DE112008001111T5 - Regeneration device having an air assisted fuel nozzle - Google Patents

Abstract

A regeneration device (50), comprising:
a housing (52) having a fuel passage (71) and a first air passage (68);
an injector (54) disposed in the housing in fluid communication with the fuel passage and the first air passage and configured to mix fuel with air; and
a combustion canister (56) connected to receive a fuel / air mixture from the injector.

Description

Technical part

The The present invention relates to a regeneration device and more particularly to a regeneration device including an air assisted fuel nozzle having.

State of the art

Engines, including diesel engines, petrol engines, engines that powered by gaseous fuels, and others, Engines known in the art encounter a complex mixture of air polluting substances. These Air pollutants include solids that are considered to be suspended or fine dust or soot are known. Due to reinforced Respect for the environment are the standards regarding the exhaust emissions become more stringent, and the amount of particulate matter, which is ejected by an engine becomes dependent on the type of engine, the size of the engine and / or the engine class prescribed.

One Procedure that was used by engine manufacturers to regulate concerning the particulate matter emitted into the environment was to remove the particulate matter from the exhaust stream of an engine by means of a device called a "particle trap" has been. A "particle trap" is a filter that designed to capture particulate matter, and typically consists of a wire mesh or a ceramic honeycomb medium. The usage the particle trap over longer periods of time However, this can cause the fine dust accumulates in the medium, and thus the functionality and Consequently, the power of the engine is reduced.

Of the collected particulate matter can be removed from the filter by a regeneration be removed. To the regeneration of the filter to trigger the temperature of the inside of the filter existing particulate matter up to a combustion threshold raised where the fine dust is burned off. One way, the temperature It is to increase one of the particulate matter, one acting as a catalyst Substance such as diesel fuel in the exhaust stream of Inject the engine and ignite the injected fuel.

typically, the fuel is ignited during injection for reasons efficient distribution and / or combustion atomized. The fuel is atomized by working under high pressure standing fuel through very small inlet openings is passed in the injector. Although this method of sputtering is effective, it is also problematic. In particular, leads the very small size of the inlet openings even to occasional encrustations and blockages. An encrusted Injector must be cleaned to remove incrustations, and must be replaced when the incrustations by cleaning can not be removed. In addition, the high fuel pressures that are appropriate for a reasonable Atomization are necessary, expensive in production and difficult to accommodate.

An attempt to minimize crusting in an exhaust treatment injector while at the same time improving sputtering is disclosed in US Pat US Patent Publication No. 2006/0101810 (the '810 publication) by Angelo et al., published May 18, 2006. In particular, the '810 publication discloses an emissions control device having a fuel injector. Pressurized fuel and air are directed into the fuel injector, which mixes the fuel with the air and injects the mixture through a nozzle into an exhaust stream. This injection causes a rapid pressure drop in the mixture, causing the pressurized air to expand rapidly, breaking up the fuel spray into fine particles.

In an embodiment disclosed in the '810 publication For example, the fuel injector may control the emission control device in FIG Flow direction positioned above a catalyst be that in the flow direction above a diesel particulate filter is positioned. If the fuel / air mixture within the Catalyst burns, is the temperature of the exhaust gas, the Leaves the catalyst and moves in the direction of the diesel particulate filter moves within a combustion temperature range of the in the Filter trapped particulate matter.

In another disclosed in the '810 publication Embodiment, the fuel injector, the fuel / air mixture inject directly into the diesel particulate filter without one by one Combustion preheating process within a flow direction have upstream catalyst. In such an embodiment the fuel ignites with a catalyst acting material on the diesel particulate filter, and caused by the oxidation of fine dust on the filter.

Although the emissions control device of the '810 publication may improve sputtering and reduce the likelihood of itching, its use may be limited. In particular, the emissions control device is only one dosing system (ie, it does not ignite the injected fuel / air mixture), which is more likely way, only at certain engine conditions can be operated when the temperature of the exhaust is already above a predetermined threshold. In situations where the muffler temperatures are below the predetermined threshold, the emissions control device may not be able to regenerate the particulate trap.

additionally can reduce the component and maintenance costs of the device be significant because the emission control device of the '810 publication on a substance acting as a catalyst for ignition and Combustion of the injected fuel / air mixture is based. Especially The additional catalyst component may be the initial cost Increase the device while service and / or replacement the catalyst component can increase maintenance costs. Furthermore, it is possible that the combustion of the injected Fuel / air mixture becomes unreliable when acting as a catalyst acting substance ages and / or is consumed.

