO 2012099313 A1 WO2012099313 A1 WO 2012099313A1 KR 2011007002 W KR2011007002 W KR 2011007002W WO 2012099313 A1 WO2012099313 A1 WO 2012099313A1
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WO
WIPO (PCT)
Prior art keywords
nozzle
fuel
diesel engine
exhaust gas
heater
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PCT/KR2011/007002
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French (fr)
Korean (ko)
Inventor
로버트 블렌체스마이클
이기한
신승호
Original Assignee
파카코리아 주식회사
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Publication of WO2012099313A1 publication Critical patent/WO2012099313A1/en

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    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • 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
    • 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
    • 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
    • F01N3/08—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
    • F01N3/36—Arrangements for supply of additional fuel
    • 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
    • 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
    • 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
    • F01N2610/10—Adding substances to exhaust gases the substance being heated, e.g. by heating tank or supply line of the added substance
    • 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
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
    • 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
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1493—Purging the reducing agent out of the conduits or nozzle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/02—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means with fuel-heating means, e.g. for vaporising
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an apparatus for reducing exhaust gas of a diesel engine, and more particularly, to an apparatus for reducing exhaust gas of a diesel engine, which can eliminate clogging of a nozzle installed in an exhaust pipe for thermal regeneration of a DPF.
  • the exhaust gas of a diesel engine contains various harmful substances, and DOC (Diesel Oxidation Catalyst) and DPF (Diesel Particulate Filter) are used to remove these harmful substances.
  • DOC Diesel Oxidation Catalyst
  • DPF Diesel Particulate Filter
  • DOC helps chemical reaction of harmful substances contained in the exhaust gas
  • DPF collects particulate harmful substances contained in the exhaust gas.
  • a DOC 3 and a DPF 4 are installed in an exhaust pipe 2 for exhausting exhaust gas generated from a diesel engine 1.
  • a nozzle 5 for supplying and injecting fuel through the fuel supply pipe 6a of the fuel supply module 6 is installed in the exhaust pipe 2 for thermal regeneration of the DPF 4, and the fuel supply module 6 is installed in the exhaust pipe 2.
  • An air supply pipe 7 through which compressed air is supplied is installed, and the ECU (Electronic Control Unit) 7 detects the temperature at the outlet side of the DOC 3 and the differential pressure at the inlet and outlet side of the DPF 4 to provide thermal control of the DPF 4. Control playback.
  • the above method requires a cooling device having a cooling water flow path, a cooling water circulation pump, a heat exchanger, etc., which not only complicates the configuration of the exhaust gas reducing device of the diesel engine but also is difficult and complicated to maintain.
  • the nozzle temperature of the nozzle at about 150 ° C. or less, the blockage of the nozzle due to soot can be eliminated to some extent, but the blockage of the nozzle due to other harmful substances in the exhaust gas that may be stuck at low temperatures other than soot still remains. There is a problem that cannot be solved.
  • An object of the present invention is to provide an exhaust gas reducing device of a diesel engine that can easily and efficiently eliminate the clogging of the nozzles according to the discharge of the exhaust gas.
  • DOC is installed in the exhaust pipe of the diesel engine;
  • a DPF installed in the exhaust pipe and positioned behind the DOC;
  • An ECU which detects the differential pressure at the inlet / outlet side of the DPF and controls thermal regeneration of the DPF;
  • a nozzle provided at an inlet side of the DOC to inject fuel into the exhaust pipe;
  • a fuel supply module for supplying fuel to the nozzle under control of the ECU;
  • the technical features of the present invention include a heater installed in contact with the nozzle and heating the nozzle by the control of the ECU.
  • efficient fuel injection by the nozzle is achieved by eliminating clogging of the nozzle by removing various harmful substances and soot fixed to the nozzle through the heat of the heater.
  • the thermal regeneration of the DPF is smoothly performed, thereby improving the durability of the DPF.
  • the clogging of the nozzle can be judged and solved by itself, thereby reducing the error in performing the thermal regeneration of the DPF.
  • 1 is a configuration diagram of an exhaust gas reducing device of a conventional diesel engine
  • FIG. 2 is a block diagram of a device for reducing exhaust gas of a diesel engine according to the present invention
  • FIG. 3 is a perspective view showing a first embodiment of a nozzle and heater structure according to the present invention.
  • FIG. 4 is a cross-sectional view showing a coupling state of FIG.
  • FIG. 5 is a cross-sectional view showing a second embodiment of the nozzle and heater structure according to the present invention.
  • FIG. 6 is a cross-sectional view showing a third embodiment of the nozzle and heater structure according to the present invention.
  • 7 (a) and 7 (b) are photographs before and after heating the nozzle by the heater according to the present invention.
  • DOC installed in the exhaust pipe 20 of the diesel engine (10);
  • DPF 40 installed on the exhaust pipe 20;
  • ECU 50 for controlling thermal regeneration of the DPF 40;
  • a nozzle 60 provided at the inlet side of the DOC 30;
  • a fuel supply module 70 supplying fuel to the nozzle 60 under the control of the ECU 50; It is configured to include a heater 80 which is installed in contact with the nozzle (60).
  • the DOC 30 serves to oxidize and reduce harmful substances contained in the exhaust gas discharged from the diesel engine 10 and to raise the temperature of the exhaust gas for thermal regeneration of the DPF 40.
  • the DPF 40 is installed at the rear of the DOC 30 to collect particulate hazardous substances contained in the exhaust gas discharged from the diesel engine 10.
  • the DPF 40 can be regenerated, and the regeneration method uses a method of burning periodically accumulated harmful substances.
