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EP0417383A2 - Method and apparatus for cleaning a soot filter - Google Patents

Method and apparatus for cleaning a soot filter Download PDF

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Publication number
EP0417383A2
EP0417383A2 EP90105424A EP90105424A EP0417383A2 EP 0417383 A2 EP0417383 A2 EP 0417383A2 EP 90105424 A EP90105424 A EP 90105424A EP 90105424 A EP90105424 A EP 90105424A EP 0417383 A2 EP0417383 A2 EP 0417383A2
Authority
EP
European Patent Office
Prior art keywords
combustion chamber
exhaust gas
soot filter
fuel
ignition
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP90105424A
Other languages
German (de)
French (fr)
Other versions
EP0417383B1 (en
EP0417383A3 (en
Inventor
Peter Kugland
Alois Ullmer
Enrique Santiago
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Arvin Industries Deutschland GmbH
Original Assignee
Zeuna Starker GmbH and Co KG
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 Zeuna Starker GmbH and Co KG filed Critical Zeuna Starker GmbH and Co KG
Priority to HU907970A priority Critical patent/HU209182B/en
Priority to KR1019910700478A priority patent/KR0145522B1/en
Priority to JP2512008A priority patent/JPH04502051A/en
Priority to BR909006917A priority patent/BR9006917A/en
Publication of EP0417383A2 publication Critical patent/EP0417383A2/en
Publication of EP0417383A3 publication Critical patent/EP0417383A3/en
Application granted granted Critical
Publication of EP0417383B1 publication Critical patent/EP0417383B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • 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
    • 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