The Regeneration device of the present invention triggers one or more of the problems outlined above.

Summary of the invention

One Aspect of the present disclosure relates to a regeneration device. The regeneration device may comprise a housing which a fuel passage and a first air passage. The regeneration device may also have an injector, which in the housing with the fuel passage and the first air passage in fluidic connection standing is attached. The regeneration device may continue having a combustion container connected in such a way is that he has a fuel / air mixture from the injector and absorbs the combustion air supply.

One Another aspect of the present invention relates to a Process for the regeneration of a particulate trap containing an exhaust gas stream receives. The process can be mixing fuel with air prior to an injection event, as well as injecting the Mixture of fuel and air to the fuel during to spray the injection event. The procedure can continue to ignite the atomized fuel outside the exhaust stream, as well as insertion the ignited fuel / air mixture in the exhaust stream above the particle trap.

Brief description of the drawings

1 FIG. 12 is a schematic and diagrammatic illustration of an exemplary disclosed drive unit; and FIG

2 FIG. 3 is a cut-away view of an exemplary disclosed regeneration device for use with the drive unit of FIG 1 ,

Detailed description

1 represents a drive unit 10 which comprises: a fuel system 12 , an air handling system 13 , and an exhaust aftertreatment system 14 , In one embodiment, the drive unit 10 be connected to a mobile vehicle, such as a personal vehicle, a work vehicle, an agricultural vehicle or a construction vehicle. Alternatively, the drive unit 10 be connected to a stationary machine such as an industrial power generator or a combustion plant.

For the purposes of this disclosure, the drive unit 10 shown and described as four-stroke diesel engine. However, a person skilled in the art will recognize that the drive unit 10 may be any other type of internal combustion engine, such as a gasoline or gaseous fuel powered engine. The drive unit 10 can an engine block 16 which at least partially defines a plurality of combustion chambers (not shown). In the illustrated embodiment, the drive unit 10 four combustion chambers on. However, it is envisaged that the drive unit 10 may have a greater or lesser number of combustion chambers, and that the combustion chambers may be arranged in a series arrangement, a V-arrangement or any other suitable arrangement.

Like also in 1 shown, can be a drive unit 10 a crankshaft 17 which are rotatable within the engine block 6 is arranged. A connecting rod (not shown) may include a plurality of pistons (not shown) with the crankshaft 17 connect, so that a sliding movement of each piston within the respective combustion chamber to a rotation of the crankshaft 17 leads. The rotation of the crankshaft 17 can be used as output of the drive unit 10 serve to effect a desired work such as the rotation of a generator or the rotation of one or more drive axles of a corresponding vehicle.

The fuel system 12 may include components that cooperate to inject pressurized fuel injections into each of the two chambers. In particular, the fuel system 12 a fuel system with a common main line ("common rail" system), and may be a tank 20 have, the ge to receive a supply of fuel, such as dieset fuel, and a fuel pumping arrangement 22 , which is designed to pressurize the fuel, and the pressurized fuel in a plurality of fuel injectors (not shown) by means of a conduit 24 to lead.

The fuel pump assembly 22 may include one or more pumping devices that act to increase the pressure of the fuel and one or more pressurized streams of the fuel into the conduit 24 to lead. in one example, the fuel pumping arrangement 22 a low pressure source 26 and a high pressure source 28 have, which are arranged one behind the other and by means of a fuel line 30 fluidically connected. The low pressure source 26 may represent a transfer pump, which is a low pressure inflow to the high pressure source 28 provides. The high pressure source 28 can absorb the low pressure inflow and increase the pressure of the fuel in some cases up to 300 MPa. The high pressure source 28 can with the line 24 by means of a fuel line 32 be connected. One or more filter elements 34 such as a first filter and a second filter may be in the fuel line 32 be provided one behind the other to dirt and / or water from the means of the fuel pumping arrangement 22 to remove pressurized fuel.