  • the ECU 50 detects the differential pressure at the inlet and outlet side of the DPF 40 to determine whether the DPF 40 satisfies the regeneration condition, and if the regeneration condition is met, the fuel supply module 70 to perform regeneration of the DPF 40. To control and supply fuel to the nozzle 60. At this time, the ECU 50 detects the temperature of the exhaust gas flowing into the DPF 40 through a temperature sensor or the like to maintain the temperature at which the exhaust gas conforms to the regeneration condition. To control the amount of fuel supplied.
  • the ECU 50 receives compressed air through the air supply pipe 76 connected to the fuel supply module 70, and controls the compressed air to be discharged to the nozzle 60. .
  • the nozzle 60 injects fuel supplied from the fuel supply module 70 into the exhaust pipe 20 to enable thermal regeneration of the DPF 40.
  • a nozzle 60 may be installed at the inlet side of the DPF 40, but the thermal regeneration of the DPF 40 should be maintained at 600 ° C. or higher for 20 to 30 minutes, thereby satisfying the above conditions with relatively few injections of fuel. In order to do so, it is preferable to be provided at the inlet side of the DOC 30 which functions to raise the temperature of the exhaust gas.
  • the nozzle 60 has a connector 62 connected to the fuel supply module 70; A body 64 extending integrally from the connector 62 and having an internal flow path 63 through which fuel supplied from the fuel supply module 70 is moved; It is provided at the end of the inner flow path 63 of the body 64, and consists of a fuel injection tip 66 for injecting fuel into the exhaust pipe (20).
  • At least one screw fastening hole 65 for coupling to the exhaust pipe 20 is formed around the body 64.
  • the fuel supply module 70 is connected to the connector 62 of the nozzle 60, the fuel supply pipe 72 for supplying fuel; It consists of a controller 74 installed in the fuel supply pipe (72).
  • An air supply pipe 76 is connected to the fuel supply module 70, and the air supply pipe 76 is connected to the fuel supply pipe 72 so that the compressed air supplied through the air supply pipe 76 passes through the fuel supply pipe 72. Is supplied to the nozzle 60.
  • the controller 74 serves to control the supply of fuel and compressed air to the nozzle 60, and such a controller 74 may use an electromagnetic valve or the like operated by electrical control.
  • Heater 80 is detachably coupled to the nozzle 60, by the control of the ECU 50, the nozzle 60 is heated to a predetermined condition by the harmful substances of the exhaust gas stuck to the fuel injection tip 66, By burning soot, dust, etc., the clogging phenomenon of the nozzle 60 is eliminated. In particular, in order to remove soot, the temperature of about 600 ° C or more must be satisfied.
  • Test results for this can be confirmed through the photographs of FIGS. 7A (before heating) and (b) (after heating).
  • the flow path is in a blocked state, and in the photograph of FIG. 7B, the soot is removed by heating the nozzle, so that the injection flow path is secured.
  • the heater 80 includes a core block 82 of a heat conductor installed in the body 64 of the nozzle 60; It is built in the core block 82, and consists of a heating coil 84 is connected to the external power line (90).
  • the heater 80 is installed on the outer surface of the body 64 as shown in FIG. 4 or formed in the body 64 so as to relatively improve heat transfer efficiency as shown in FIG. 5. It may be installed in a form surrounding the outer surface of the inner flow path (63).
  • the heating of the nozzle 60 by the heater 80 may be performed before performing thermal regeneration of the DPF 40 or may be performed only when the nozzle 60 is clogged.
  • the method of heating the nozzle 60 before performing the thermal regeneration of the DPF 40 can ensure the reliability of the injection of the nozzle 60, while being made regardless of whether the nozzle 60 is blocked
  • the disadvantage is that energy efficiency can be reduced.
  • the heating of the nozzle 60 by the heater 80 is preferably performed only when the nozzle 60 is blocked, and whether or not the nozzle 60 is blocked is caused by the ECU 50 having air in the state in which the nozzle 60 is opened.
  • the heater 80 is operated when the differential pressure between the supply pipe 76 and the fuel supply pipe 72 is detected and it is determined that the nozzle 60 is blocked.
  • the air supply pipe 76 is compressed air is introduced to maintain a constant pressure, the fuel supply pipe 72 should be low because the nozzle 60 is open.
  • the differential pressure is a predetermined value or more by detecting the pressure of the air supply pipe 76 and the fuel supply pipe 72 means that the compressed air discharged through the fuel supply pipe 72 is smoothly discharged from the nozzle 60, the nozzle ( 60) can be judged not blocked.
  • the nozzle 60 is clogged as it means that the compressed air discharged through the fuel supply pipe 72 is not smoothly discharged from the nozzle 60. In this case, the nozzle 60 is heated through the heater 80 to secure the injection passage.
  • the ECU 50 since the ECU 50 requires a predetermined time to heat the nozzle 60 through the heater 80, it is preferable to calculate the thermal regeneration time of the DPF 40 in consideration of the time for the nozzle 60 to be heated. .
  • the nozzle 60 and the heater 80 is shown in Figure 6, the nozzle 60 is a connector 62 is connected to the fuel supply module 70, the body 64 is coupled to the connector 62 And a fuel injection tip 66 installed at an end of the fuel tube 65 and the fuel tube 65 connected to the connector 62, and the heater 80 includes a fuel injection tip 66 so as to improve thermal conductivity. It may have a structure that is installed in contact with. Such a structure can minimize heat loss by directly heating the fuel injection tip 66, which is the main cause of the nozzle 60 clogging, to improve heat transfer efficiency.
  • the heater 50 is brazed to the fuel injection tip 66, and an insulator 67A is installed between the body 64 and the fuel tube 65.