Definitions

  • the present invention relates to a method for cleaning a soot filter in the exhaust line of a diesel engine under load, the total exhaust gas stream being divided into a partial exhaust gas stream and a main exhaust gas stream, the partial exhaust gas flow being passed into a combustion chamber in which a fuel nozzle and an electrical ignition device associated therewith are installed , the partial exhaust gas stream is ignited in the combustion chamber with fuel injected there, thereby producing a heating gas and combining the heating gas leaving the combustion chamber with the main exhaust gas stream passed the combustion chamber and the resulting fuel gas being fed to the soot filter, where it initiates the combustion of the soot accumulated there .
  • the invention relates to a device for carrying out the method.
  • a method of the type mentioned is known from DE-05 37 20 829.
  • the need to use a burner to regenerate a soot filter results from the fact that the soot collected on the soot filter only burns at temperatures above approx. 550 ° C, which, however, cannot be achieved in inner-city operation.
  • the Known method works without secondary air supply, ie the burner burns part of the residual oxygen present in the engine exhaust gas, while another part of this residual oxygen is used for the regeneration of the filter, ie the combustion of the soot that has accumulated.
  • the present invention has for its object to provide a method of the type mentioned, in which the regeneration of the soot filter takes place reliably and takes place under optimal conditions with minimal pollutant emissions.
  • This object is achieved according to the proposal of the invention in a generic method in that the regeneration is only initiated when the soot filter is loaded when the engine operating point within a predetermined ignition map (Z) is that the fuel injection into the combustion chamber is interrupted when the engine operating point is outside of a predetermined combustion map (B) and that the combustion map is larger than the ignition map.
  • the invention makes use of the knowledge that the reliable initiation of the combustion necessary for the regeneration of the soot filter requires the existence of certain conditions with regard to the state of the exhaust gas (in particular excess air); it is provided according to the invention that after the burner has been ignited, the load on the engine can be increased beyond the ignition range defined by the ignition map without the burner going out.
  • the firing range thus includes the ignition range, but is larger than this. Only when the operating point of the engine shifts so much due to a change in load that it lies outside the combustion map is the fuel injection into the combustion chamber interrupted, because otherwise the combustion of the soot accumulated in the soot filter would not proceed satisfactorily.
  • the load information for determining the instantaneous engine operating point is particularly preferably taken directly from the injection pump of the engine or from the accelerator pedal or its control rod; this prevents the flame from going out due to inaccurate or delayed load information before the burner is specifically switched off.
  • the control of the method is preferably carried out in such a way that the temperature of the fuel gas is measured in front of the soot filter and used as a control variable for the amount of fuel injected.
  • the higher the measured temperature the more less fuel is supplied.
  • these values change depending on the respective engine operating point - optimal conditions for the regeneration of the soot filter are always maintained.
  • the pressure in the exhaust system is preferably measured in front of the filter.
  • the measured instantaneous system pressure is constantly compared with a pressure map in an electronic control. This pressure map takes into account that the system pressure depends on the engine speed, the load and the temperature. This ensures that the regeneration is actually only initiated when the filter is loaded with soot.
  • the regeneration is only initiated if the engine operating point lies within the ignition map for longer than a minimum period, i.e. the initiation of regeneration is suppressed if the engine operating point is only briefly e.g. is less than 2 seconds in the ignition map.
  • the ignition electrodes are preferably heated before the burner is switched on. This promotes detachment of the soot deposited on the ignition electrodes or their insulators and reduces the risk of short circuits or leakage currents.
  • the corresponding heating device is preferably designed as a resistance heater.
  • Purge air flows through the fuel nozzle preferably during two regeneration phases. This flow, for example with an air volume of 80 liters per hour, ensures that the injection nozzle is not contaminated, so that great long-term stability of the fuel injection into the burner is ensured.
  • a check valve interrupts the burner operation Air supply to the injector.
  • the burner temperature is measured over a predetermined period, for example 4 seconds, after the start of fuel injection, in order to check whether the injection of the injected fuel has actually taken place and the combustion takes place without problems; the measured temperature profile is compared with a target profile, with any deviations that may indicate improper combustion. In this case, the fuel injection can be switched off safely.