The low pressure source 26 or the high pressure source 28 or both can be operational with the drive unit 10 be connected and through the crankshaft 17 are driven. The low and / or high pressure source 26 . 28 can with the crankshaft 17 connected in any way that appears readily apparent to those skilled in the art, which causes a rotation of the crankshaft 17 leads to a corresponding driving rotation of a pump shaft. For example, in 1 a pump drive shaft 19 a high pressure source 28 shown with the crankshaft 17 by means of a pinion 18 connected is. However, it is envisaged that the low pressure source 26 or the high pressure source 28 or alternatively both may also be driven electrically, hydraulically, pneumatically or in any other suitable manner. It is further envisaged that the fuel system 12 Alternatively, it may represent other types of fuel systems, such as a mechanical unit fuel injector system or a hydraulic pump-injector system in which the pressure of the injected fuel within the individual injectors is created without the use of a high pressure source is reinforced.

The fuel system 12 may also include components for diverting a portion of the pressurized fuel into the exhaust aftertreatment system 14 exhibit. For example, the fuel system 12 , as in 1 shown, also a Kraftstoffzumessventil 36 and a check valve 37 which are both within the fuel line 32 are provided and adapted to selectably any desired part of the pressurized fuel by means of an additional fuel line 38 in the exhaust aftertreatment system 14 to lead.

The air support system 13 may pressurize a fluid, such as air, and pressurized fluid, to the exhaust aftertreatment system 14 to provide for combustion. For example, compressed air may be directed to deal with injections of fuel from the high pressure source 28 to mix, and thereby the combustion within the exhaust aftertreatment system 14 to support. For these purposes, the air support system 13 a fluid supply 44 such as, for example, a compressor, an air pump, or any other suitable source, and a reservoir, such as a tank or accumulator, of sufficient volume to permit combustion with or without operation of the fluid supply 44 to complete. A fluid line 40 can the fluid supply 44 Fluid technology with the components of the exhaust aftertreatment system 14 connect at a location above in the direction of flow. A check valve 42 can be inside the fluid line 40 be provided to ensure that fuel and other contaminants are prevented from passing through the fluid line 40 to the fluid supply 44 to flow. The flow of fluid through the fluid conduit 40 can be controlled by means of a suitable valve arrangement (not shown).

The exhaust aftertreatment system 14 can be an exhaust manifold 80 which is designed to be that of the drive unit 10 produced exhaust gases in the direction of a flow direction below the exhaust manifold 80 lying housing 82 eject. The housing 82 the exhaust aftertreatment system 14 may be a cylindrical or tubular conduit to exhaust and solid particles for processing by various emission control devices from the drive unit 10 forward, that is, the housing 82 for an aftertreatment device 48 can provide a structural support.

The aftertreatment device 48 can in the cylindrical extent (ie, in cross-section) of the housing 82 attached and at its periphery either removable or fixed to the housing 82 be attached. The aftertreatment device 48 may represent any type of diesel particulate filter ("DPF"), such as a cordierite or silicon carbide wall-flow filter, a metal fiber flow filter, or a bypass filter. When exhaust from the drive unit 10 through the aftertreatment device 48 flows, can Abgasbeimengungen such as fine dust through the aftertreatment device 48 be separated from the exhaust stream. According to an embodiment of the present disclosure, the aftertreatment device 48 when filtering out the particles have an efficiency of 99%. In addition, it is envisaged that the exhaust aftertreatment system 14 may include other components, such as a turbine, an exhaust gas recirculation system, a catalytic treatment device or any other known in the art component of an exhaust system.

Over time, the fine dust in the aftertreatment device can 48 accumulate and, if this happens unhindered, the accumulation of particulate matter may be sufficient to the flow of exhaust gas through the aftertreatment device 48 to restrict or even block, leading to an increase in the back pressure in the drive unit 10 can lead. An increase in the back pressure of the drive unit 10 For example, the drive unit's ability to draw in fresh air could result in reduced performance, increased exhaust gas temperatures, and poor fuel economy. Therefore, the exhaust aftertreatment system 14 a regeneration device 50 in fluid communication with the housing 82 , a fuel system 12 and an air support system 13 exhibit.