  • a housing 68 for supporting the fuel injection tip 66 and the insulator 67A is provided between the body 64 and the insulator 67A, and an insulator 67B between the housing 68 and the heater 80. Is additionally provided so that the heat generated from the heater 80 can be intensively transferred only to the fuel injection tip (66).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
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Abstract

The present invention relates to an apparatus for reducing exhaust gas in a diesel engine. The apparatus comprises: a DOC (30) provided in the exhaust pipe (20) of a diesel engine (10); a DPF (40) which is provided in the exhaust pipe (20) of the diesel engine (10) and located at the rear of the DOC (30); an ECU(50) which controls the regeneration of the DPF(40) by detecting a pressure difference between the inlet and outlet of the DPF(40); a nozzle (60) which is arranged at the inlet of the DOC(30) and sprays fuel inside the exhaust pipe (20); a fuel supply module (70) which supplies fuel to the nozzle (60) through the control of the ECU(50); and a heater (80) which is contacted with and provided in the nozzle (60) and heats the nozzle (60) through the control of the ECU(50). Therefore, clogging of the nozzle caused by the emission of exhaust gas can be conveniently and efficiently solved.

Description

디젤엔진의 배기가스 저감장치Exhaust gas reduction device of diesel engine
본 발명은 디젤엔진의 배기가스 저감장치에 관한 것으로서, 보다 상세하게는 DPF의 열적 재생을 위해 배기관에 설치되는 노즐이 막히는 것을 해소할 수 있는 디젤엔진의 배기가스 저감장치에 관한 것이다.The present invention relates to an apparatus for reducing exhaust gas of a diesel engine, and more particularly, to an apparatus for reducing exhaust gas of a diesel engine, which can eliminate clogging of a nozzle installed in an exhaust pipe for thermal regeneration of a DPF.
최근에 들어 자동차의 배기가스에 대한 규제가 강화됨에 따라 배기가스에 포함되어 있는 각종 유해물질을 저감시키기 위한 기술에 대한 연구가 활발히 진행되고 있다.Recently, as the regulations on the exhaust gas of automobiles are tightened, researches on technologies for reducing various harmful substances contained in the exhaust gas are actively conducted.
특히 디젤엔진의 배기가스에는 각종 유해물질이 포함되어 있으며, 이러한 유해물질을 제거하기 위하여 DOC(Diesel Oxidation Catalyst) 및 DPF(Diesel Particulate Filter)가 사용된다. DOC는 배기가스에 포함되어 있는 유해물질의 화학반응을 돕는 역할을 하며, DPF는 배기가스에 포함되어 있는 입자상의 유해물질을 포집하는 역할을 한다.In particular, the exhaust gas of a diesel engine contains various harmful substances, and DOC (Diesel Oxidation Catalyst) and DPF (Diesel Particulate Filter) are used to remove these harmful substances. DOC helps chemical reaction of harmful substances contained in the exhaust gas, and DPF collects particulate harmful substances contained in the exhaust gas.
종래 디젤엔진의 배기가스 저감장치는 도 1에 도시되어 있는 바와 같이, 디젤엔진(1)에서 발생되는 배기가스를 배출하는 배기관(2)에 DOC(3) 및 DPF(4)가 설치된다.In the conventional diesel engine exhaust gas reducing device, as shown in FIG. 1, a DOC 3 and a DPF 4 are installed in an exhaust pipe 2 for exhausting exhaust gas generated from a diesel engine 1.
그리고 DPF(4)의 열적 재생을 위하여 배기관(2)에는 연료공급모듈(6)의 연료공급관(6a)을 통해 연료를 공급받아 분사하는 노즐(5)이 설치되고, 연료공급모듈(6)에는 압축공기가 공급되는 에어공급관(7)이 설치되며, ECU(Electronic Control Unit)(7)는 DOC(3)의 출구측 온도 및 DPF(4)의 입출구측 차압을 검출하여 DPF(4)의 열적 재생을 제어한다. In addition, a nozzle 5 for supplying and injecting fuel through the fuel supply pipe 6a of the fuel supply module 6 is installed in the exhaust pipe 2 for thermal regeneration of the DPF 4, and the fuel supply module 6 is installed in the exhaust pipe 2. An air supply pipe 7 through which compressed air is supplied is installed, and the ECU (Electronic Control Unit) 7 detects the temperature at the outlet side of the DOC 3 and the differential pressure at the inlet and outlet side of the DPF 4 to provide thermal control of the DPF 4. Control playback.
그러나 상기와 같은 디질엔진의 배기가스 저감장치는 노즐(5)이 배기관(2)을 통해 배출되는 배기가스에 항상 노출됨으로 인해, 배기가스에 포함되어 있는 각종 유해물질 및 그을음(soot) 등에 의해 노즐(5)이 막히는 현상이 빈번히 발생되고 있으며, 이는 DPF(4)의 열적 재생을 방해하는 원인이 된다.However, in the exhaust gas reducing device of the diesel engine as described above, since the nozzle 5 is always exposed to the exhaust gas discharged through the exhaust pipe 2, the nozzle is discharged by various harmful substances contained in the exhaust gas and soot. The clogging of (5) occurs frequently, which causes the thermal regeneration of the DPF 4 to be disturbed.
이러한 노즐의 막힘을 방지하기 위한 방법 중의 하나로 노즐의 분사구 온도조건을 약 150℃ 이하로 유지시켜 그을음의 발생을 억제시키는 방법이 제안된 바 있다.As one of methods for preventing the clogging of the nozzle, a method of suppressing the generation of soot has been proposed by maintaining the nozzle temperature condition of the nozzle at about 150 ° C or less.