  • the regeneration control is thus summarized preferably in the following manner: To identify the filter loading condition, the pressure in the exhaust system is measured in front of the filter; the current system pressure is constantly compared in the electronic control with a pressure map (speed, load and temperature dependent). When the filter is loaded, which requires regeneration, the ignition electrodes are activated first heated, preferably 2 to 15 min; a heating time of 8 minutes is generally appropriate. A computer checks whether the engine is in the ignition map area via the speed signal and the load information, which is taken from the control pump on the engine's injection pump, for example, and conducts after the heating phase if necessary, i.e. depending on the loading of the soot filter and if the soot filter is present Ignition conditions the burner ignition on.
  • these signals also determine whether the engine is moving in the combustion area of the map; the fuel supply is stopped at an engine operating point outside the combustion map.
  • the temperature information in front of the soot filter regulates the temperature in front of the soot filter via the amount of fuel injected to a predetermined value, e.g. 700 ° C, in order to carry out regenerations at short intervals that are non-critical for the filter service life and on the other hand to overheat the filter prevent during regeneration.
  • a signal about the completed regeneration of the soot filter to the control unit which leads to the burner being switched off.
  • the temperature in the burner is also constantly measured.
  • the range of the engine map in which burner operation is possible can be enlarged by two further features in an embodiment of the method according to the invention.
  • a flame-retaining insert which forms a hot (glow) point
  • the heating gas is mixed particularly well and its contact with the flame-retaining insert is intensified, whereby the risk of streaking, ie the formation of cold zones of the heating gas, is considerably reduced.
  • the improved contact between the heating gas and the flame-retaining insert means that the latter can be made particularly small, ie in particular with a smaller surface; this allows the reduce the flow resistance caused by the flame-retaining insert, which also promotes combustion.
  • the combustion chamber can thus be of compact construction, ie long mixing sections which have hitherto been used to homogenize the combustion are unnecessary.
  • the main exhaust gas stream is preferably combined with the heating gas in several stages. As a result, the temperature distribution within the fuel gas supplied to the soot filter can be further evened out.
  • the main exhaust gas stream preferably flows around the combustion chamber, i.e. an annular space is formed between the combustion chamber and the burner housing surrounding it, which serves as a bypass line for the main exhaust gas flow.
  • the main exhaust gas stream is hereby preheated before it is combined with the heating gas at the combustion chamber, which also favors the combustion; at the same time, the annulus serves as insulation against heat loss and to ensure a low temperature of the burner housing.
  • the heating gas preferably has an excess of fuel, ie more fuel is injected into the partial exhaust gas flow than can burn.
  • excess of fuel ie more fuel is injected into the partial exhaust gas flow than can burn.
  • the device for carrying out the method according to the invention is characterized by a swirl plate arranged at the entrance to the combustion chamber and a flame-retaining insert arranged on the outlet side in the combustion chamber, the ignition device and fuel nozzle being arranged between the swirl plate and the insert. It is preferably provided that the ignition device comprises one or more ignition electrodes, which are each arranged close to the mouth of the fuel nozzle and that the spray device of the fuel nozzle runs transversely to the direction of flow through the combustion chamber. The result is reliable ignition in all engine operating conditions, which are intended for the soot combustion.
  • the device mentioned comprises an electronic control unit which determines the respective engine operating point with a predetermined ignition map and a combustion engine map compares and only initiates regeneration when the engine operating point is within the ignition map, and the fuel injection is interrupted when the engine operating point is outside the combustion map.
  • the maps are areas in the speed / load diagram.
  • the map data stored in the electronic control unit are matched to the respective engine type or the respective engine. These data are used to compare the measured values for speed and load supplied to the control unit, by which the engine operating point is characterized.
  • a proportional valve for regulating the injected fuel quantity is preferably assigned to the fuel nozzle.
  • Such a proportional valve allows the precise adjustment of the injected fuel quantity to the respective engine operating point;
  • the uncleaned exhaust gas leaving the engine has a certain temperature at every engine operating point, so that depending on this temperature and the amount of exhaust gas, a certain amount of fuel is required to keep the fuel gas supplied to the soot filter at the desired temperature (for example 700 ° C.) to keep.
  • baffles are advantageously provided in front of the combustion chamber in order to make the flow more uniform. This is particularly advantageous if the exhaust gas does not flow into the burner housing axially but in the transverse direction. This results in a uniform flow distribution over the cross section of the combustion chamber.