The regeneration device 50 may include components adapted to reduce the accumulation of particulate matter within the aftertreatment device at periodic intervals. For example, the regeneration device 50 a housing 52 , an injector 54 , a combustion vessel 56 , an ignition device 58 , and other components designed to convey fluid to or between them. In general, the housing can 52 pressurized fluid from the fuel line 38 and air from the fluid line 40 received and fluidly with the injector 54 connect. Consequently, the regeneration device 50 provide a mixture of air and fuel, and the mixture at a location near the aftertreatment device 48 burn to oxidize and release the trapped particles therein.

It is envisaged that the exhaust aftertreatment system 14 may include additional or other components, such as one or more control valves, a controller, a pressure sensor, a flow sensor, a device for blocking the flow, and other known in the art components. It is further envisaged that the exhaust aftertreatment system 14 also has a device for selective catalytic reduction (SCR device) and an associated injector, which is approximately identical to the injector 54 is to inject a reducing agent such as urea into the exhaust stream above the catalytic reduction device.

2 shows an embodiment of the regeneration device 50 In this embodiment, the housing 52 the regeneration device 50 a central or central stepped bore 55 and an annular bore 60 exhibit. The annular bore 60 may be a substantially annular or toroidal air chamber 63 define around the central or central stepped bore 55 is arranged. The housing 52 can also have a first air intake 69 and a fuel inlet 71 both in fluid communication with the central stepped bore 55 stand. The housing 52 may in one embodiment an air passage 68 to provide a fluidic connection between the first air inlet 69 and the central stepped bore 55 manufacture. The housing 52 may also include a fuel passage (not shown) to provide fluid communication between the fuel inlet 71 and the central stepped bore 55 manufacture. Accordingly, the first air intake 69 and the air outlet 68 a fluidic connection of the fluid line 40 of the air assistance system 13 and the central stepped bore 55 produce. In addition, the fuel inlet 71 and the fuel passage (not shown) fluidly connecting the fuel line 38 of the fuel system 12 and the central stepped bore 55 produce. The housing 52 also has a second air intake 59 having in fluid communication with the annular bore 60 stands. The second air intake 59 may be air, which may not be mixed with fuel, for use in the combustion of an outer surface of the housing 52 to the annular bore 60 conduct. For example, the second air intake 59 a fluidic connection between the air line 40 of the air assistance system 13 and the air chamber 63 produce. It is envisaged that a separate source of combustion air may be provided if appropriate wishes. The housing 52 may also be a plurality of cooling passages 61 , which may be mounted in any desired arrangement, for thermal treatment of certain areas of the regeneration device 50 provide.

The central stepped bore 55 can the injector 54 so that it is axially in the direction of the combustion container 56 is aligned. The injector 54 may divide the central stepped bore into at least two coaxial and concentric fluid passages. For example, the injector 54 a central fluid passage 70 have, by means of the central stepped bore 55 in fluid communication with the fuel inlet 71 stands. The injector 54 may also have an outer annular fluid passage 74 which is coaxial and concentric with the central fluid passage 70 runs. The annular fluid passage 74 can with the first air intake 69 by means of the air outlet 68 and the central stepped bore 55 be in fluidic connection. The injector 54 can also be an injector tip 77 have, the slotted passages 76 which extends from the central passage 70 to the annular passage 74 extend radially outward, and a nozzle opening 78 , According to this embodiment, the first air inlet 61 , the air outlet 68 , and the annular air passage 74 a comparatively fluid-tight air circulation 72 for conveying air from the fluid conduit 40 to the injector tip 77 provide. The fuel inlet 71 , the central fluid passage 70 , and the slotted passages 76 may be a comparatively fluid-tight fuel cycle 73 for transporting fuel from the fuel line 38 provide to the injector tip. One or more check valves (not shown) may be mounted in any or all of these passages, if desired, to ensure a unidirectional flow of the respective fluids and / or to reduce their volumes, which may require periodic cleaning.