그러나 상기의 방법은 냉각수유로, 냉각수순환펌프, 열교환기 등이 구비된 냉각장치가 필요하여 디젤엔진의 배기가스 저감장치의 구성이 복잡해질 뿐 아니라 유지보수가 어렵고 복잡하다.However, the above method requires a cooling device having a cooling water flow path, a cooling water circulation pump, a heat exchanger, etc., which not only complicates the configuration of the exhaust gas reducing device of the diesel engine but also is difficult and complicated to maintain.
또한, 노즐의 분사구 온도를 약 150℃ 이하로 유지하는 것으로 그을음에 의한 노즐의 막힘은 어느 정도 해소시킬 수 있으나, 그을음 외 저온에서 고착될 수 있는 배기가스의 다른 유해물질로 인한 노즐의 막힘은 여전히 해결하지 못하는 문제점이 있다.Also, by maintaining the nozzle temperature of the nozzle at about 150 ° C. or less, the blockage of the nozzle due to soot can be eliminated to some extent, but the blockage of the nozzle due to other harmful substances in the exhaust gas that may be stuck at low temperatures other than soot still remains. There is a problem that cannot be solved.
본 발명은 배기가스의 배출에 따른 노즐의 막힘 현상을 간편하고 효율적으로 해소할 수 있는 디젤엔진의 배기가스 저감장치를 제공하고자 하는 데 그 목적이 있다.An object of the present invention is to provide an exhaust gas reducing device of a diesel engine that can easily and efficiently eliminate the clogging of the nozzles according to the discharge of the exhaust gas.
본 발명에 따른 디젤엔진의 배기가스 저감장치는, 디젤엔진의 배기관에 설치되는 DOC; 상기 배기관에 설치되어, 상기 DOC의 후방에 위치하는 DPF; 상기 DPF의 입·출구측 차압을 검출하여 상기 DPF의 열적 재생을 제어하는 ECU; 상기 DOC의 입구측에 마련되어, 상기 배기관의 내부로 연료를 분사하는 노즐; 상기 ECU의 제어에 의해 상기 노즐로 연료를 공급하는 연료공급모듈; 상기 노즐에 접촉 설치되어, 상기 ECU의 제어에 의해 상기 노즐을 가열하는 히터를 포함하여 구성되는 데 그 기술적 특징이 있다.Exhaust gas reduction apparatus for a diesel engine according to the present invention, DOC is installed in the exhaust pipe of the diesel engine; A DPF installed in the exhaust pipe and positioned behind the DOC; An ECU which detects the differential pressure at the inlet / outlet side of the DPF and controls thermal regeneration of the DPF; A nozzle provided at an inlet side of the DOC to inject fuel into the exhaust pipe; A fuel supply module for supplying fuel to the nozzle under control of the ECU; The technical features of the present invention include a heater installed in contact with the nozzle and heating the nozzle by the control of the ECU.
본 발명에 따르면, 히터의 열을 통해 노즐에 고착된 각종 유해물질 및 그을음 등을 제거하여 노즐의 막힘을 해소시킴으로써 노즐에 의한 효율적인 연료 분사가 이루어진다. 이에 따라 DPF의 열적 재생이 원활하게 이루어져 DPF의 내구성을 향상시킬 수 있다.According to the present invention, efficient fuel injection by the nozzle is achieved by eliminating clogging of the nozzle by removing various harmful substances and soot fixed to the nozzle through the heat of the heater. As a result, the thermal regeneration of the DPF is smoothly performed, thereby improving the durability of the DPF.
그리고 노즐의 막힘을 스스로 판단하여 해소할 수 있어, DPF의 열적 재생을 수행하는데 따르는 오류를 줄일 수 있다.In addition, the clogging of the nozzle can be judged and solved by itself, thereby reducing the error in performing the thermal regeneration of the DPF.
또한, DPF의 포집력을 상대적으로 향상시켜 유해물질의 배출을 최소화시킬 수 있다.In addition, it is possible to minimize the emission of harmful substances by relatively improving the collecting power of the DPF.
도 1은 종래 디젤엔진의 배기가스 저감장치의 구성도,1 is a configuration diagram of an exhaust gas reducing device of a conventional diesel engine,
도 2는 본 발명에 따른 디젤엔진의 배기가스 저감장치의 구성도,2 is a block diagram of a device for reducing exhaust gas of a diesel engine according to the present invention;
도 3은 본 발명에 따른 노즐 및 히터 구조의 제1실시예를 도시한 사시도,3 is a perspective view showing a first embodiment of a nozzle and heater structure according to the present invention;
도 4는 도 3의 결합상태를 도시한 단면도,4 is a cross-sectional view showing a coupling state of FIG.
도 5는 본 발명에 따른 노즐 및 히터 구조의 제2실시예를 도시한 단면도,5 is a cross-sectional view showing a second embodiment of the nozzle and heater structure according to the present invention;
도 6은 본 발명에 따른 노즐 및 히터 구조의 제3실시예를 도시한 단면도,6 is a cross-sectional view showing a third embodiment of the nozzle and heater structure according to the present invention;
도 7의 (a), (b)는 본 발명에 따른 히터에 의해 노즐을 가열하기 전후의 사진이다.7 (a) and 7 (b) are photographs before and after heating the nozzle by the heater according to the present invention.
이하, 첨부된 도면을 참조하여 본 발명의 바람직한 실시예를 설명하면 다음과 같다.Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.