  • the advantages that can be achieved with the method and the device according to the invention relate not only to the homogenization of the flame during the regeneration operation. Even during normal engine operation without regeneration, the built-in combustion chamber results in an even distribution of the exhaust gas flow and thus the soot deposition over the filter surface. When the accumulated soot burns off, tensions and cracks in the filter material caused by temperature fluctuations are largely avoided.
  • the burner 1 is arranged in the exhaust line 2 of a diesel engine 3 in the flow direction of the exhaust gas in front of a soot filter 4 for depositing soot particles.
  • the unpurified total exhaust gas stream 51 is fed to the burner 1;
  • the cleaned exhaust gas stream 52 emerges from the soot filter 4.
  • fuel is injected into the burner 1 by means of a fuel nozzle 5, which is ignited at ignition electrodes 6.
  • the fuel nozzle 5 is supplied with fuel by a pump 7 via a fuel line 8; the pump 7 is in turn connected to the fuel tank 10 of the vehicle via a fuel line 9.
  • An electronic control unit 11 is provided to control the regeneration of the soot filter 4.
  • the electronic control unit controls the pump 7, a proportional valve 12 arranged between the pump 7 and the fuel nozzle 5 and the ignition electrodes 6.
  • the electronic control unit 11 processes the following input signals: the temperature T1 in front of the burner 1, the pressure P1 before the burner 1, the temperature T2 in the burner 1, the temperature T3 before the soot filter 4 and the temperature T4 after the soot filter 4.
  • the electronic control unit 11 receives information about the load L and the speed N of the motor 3, whereby whose operating point is fixed.
  • the electronic control unit 11 also has via an energy supply E, which also serves to cover the ignition energy Z to be supplied to the ignition electrodes 6.
  • the structure of an exemplary embodiment of a burner for use in connection with the method according to the invention is shown in FIG. 2.
  • the burner 1 is constructed from a cylindrical burner housing 13 and a combustion chamber 14 arranged therein, which is also cylindrical.
  • the burner housing 13 surrounds the combustion chamber 14 at a radial distance, which creates an annular space 15.
  • the exhaust gas stream 51 entering the burner housing 13 through the pipe socket 16 is thereby divided into a partial exhaust gas stream AT which enters the combustion chamber 14 and a main exhaust gas stream AH which enters the annular space 15 between the combustion chamber 14 and the burner housing 13 and thus the combustion chamber 14 flows around.
  • a swirl plate 17 is provided, which has radially extending twisted blades 18.
  • the exhaust gas partial flow AT entering the combustion chamber 14 is swirled by the blades 18 with respect to the longitudinal axis of the burner 1.
  • the mounting plate 19 is attached to a flange 20 which is fixedly connected to the burner housing 13.
  • the porcelain body surrounding the ignition electrodes 6 as an insulator can be heated by means of a resistance heater built therein before the burner is switched on.
  • the ignition electrodes 6 are connected to the ignition cables Z via suitable plugs 21.
  • the proportional valve 12, into which the fuel line 8 opens, is arranged on the fuel nozzle 5.
  • a control line 22 is connected to the proportional valve 12 and is used to transmit the signals from the electronic control unit 11 used to control the proportional valve 12.
  • An air feed 23 is also connected to the fuel nozzle 5, through which air is blown through the fuel nozzle 5 between two regeneration phases in order to prevent it from becoming dirty.
  • a flame-retaining insert 25 consisting of four radial webs is supported on the combustion chamber wall by means of the webs; it has a centrally located conical incandescent body 24.
  • two angled baffles 26 are arranged, through which the exhaust gas radially entering the burner housing 13 is deflected in such a way that it flows axially against the combustion chamber 14 and the annular gap 15.
  • the burner housing 13 has on the output side a connecting flange 27 to which a corresponding connecting flange 28 of a transition cone 29 is screwed.
  • the transition cone 29 is firmly connected to the cylindrical housing 30 of the soot filter 4.
  • FIG. 3 shows the map data stored in the electronic control unit 11 (according to FIG. 1). They form the basis for the comparison with the respective engine operating point. It is clear that the combustion map B is considerably larger than the ignition map Z, ie after the burner has been ignited, the load L of the engine can be increased beyond the ignition map without the burner going out. This is also a consequence of the flame-stabilizing measures, namely the use of the swirl plate 17 at the inlet and the glowing insert 25 at the outlet of the combustion chamber 14.
  • FIG. 4 shows a flow diagram for an advantageous control of the device according to FIGS. 1 and 2.
  • the burner 1 is only ignited if the operating point of the engine 3 lies within the ignition map Z.
  • the burner 1 is switched off when the engine operating point shifts so much that it lies outside the combustion map B.
  • the end of the regeneration can equally be determined by the expiry of a maximum time t or by reaching a maximum temperature TX.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