The injector 54 can be inside the injector tip 77 produce a mixture of fuel and air when pressurized fuel passes through the central passage 70 and out through the slotted passages 76 flows to meet with or intersect with pressurized air passing through the annular passage 74 flows. The injector 54 can the mixture of fuel and air through the nozzle opening 78 from the injector tip 77 conduct. The injector 54 Thus, a desired atomized Treibstoffsprühstoss for the combustion vessel 56 provide. The injector 54 may be operable to deliver the atomized fuel / air mixture at predetermined times, at predetermined pressures and flow rates into the combustion vessel 56 injected. The timing of the injection process in the combustion vessel 56 may be synchronized with a sensor input received from a thermal sensor (not shown), one or more pressure sensors (not shown), a timer (not shown), or any other similar sensor device such that the injections of the fuel substantially with accumulation of particulate matter within the aftertreatment device 48 (regarding 1 ) correspond or coincide. For example, fuel and air may be injected when the temperature of the aftertreatment device 48 flowing exhaust gas exceeds a predetermined temperature. Alternatively or additionally, fuel and air may be injected when the pressure of the aftertreatment device 48 flowing exhaust gas exceeds a predetermined pressure level, or if the pressure drop through the aftertreatment device 48 passes through a predetermined difference value. It is contemplated that fuel and air may also be injected based on fixed regular intervals, in addition to or independent of pressure and temperature conditions, if desired.

The housing 52 can also have an ignition device 58 having, through an outer surface (not shown) of the housing 52 is added to the atomized fuel from the injector 54 to ignite. In particular, the ignition device 58 have an external thread with an internal thread of the housing 52 engages. During a regeneration process or when a catalyst within the aftertreatment device 48 Requires an elevated temperature, the temperature of the exhaust gas, which is the drive unit 10 Leaves too low to cause self-ignition of the injector 54 spraying fuel and causing the air. In order to initiate the combustion of the fuel / air mixture and consequently the captured particulate matter, the mixture may be directed towards the igniter 58 sprayed or otherwise injected to create a locally enriched atmosphere easily through the igniter 58 can be ignited. In an embodiment in which the ignition device 58 is a spark plug, a spark originating therefrom can ignite the fuel / air mixture, producing a flame which can be blown in the direction of the captured particulate matter or otherwise moved in its direction. When the fuel / air mixture ignites, the temperature may rise to a level that causes combustion in the aftertreatment device 48 caught Particulates and / or to a level that supports the efficient operation of a catalyst. It is also envisaged that the ignition device 58 alternatively may have an electric heater, if desired, to any contamination of the injector tip 77 to reduce.

The housing 52 can also have a downwardly extending flange 62 having a central recessed opening 64 has. The central recessed opening 64 can be a swirl plate 66 take up. The swirl plate 66 may be an annular planar member surrounding the injector tip 77 is located, and within the central recessed opening 64 of the flange 62 is arranged. The swirl plate 66 Can firmly into the central recessed opening 64 be pressed and / or held with a snap ring or retaining ring in place. The swirl plate 66 can also be centered to the injector 54 and the housing 52 be aligned, and in its angular position with respect to the housing 52 be determined by one or more fixing pins.

The swirl plate 66 can work together with the annular bore 60 of the housing 52 the air chamber 63 form through the second air inlet 59 can be supplied with pressurized air. The swirl plate 66 may have a plurality of annularly arranged air outlets 67 have the air from the air chamber 63 Fluidic with the combustion vessel 56 connect. The air outlets 67 can combustion air from the second air intake 59 with the mixture of fuel and air from the injector 54 inside the combustion vessel 56 mix to improve combustion in it. The air outlets 67 may be oriented in alternating or opposing directions to intersecting flows within the combustion vessel 56 to create. It is envisaged that the air outlets 67 additionally or alternatively pressurized air for the purpose of cooling and / or insulation at the outer periphery of the combustion container 56 can guide if desired. The swirl plate 66 may also have openings (not shown) to the ignition device 58 take.

The downwardly extending flange 62 of the housing 52 may be an annular end of the combustion container 56 take up. The combustion container 56 (regarding 1 ) may represent a tubular member used to force an ignited fuel / air mixture (ie, the flame jet) axially from the regeneration device 50 in the exhaust stream through the aftertreatment device 48 to judge. In particular, the combustion container 56 have a central opening, the fuel and air from the injector 54 and air from the air chamber 63 fluidly connects with the exhaust gas flow. The combustion container 56 may include a flame stabilizing plate (not shown) at one end to provide restriction that causes pulsation within the regeneration device 50 minimized. The combustion container 56 may be substantially straight and of a predetermined length which, when manufactured, corresponds to a desired flame introduction point (the distance over which a flame resulting from the ignition of the fuel / air mixture from the combustion container 56 into the exhaust stream). In one example, this desired point of introduction may be about twelve inches from the flame stabilization plate of the combustion container.