본 발명에 따른 디젤엔진의 배기가스 저감장치는 도 2 내지 도 5에 도시되어 있는 바와 같이, 디젤엔진(10)의 배기관(20)에 설치되는 DOC(30); 배기관(20)에 설치되는 DPF(40); DPF(40)의 열적 재생을 제어하는 ECU(50); DOC(30)의 입구측에 마련되는 노즐(60); ECU(50)의 제어에 따라 노즐(60)로 연료를 공급하는 연료공급모듈(70); 노즐(60)에 접촉 설치되는 히터(80)를 포함하여 구성된다.Exhaust gas reduction apparatus of the diesel engine according to the present invention, as shown in Figures 2 to 5, DOC (30) installed in the exhaust pipe 20 of the diesel engine (10); A DPF 40 installed on the exhaust pipe 20; An ECU 50 for controlling thermal regeneration of the DPF 40; A nozzle 60 provided at the inlet side of the DOC 30; A fuel supply module 70 supplying fuel to the nozzle 60 under the control of the ECU 50; It is configured to include a heater 80 which is installed in contact with the nozzle (60).
DOC(30)는 디젤엔진(10)에서 배출되는 배기가스에 포함되어 있는 유해물질을 산화 및 환원시킴과 아울러 DPF(40)의 열적 재생을 위해 배기가스의 온도를 상승시키는 역할을 한다.The DOC 30 serves to oxidize and reduce harmful substances contained in the exhaust gas discharged from the diesel engine 10 and to raise the temperature of the exhaust gas for thermal regeneration of the DPF 40.
DPF(40)는 DOC(30)의 후방에 설치되어, 디젤엔진(10)에서 배출되는 배기가스에 포함되어 있는 입자상의 유해물질을 포집하는 장치이다. 이러한 DPF(40)는 재생이 가능한데, 그 재생방법으로는 주기적으로 축적된 유해물질을 연소시키는 방법이 이용된다.The DPF 40 is installed at the rear of the DOC 30 to collect particulate hazardous substances contained in the exhaust gas discharged from the diesel engine 10. The DPF 40 can be regenerated, and the regeneration method uses a method of burning periodically accumulated harmful substances.
ECU(50)는 DPF(40)의 입출구측 차압을 검출하여 DPF(40)가 재생조건에 부합되는지를 판단하고, 재생조건에 부합되면 DPF(40)의 재생을 수행하도록 연료공급모듈(70)을 제어하여 노즐(60)로 연료를 공급한다. 이때, ECU(50)는 DPF(40)로 유입되는 배기가스의 온도를 온도센서 등을 통해 검출하여 배기가스가 재생조건에 부합되는 온도를 유지할 수 있도록 연료공급모듈(70)에서 노즐(60)로 공급되는 연료의 양을 제어한다.The ECU 50 detects the differential pressure at the inlet and outlet side of the DPF 40 to determine whether the DPF 40 satisfies the regeneration condition, and if the regeneration condition is met, the fuel supply module 70 to perform regeneration of the DPF 40. To control and supply fuel to the nozzle 60. At this time, the ECU 50 detects the temperature of the exhaust gas flowing into the DPF 40 through a temperature sensor or the like to maintain the temperature at which the exhaust gas conforms to the regeneration condition. To control the amount of fuel supplied.
그리고 ECU(50)는 DPF(40)의 열적 재생이 완료되면 연료공급모듈(70)에 연결된 에어공급관(76)을 통해 압축에어를 공급받고, 이 압축에어가 노즐(60)로 배출되도록 제어한다.When the thermal regeneration of the DPF 40 is completed, the ECU 50 receives compressed air through the air supply pipe 76 connected to the fuel supply module 70, and controls the compressed air to be discharged to the nozzle 60. .
노즐(60)은 연료공급모듈(70)로부터 공급되는 연료를 배기관(20)의 내부로 분사하여 DPF(40)의 열적 재생을 가능하게 한다. 이러한 노즐(60)은 DPF(40)의 입구측에 설치될 수도 있으나, DPF(40)의 열적 재생은 600℃ 이상에서 20∼30분 동안 유지되어야 하므로 상대적으로 적은 연료의 분사로 상기 조건을 만족하기 위해서는 배기가스의 온도를 상승시키는 기능을 하는 DOC(30)의 입구측에 구비되는 것이 바람직하다.The nozzle 60 injects fuel supplied from the fuel supply module 70 into the exhaust pipe 20 to enable thermal regeneration of the DPF 40. Such a nozzle 60 may be installed at the inlet side of the DPF 40, but the thermal regeneration of the DPF 40 should be maintained at 600 ° C. or higher for 20 to 30 minutes, thereby satisfying the above conditions with relatively few injections of fuel. In order to do so, it is preferable to be provided at the inlet side of the DOC 30 which functions to raise the temperature of the exhaust gas.
노즐(60)은 연료공급모듈(70)과 연결되는 커넥터(62); 커넥터(62)로부터 일체로 연장되며, 연료공급모듈(70)로부터 공급되는 연료가 이동되는 내부유로(63)가 형성되는 바디(64); 바디(64)의 내부유로(63) 끝단에 설치되어, 배기관(20)의 내부로 연료를 분사하는 연료분사팁(66)으로 이루어진다.The nozzle 60 has a connector 62 connected to the fuel supply module 70; A body 64 extending integrally from the connector 62 and having an internal flow path 63 through which fuel supplied from the fuel supply module 70 is moved; It is provided at the end of the inner flow path 63 of the body 64, and consists of a fuel injection tip 66 for injecting fuel into the exhaust pipe (20).
바디(64)의 둘레에는 배기관(20)에의 결합을 위한 나사체결공(65)이 적어도 하나 형성된다.At least one screw fastening hole 65 for coupling to the exhaust pipe 20 is formed around the body 64.