In a process for cleaning a soot filter (4) in the exhaust pipe (2) of a diesel engine (3), the flow of exhaust gas (5) is directed through a burner (1). When the load on the soot filter (4) reaches a certain level, the burner (1) is ignited by injection of fuel into the burner (1). The soot that has collected in the soot filter (4) is burned by the hot combustion gas. This regeneration of the soot filter (4) is initiated, however, only when the instantaneous operating point of the engine (3) lies within a predetermined ignition characteristic field (Z). The fuel injection stops as soon as the motor reaches an operating point which lies outside a predetermined combustion characteristic field (B) that is greater than the ignition characteristic field (Z).

Description

Die vorliegende Erfindung betrifft ein Verfahren zum Reinigen eines Rußfilters in der Abgasleitung eines Dieselmotors unter Last, wobei der Gesamtabgas­strom in einen Abgasteilstrom und einen Hauptabgas­strom aufgeteilt wird, der Abgasteilstrom in eine Brennkammer geleitet wird, in welcher eine Kraftstoff­düse und eine dieser zugeordnete elektrische Zündvor­richtung eingebaut sind, der Abgasteilstrom in der Brennkammer mit dort eingespritztem Kraftstoff gezündet wird, wobei ein Heizgas entsteht und das die Brennkammer verlassende Heizgas mit dem an der Brennkammer vorbei geleiteten Hauptabgasstrom vereinigt und das entstehende Brenngas dem Rußfilter zugeführt wird, wo es den Abbrand des dort angesammel­ten Rußes einleitet. Die Erfindung betrifft in gleicher Weise eine Vorrichtung zur Durchführung des Verfahrens.The present invention relates to a method for cleaning a soot filter in the exhaust line of a diesel engine under load, the total exhaust gas stream being divided into a partial exhaust gas stream and a main exhaust gas stream, the partial exhaust gas flow being passed into a combustion chamber in which a fuel nozzle and an electrical ignition device associated therewith are installed , the partial exhaust gas stream is ignited in the combustion chamber with fuel injected there, thereby producing a heating gas and combining the heating gas leaving the combustion chamber with the main exhaust gas stream passed the combustion chamber and the resulting fuel gas being fed to the soot filter, where it initiates the combustion of the soot accumulated there . In the same way, the invention relates to a device for carrying out the method.

Ein Verfahren der eingangs genannten Art ist aus der DE-05 37 20 829 bekannt. Die Notwendigkeit, zur Regeneration eines Rußfilters einen Brenner einzusetzen, ergibt sich daraus, daß der auf dem Rußfilter angesammelte Ruß erst bei Temperaturen ab ca. 550°C verbrennt, welche jedoch im inner­städtischen Betrieb nicht erreicht werden. Das bekannte Verfahren arbeitet ohne Sekundärluftver­sorgung, d.h. der Brenner verbrennt einen Teil des im Motorabgas vorhandenen Restsauerstoffs, während ein weiterer Teil dieses Restsauerstoffes für die Regeneration des Filters, d.h. die Verbrennung des angesammelten Rußes benutzt wird.A method of the type mentioned is known from DE-05 37 20 829. The need to use a burner to regenerate a soot filter results from the fact that the soot collected on the soot filter only burns at temperatures above approx. 550 ° C, which, however, cannot be achieved in inner-city operation. The Known method works without secondary air supply, ie the burner burns part of the residual oxygen present in the engine exhaust gas, while another part of this residual oxygen is used for the regeneration of the filter, ie the combustion of the soot that has accumulated.

Es hat sich gezeigt, daß sich mit dem bekannten Verfahren eine gleichmäßige und stabile Arbeitsweise nicht im gesamten Betriebsbereich des Motors erzielen läßt.It has been shown that the known method cannot achieve a uniform and stable mode of operation in the entire operating range of the engine.

Demgemäß liegt der vorliegenden Erfindung die Aufgabe zugrunde, ein Verfahren der eingangs genannten Art zu schaffen, bei dem die Regeneration des Ruß­filters zuverlässig erfolgt und unter optimalen Bedingungen bei minimalen Schadstoffemissionen abläuft.Accordingly, the present invention has for its object to provide a method of the type mentioned, in which the regeneration of the soot filter takes place reliably and takes place under optimal conditions with minimal pollutant emissions.

Diese Aufgabe wird nach dem Vorschlag der Erfindung bei einem gattungsgemäßen Verfahren dadurch gelöst, daß die Regeneration bei beladenem Rußfilter nur eingeleitet wird, wenn der Motorbetriebspunkt innerhalb eines vorgegebenen Zündkennfeldes (Z) liegt, daß die Kraftstoffeinspritzung in die Brennkammer unter­brochen wird, wenn der Motorbetriebspunkt außerhalb eines vorgegebenen Brennkennfeldes (B) liegt und daß das Brennkennfeld größer ist als das Zündkennfeld.This object is achieved according to the proposal of the invention in a generic method in that the regeneration is only initiated when the soot filter is loaded when the engine operating point within a predetermined ignition map (Z) is that the fuel injection into the combustion chamber is interrupted when the engine operating point is outside of a predetermined combustion map (B) and that the combustion map is larger than the ignition map.