Industrial applicability

The regeneration device of the present disclosure may be applied to a variety of exhaust treatment devices that selectively require higher temperatures for regeneration. For example, the disclosed regeneration device may increase temperatures in an aftertreatment device of a drive unit by injecting an atomized mixture of fuel and air, igniting the atomized mixture, and directing the ignited mixture toward the aftertreatment device of the drive unit. By using the air assist to produce the atomized fuel and air mixture, the disclosed regeneration device may eliminate the need for small, easily clogging injector ports and high pressure fuel injection. The operation of the drive unit 10 will now be explained.

Regarding 1 can supply air and fuel for subsequent combustion in the combustion chambers (not shown) of the drive unit 10 be sucked. In particular, fuel may be from the fuel system 12 into the combustion chambers of the drive unit 10 injected there, mixed with air and burned to produce a mechanical output power and an exhaust gas flow of hot gases. The exhaust stream may include a complex mixture of air pollutants consisting of gaseous and solid material, which may include particulate matter. If this particle-laden exhaust stream from that of the drive unit 10 through the exhaust manifold 80 is passed, the particulate matter from the exhaust stream through the aftertreatment device 48 be filtered out. Over time, the fine dust may be inside the aftertreatment device 48 accumulate and, if unchecked ge The accumulations could be significant enough to limit or even obstruct the exhaust flow. As indicated above, the restriction of the exhaust gas flow from the drive unit 10 the back pressure of the drive unit 10 and increase the ability of the unit to suck in fresh air, resulting in reduced power unit performance 10 leads, as well as to increased exhaust or exhaust temperatures and a poor fuel efficiency.

The aftertreatment device 48 can be regenerated to prevent the undesirable accumulation of particulate matter therein. The regeneration may be periodic or based on a triggering condition, such as an elapsed time of operation of the engine, by the aftertreatment device 48 measured pressure difference, a temperature of the drive unit 10 flowing exhaust gas, or any other condition known in the art.

To prepare the regeneration of the aftertreatment device 48 can the fuel system 12 the regeneration device 50 a supply of pressurized fuel by means of the fuel line 38 provide, and the air support system 13 can the regeneration device 50 by means of the fluid line 40 provide a supply of pressurized air. The pressurized fuel may enter the regeneration device 50 through the fuel inlet 71 enter and to the injector 54 in the central stepped bore 55 stream. The fuel can pass through the central passage 70 of the injector 54 in the direction of the injector tip 77 and radially outwardly toward the annular passage 74 through the slotted passages 77 ( 76 , Translator). The pressurized air can be at the same time at the first air inlet 69 in the regeneration device 50 enter and through the air passage 68 in the injector 54 in the central stepped bore 55 stream. The air can pass through the annular passage 74 of the injector 54 flow and can with the through the slotted passages 76 flowing fuel to be crossed and mixed when the injector tip 77 reached. Thus, a fuel / air mixture within the injector tip 77 formed and then through the nozzle opening 78 be ejected. When the fuel / air mixture from the nozzle opening 78 leakage, a rapid pressure drop in the mixture can cause rapid expansion and break up the fuel into atomized particles.

At the same time, combustion air can enter the circular bore 60 the regeneration device 50 through the second air inlet 59 enter. The combustion air inside the air chamber 63 can through air openings 67 into the combustion tank 56 be directed. Due to the angle of the air openings 67 can the combustion air that enters the combustion tank 56 enters, cross or cross flows and with the atomized spray of the injector 54 Mix.

To initiate the regeneration, the atomized fuel from the injector can 54 and the combustion air from the air chamber 63 optionally at a certain rate into the combustion vessel 56 be injected and inflamed. If an injection of atomized fuel and air into the combustion container 63 sprays, may spark a spark from the igniter 58 ignite the atomized fuel and the air. Alternatively, the heat of an electrical coil or other ignition source may ignite the atomized fuel and air. The combustion container 56 can ignite the fuel and the air in the housing 82 the exhaust manifold 80 and toward the aftertreatment device 48 conduct. The ignited stream of fuel and air can change the temperature of the aftertreatment device 48 increase particulate matter up to the combustion threshold of the particulate matter trapped and burn off the particulate matter and the aftertreatment device 48 regenerate.