연료공급모듈(70)은 노즐(60)의 커넥터(62)와 연결되어, 연료를 공급하는 연료공급관(72); 연료공급관(72)에 설치되는 제어기(74)로 이루어진다. 이러한 연료공급모듈(70)에는 에어공급관(76)이 연결되며, 에어공급관(76)은 연료공급관(72)과 연결되어 에어공급관(76)을 통해 공급된 압축공기는 연료공급관(72)을 통과하여 노즐(60)로 공급된다.The fuel supply module 70 is connected to the connector 62 of the nozzle 60, the fuel supply pipe 72 for supplying fuel; It consists of a controller 74 installed in the fuel supply pipe (72). An air supply pipe 76 is connected to the fuel supply module 70, and the air supply pipe 76 is connected to the fuel supply pipe 72 so that the compressed air supplied through the air supply pipe 76 passes through the fuel supply pipe 72. Is supplied to the nozzle 60.
제어기(74)는 노즐(60)로의 연료 및 압축공기의 공급을 제어하는 역할을 하며, 이러한 제어기(74)로는 전기적 제어에 의해 동작되는 전자밸브 등을 사용할 수 있다.The controller 74 serves to control the supply of fuel and compressed air to the nozzle 60, and such a controller 74 may use an electromagnetic valve or the like operated by electrical control.
히터(80)는 노즐(60)에 착탈 가능하게 결합되며, ECU(50)의 제어에 의해 노즐(60)를 일정 조건으로 가열하여 연료분사팁(66) 등에 고착되어 있는 배기가스의 유해물질, 그을음 및 먼지 등을 연소시킴으로써 노즐(60)의 막힘 현상을 해소하는 역할을 한다. 특히 그을음을 제거하기 위해서는 약 600℃ 이상의 온도 조건을 만족하여야 한다. Heater 80 is detachably coupled to the nozzle 60, by the control of the ECU 50, the nozzle 60 is heated to a predetermined condition by the harmful substances of the exhaust gas stuck to the fuel injection tip 66, By burning soot, dust, etc., the clogging phenomenon of the nozzle 60 is eliminated. In particular, in order to remove soot, the temperature of about 600 ° C or more must be satisfied.
이에 대한 시험결과는 도 7의 (a)(가열하기 전), (b)(가열한 후)의 사진을 통해 확인할 수 있는데, 도 7(a)의 사진에서는 노즐을 가열하기 전에 그을음 등에 의해 분사유로가 막힌 상태이고, 도 7(b)의 사진에서는 노즐을 가열함으로써 그을음이 제거되어 분사유로가 확보된 상태를 확인할 수 있다.Test results for this can be confirmed through the photographs of FIGS. 7A (before heating) and (b) (after heating). In the photographs of FIG. The flow path is in a blocked state, and in the photograph of FIG. 7B, the soot is removed by heating the nozzle, so that the injection flow path is secured.
히터(80)는 노즐(60)의 바디(64)에 설치되는 열전도체의 코어블록(82); 코어블록(82)에 내장되며, 외부의 전원선(90)과 연결되는 히팅코일(84)로 이루어진다. 이때, 히터(80)는 도 4에 도시되어 있는 바와 같이 바디(64)의 외부면에 설치되거나 또는 도 5에 도시되어 있는 바와 같이 열전달 효율을 상대적으로 향상시킬 수 있도록 바디(64)에 형성되어 있는 내부유로(63)의 외부면을 감싸는 형태로 설치될 수 있다.The heater 80 includes a core block 82 of a heat conductor installed in the body 64 of the nozzle 60; It is built in the core block 82, and consists of a heating coil 84 is connected to the external power line (90). In this case, the heater 80 is installed on the outer surface of the body 64 as shown in FIG. 4 or formed in the body 64 so as to relatively improve heat transfer efficiency as shown in FIG. 5. It may be installed in a form surrounding the outer surface of the inner flow path (63).
그리고 히터(80)에 의한 노즐(60)의 가열은 DPF(40)의 열적 재생을 수행하기 전에 이루어지거나 또는 노즐(60)의 막힘시에만 이루어질 수도 있다. 다만, DPF(40)의 열적 재생을 수행하기 전에 노즐(60)을 가열하는 방법은 노즐(60)의 분사에 대한 신뢰성을 확보할 수 있는 반면, 노즐(60)의 막힘 여부에 관계없이 이루어짐으로써 에너지 효율을 저하시킬 수 있다는 단점이 있다.The heating of the nozzle 60 by the heater 80 may be performed before performing thermal regeneration of the DPF 40 or may be performed only when the nozzle 60 is clogged. However, the method of heating the nozzle 60 before performing the thermal regeneration of the DPF 40 can ensure the reliability of the injection of the nozzle 60, while being made regardless of whether the nozzle 60 is blocked The disadvantage is that energy efficiency can be reduced.
따라서 히터(80)에 의한 노즐(60)의 가열은 노즐(60)의 막힘시에만 이루어지는 것이 바람직하며, 노즐(60)의 막힘 여부는 ECU(50)가 노즐(60)이 개방된 상태에서 에어공급관(76) 및 연료공급관(72)의 차압을 검출하여 노즐(60)이 막혔다고 판단될 경우 히터(80)를 작동시킨다.Therefore, the heating of the nozzle 60 by the heater 80 is preferably performed only when the nozzle 60 is blocked, and whether or not the nozzle 60 is blocked is caused by the ECU 50 having air in the state in which the nozzle 60 is opened. The heater 80 is operated when the differential pressure between the supply pipe 76 and the fuel supply pipe 72 is detected and it is determined that the nozzle 60 is blocked.
그리고 노즐(60)의 막힘 여부를 판단하는 과정을 간단히 설명하면 다음과 같다. And the process of determining whether the nozzle 60 is clogged briefly described as follows.
먼저, 에어공급관(76)은 압축공기가 유입되어 일정의 압력이 유지되고, 연료공급관(72)은 노즐(60)이 개방된 상태이기 때문에 압력이 낮아야 한다. 이때 에어공급관(76)과 연료공급관(72)의 압력을 검출하여 차압이 일정값 이상인 경우에는 연료공급관(72)을 통해 배출되는 압축공기가 노즐(60)에서 원활하게 배출되는 것을 의미하므로 노즐(60)이 막히지 않았다고 판단할 수 있다. First, the air supply pipe 76 is compressed air is introduced to maintain a constant pressure, the fuel supply pipe 72 should be low because the nozzle 60 is open. At this time, if the differential pressure is a predetermined value or more by detecting the pressure of the air supply pipe 76 and the fuel supply pipe 72 means that the compressed air discharged through the fuel supply pipe 72 is smoothly discharged from the nozzle 60, the nozzle ( 60) can be judged not blocked.
반대로, 검출된 차압이 일정값 이하인 경우에는 연료공급관(72)을 통해 배출되는 압축공기가 노즐(60)에서 원활하게 배출되지 않았음을 의미하는 것으로 노즐(60)이 막혔다고 판단할 수 있으며, 이 경우 히터(80)를 통해 노즐(60)을 가열하여 분사유로를 확보한다.On the contrary, when the detected differential pressure is less than or equal to a predetermined value, it may be determined that the nozzle 60 is clogged as it means that the compressed air discharged through the fuel supply pipe 72 is not smoothly discharged from the nozzle 60. In this case, the nozzle 60 is heated through the heater 80 to secure the injection passage.
한편, 히터(80)의 가열에 의해 그을음 등을 연소시켰다고 하더라도 다른 물질 등에 의해 노즐(60)의 팁(66) 등이 막혀있는 경우가 발생될 수 있으며, 이러한 점을 고려하여 히터(80)의 가열 후에 연료공급관(72)을 통해 압축에어를 배출하는 과정을 실시함으로써 노즐(60)을 막힘을 완전히 해소할 수 있다.On the other hand, even if the soot or the like is burned by the heating of the heater 80, a case where the tip 66 of the nozzle 60 is blocked by other materials may occur. After the heating is performed, the process of discharging the compressed air through the fuel supply pipe 72 may completely eliminate the clogging of the nozzle 60.
그리고 ECU(50)는 히터(80)를 통해 노즐(60)을 가열하는 데 일정 시간이 요구되므로 노즐(60)이 가열되는 시간을 감안하여 DPF(40)의 열적 재생 시점을 계산함이 바람직하다.In addition, since the ECU 50 requires a predetermined time to heat the nozzle 60 through the heater 80, it is preferable to calculate the thermal regeneration time of the DPF 40 in consideration of the time for the nozzle 60 to be heated. .
그리고 노즐(60) 및 히터(80)는 도 6에 도시되어 있는 바와 같이, 노즐(60)은 연료공급모듈(70)과 연결되는 커넥터(62), 커넥터(62)와 결합되는 바디(64), 커넥터(62)와 연결되는 연료튜브(65) 및 연료튜브(65)의 끝단에 설치되는 연료분사팁(66)으로 이루어지고, 히터(80)는 열전도율을 향상시킬 수 있도록 연료분사팁(66)에 접촉 설치되는 구조를 가질 수 있다. 이와 같은 구조는 히터(80)가 노즐(60) 막힘의 주 원인인 연료분사팁(66)을 직접 가열하여 열전달 효율을 향상시킴으로써 열손실을 최소화할 수 있다.And the nozzle 60 and the heater 80 is shown in Figure 6, the nozzle 60 is a connector 62 is connected to the fuel supply module 70, the body 64 is coupled to the connector 62 And a fuel injection tip 66 installed at an end of the fuel tube 65 and the fuel tube 65 connected to the connector 62, and the heater 80 includes a fuel injection tip 66 so as to improve thermal conductivity. It may have a structure that is installed in contact with. Such a structure can minimize heat loss by directly heating the fuel injection tip 66, which is the main cause of the nozzle 60 clogging, to improve heat transfer efficiency.
히터(50)는 연료분사팁(66)에 브레이징(brazing) 결합되며, 바디(64)와 연료튜브(65) 사이에는 절연체(67A)가 설치된다. The heater 50 is brazed to the fuel injection tip 66, and an insulator 67A is installed between the body 64 and the fuel tube 65.
또한 바디(64)와 절연체(67A) 사이에는 연료분사팁(66)과 절연체(67A)를 지지하기 위한 하우징(68)이 구비되며, 하우징(68)과 히터(80) 사이에는 절연체(67B)가 추가로 구비되어 히터(80)에서 발생되는 열이 연료분사팁(66)으로만 집중적으로 전달이 가능하게 된다.In addition, a housing 68 for supporting the fuel injection tip 66 and the insulator 67A is provided between the body 64 and the insulator 67A, and an insulator 67B between the housing 68 and the heater 80. Is additionally provided so that the heat generated from the heater 80 can be intensively transferred only to the fuel injection tip (66).