Because the present regeneration device disclosed the fuel by mixing with pressurized air before injecting atomized, may be due to the injection of fuel high pressure can be dispensed with. Conventional procedures for Generation of atomized fuel, such as high pressure sources and small nozzle openings may be unnecessary be. The use of larger nozzle openings in the regeneration device disclosed herein, due to their lower susceptibility to deposits advantageous be. Therefore, the openings may be more robust and less likely to clog or pollute. In addition, the possibility reduces the conventional Fuel pressure to use the need more expensive and more complex Fuel systems that have a dual fuel supply and complicated Use algorithms to achieve high atomization pressures to reach. Accordingly, manufacturing, maintenance and replacement costs of the present system.

In addition, because the presently disclosed regeneration device actively ignites the injected fuel / air mixture, it may be actuated in any engine condition, including in situations where the exhaust temperatures are below a passive regeneration threshold. Therefore, the system can be more reliable and can provide ongoing and successful regeneration ensure efficient operations, with components or components that have a longer service life.

It will be apparent to those skilled in the art that various modifications and variations of the regeneration device of the present disclosure may be made without departing from the scope of the disclosure. Other embodiments will be apparent to those skilled in the art after considering the description and implementation of the regeneration device disclosed herein. For example, although the disclosed regeneration device is illustrated as receiving pressurized fuel from a fuel system, the disclosed regeneration device may alternatively receive pressurized fuel from a separate dedicated source, if desired. Furthermore, it is provided that the injector 54 can also be easily adapted to inject ammonia, AdBLue and / or urea within a selective catalytic reduction device (SCR device), if desired. It is intended that the specification and examples be considered as exemplary only, with a true scope of the disclosure being indicated by the following claims and their equivalents.

Summary

A regeneration device ( 50 ) for an exhaust treatment system is disclosed. The regeneration device may include a housing ( 52 ) with a fuel passage ( 71 ) and a first air passage ( 68 ). The regeneration device may also include an injector ( 54 ) disposed in a housing in fluid communication with the fuel passage and the first air passage standing. The regeneration device may further comprise a combustion container ( 56 ) connected to receive a fuel / air mixture from the injector.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• US 2006/0101810 [0006]

Claims (10)

A regeneration device ( 50 ), comprising: a housing ( 52 ), which has a fuel passage ( 71 ) and a first air passage ( 68 ); an injector ( 54 ) mounted in the housing in fluid communication with the fuel passage and the first air passage and configured to mix fuel with air; and a combustion container ( 56 ) connected to receive a fuel / air mixture from the injector. The regeneration device of claim 1, wherein the housing further comprises a second air passage (in fluid communication with the combustion vessel). 59 ) to deliver unmixed air directly into the combustion vessel. The regeneration device according to claim 2, wherein the second air passage surrounds the injector in an annular manner and the unmixed air at a plurality of locations in the combustion vessel passes. The regeneration device of claim 1, wherein the combustion vessel is a combustion of the fuel / air mixture receives. The regeneration device according to claim 4, wherein the combustion container the combustion from the combustion container out into an exhaust stream. The regeneration device according to claim 4, further comprising an ignition source ( 58 ) which ignites the fuel / air mixture as it enters the combustion vessel. A method for the regeneration of a particulate trap ( 48 ) receiving an exhaust stream comprising: mixing fuel with air prior to an injection event; Injecting the mixture of fuel and air to atomize the fuel during the injection process; Igniting the atomized fuel outside the exhaust stream; and introducing the ignited fuel / air mixture into the exhaust stream in the flow direction above the particulate trap. The method of claim 7, which further includes the routing of combustion air to a Zündort. The method of claim 8, wherein directing the Combustion air passing different streams of combustion air to the ignition location. An exhaust gas treatment system ( 14 ) for a combustion unit, comprising: a passage ( 80 ) configured to receive an exhaust gas flow from the combustion unit; a particle trap ( 48 ) mounted within the passage to remove particulate matter from the exhaust stream; and the regeneration device ( 50 ) according to any one of claims 1-6.