Claims (8)

  1. 디젤엔진(10)의 배기관(20)에 설치되는 DOC(30);DOC (30) installed in the exhaust pipe (20) of the diesel engine (10);
    상기 배기관(20)에 설치되어, 상기 DOC(30)의 후방에 위치하는 DPF(40);A DPF (40) installed in the exhaust pipe (20) and positioned behind the DOC (30);
    상기 DPF(40)의 입·출구측 차압을 검출하여 상기 DPF(40)의 열적 재생을 제어하는 ECU(50);An ECU (50) for controlling the thermal regeneration of the DPF (40) by detecting the differential pressure at the inlet / outlet side of the DPF (40);
    상기 DOC(30)의 입구측에 마련되어, 상기 배기관(20)의 내부로 연료를 분사하는 노즐(60);A nozzle (60) provided at an inlet side of the DOC (30) to inject fuel into the exhaust pipe (20);
    상기 ECU(50)의 제어에 의해 상기 노즐(60)로 연료를 공급하는 연료공급모듈(70);A fuel supply module 70 supplying fuel to the nozzle 60 by the control of the ECU 50;
    상기 노즐(60)에 접촉 설치되어, 상기 ECU(50)의 제어에 의해 상기 노즐(60)을 가열하는 히터(80)를 포함하는 것을 특징으로 하는 디젤엔진의 배기가스 저감장치.And a heater (80) installed in contact with the nozzle (60) to heat the nozzle (60) under the control of the ECU (50).
  2. 청구항 1에 있어서,The method according to claim 1,
    상기 노즐(60)은 상기 연료공급모듈(70)과 연결되는 커넥터(62); 상기 커넥터(62)로부터 일체로 연장되며, 내부유로(63)가 형성되는 바디(64); 상기 내부유로(63)의 끝단에 설치되는 연료분사팁(66)으로 이루어지고,The nozzle 60 has a connector 62 connected to the fuel supply module 70; A body 64 extending integrally from the connector 62 and having an internal flow path 63 formed therein; Consists of a fuel injection tip 66 is installed at the end of the inner passage 63,
    상기 히터(80)는 상기 바디(64)에 접촉 설치되는 것을 특징으로 하는 디젤엔진의 배기가스 저감장치.The heater (80) is an exhaust gas reduction device of a diesel engine, characterized in that installed in contact with the body (64).
  3. 청구항 2에 있어서,The method according to claim 2,
    상기 히터(80)는 상기 바디(64)에 설치되는 열전도체의 코어블록(82); 상기 코어블록(82)에 내장되는 히팅코일(84)로 이루어지는 것을 특징으로 하는 디젤엔진의 배기가스 저감장치.The heater 80 is a core block 82 of the heat conductor installed in the body 64; Exhaust gas reduction apparatus for a diesel engine, characterized in that consisting of a heating coil (84) embedded in the core block (82).
  4. 청구항 1에 있어서,The method according to claim 1,
    상기 노즐(60)은 상기 연료공급모듈(70)과 연결되는 커넥터(62); 상기 커넥터(62)와 결합되는 바디(64); 상기 커넥터(64)와 연결되는 연료튜브(65); 상기 연료튜브(65)의 끝단에 설치되는 연료분사팁(66)으로 이루어지고,The nozzle 60 has a connector 62 connected to the fuel supply module 70; A body 64 coupled with the connector 62; A fuel tube 65 connected to the connector 64; Consists of a fuel injection tip 66 is installed at the end of the fuel tube 65,
    상기 히터(80)는 상기 연료분사팁(66)에 접촉 설치되는 것을 특징으로 하는 디젤엔진의 배기가스 저감장치.The heater (80) is an exhaust gas reduction device of a diesel engine, characterized in that installed in contact with the fuel injection tip (66).
  5. 청구항 4에 있어서,The method according to claim 4,
    상기 히터(80)는 상기 연료분사팁(66)에 브레이징 결합되는 것을 특징으로 하는 디젤엔진의 배기가스 저감장치.The heater (80) is an exhaust gas reduction device of a diesel engine, characterized in that the braze coupled to the fuel injection tip (66).
  6. 청구항 1에 있어서,The method according to claim 1,
    상기 연료공급모듈(70)은 상기 노즐(60)로 연료를 공급하는 연료공급관(72); 상기 연료공급관(72)에 설치되어, 상기 노즐(60)로의 연료공급을 제어하는 제어기(74)로 이루어지는 것을 특징으로 하는 디젤엔진의 배기가스 저감장치.The fuel supply module 70 includes a fuel supply pipe 72 for supplying fuel to the nozzle 60; The exhaust gas reducing device of the diesel engine, characterized in that provided in the fuel supply pipe (72), comprising a controller (74) for controlling the fuel supply to the nozzle (60).
  7. 청구항 6에 있어서,The method according to claim 6,
    상기 연료공급관(72)과 연결되어 압축에어를 공급하는 에어공급관(76)을 더 포함하고,It further comprises an air supply pipe 76 is connected to the fuel supply pipe 72 to supply compressed air,
    상기 ECU(50)는 상기 노즐(60)이 개방된 상태에서 상기 에어공급관(76) 및 상기 연료공급관(72)의 차압을 검출하여 상기 노즐(60)의 막힘 여부를 판단한 후 상기 히터(80)가 작동되도록 제어하는 것을 특징으로 하는 디젤엔진의 배기가스 저감장치.The ECU 50 detects the differential pressure between the air supply pipe 76 and the fuel supply pipe 72 in a state where the nozzle 60 is opened, and determines whether the nozzle 60 is blocked, and then the heater 80. Exhaust gas reduction device of a diesel engine, characterized in that the control to operate.
  8. 청구항 1에 있어서,The method according to claim 1,
    상기 히터(80)에 의한 상기 노즐(60)의 가열은 상기 DPF(40)를 재생시키기 전에 이루어지는 것을 특징으로 하는 디젤엔진의 배기가스 저감장치.The heating of the nozzle (60) by the heater (80) is carried out before the regeneration of the DPF (40), the exhaust gas reduction device of a diesel engine.
PCT/KR2011/007002 2011-01-18 2011-09-22 Apparatus for reducing exhaust gas in diesel engine WO2012099313A1 (en)

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