Die Erfindung nutzt die Erkenntnis, daß die zuver­lässige Einleitung der zur Regeneration des Rußfilters notwendigen Verbrennung das Vorliegen bestimmter Voraussetzungen hinsichtlich des Zustandes des Abgases (insbesondere Luftüberschuß) erfordert; dabei ist erfindungsgemäß vorgesehen, daß nach erfolgter Zündung des Brenners die Last des Motors über den durch das Zündkennfeld definierten Zündbereich hinaus erhöht werden kann, ohne daß der Brenner erlischt. Der Brennbereich umfaßt somit den Zündbe­reich, ist jedoch größer als dieser. Erst wenn der Betriebspunkt des Motors sich insbesondere durch eine Laständerung so weit verschiebt, daß er außerhalb des Brennkennfeldes liegt, wird die Kraftstoffeinspritzung in die Brennkammer unterbrochen, weil anderenfalls die Verbrennung des im Rußfilter angesammelten Rußes nicht zufriedenstellend verlaufen würde.The invention makes use of the knowledge that the reliable initiation of the combustion necessary for the regeneration of the soot filter requires the existence of certain conditions with regard to the state of the exhaust gas (in particular excess air); it is provided according to the invention that after the burner has been ignited, the load on the engine can be increased beyond the ignition range defined by the ignition map without the burner going out. The firing range thus includes the ignition range, but is larger than this. Only when the operating point of the engine shifts so much due to a change in load that it lies outside the combustion map is the fuel injection into the combustion chamber interrupted, because otherwise the combustion of the soot accumulated in the soot filter would not proceed satisfactorily.

Wegen des mit steigender Last abnehmenden Restsauer­stoffgehaltes im Abgas des Dieselmotors kann eine für die Regeneration des Rußfilters erforderliche optimale Verbrennung nämlich nicht im gesamten Kennfeldbereich des Motors stattfinden. Indem erfin­dungsgemäß die Kraftstoffzufuhr zur Kraftstoffdüse abgeschaltet wird, wenn der momentane Betriebspunkt des Motors außerhalb eines vorgegebenen Brennkennfeldes liegt, sind erhöhte Emissionswerte nicht zu befürchten.Because of the decreasing residual oxygen content in the exhaust gas of the diesel engine with increasing load, an optimal combustion required for the regeneration of the soot filter cannot take place in the entire map area of the engine. By switching off the fuel supply to the fuel nozzle according to the invention when the instantaneous operating point of the engine is outside a predetermined combustion map, increased emission values are not to be feared.

Besonders bevorzugt wird die Lastinformation zur Ermittlung des momentanen Motorbetriebspunktes dabei direkt von der Einspritzpumpe des Motors oder vom Gaspedal bzw. dessen Regel stange abgenommen; hierdurch wird vermieden, daß es durch ungenaue bzw. verspätete Lastinformation zum Erlöschen der Flamme kommt, bevor der Brenner gezielt abgeschaltet wird.The load information for determining the instantaneous engine operating point is particularly preferably taken directly from the injection pump of the engine or from the accelerator pedal or its control rod; this prevents the flame from going out due to inaccurate or delayed load information before the burner is specifically switched off.

Die Regelung des Verfahrens erfolgt bevorzugt in der Weise, daß die Temperatur des Brenngases vor dem Rußfilter gemessen und als Regel größe für die Menge des eingespritzten Kraftstoffes verwendet wird. Je höher die gemessene Temperatur ist, desto weniger Kraftstoff wird zugeführt. Hierdurch lassen sich trotz gegebenenfalls beträchtlich schwankender Werte für die Menge und die Temperatur des in den Brenner eingeleiteten Abgasstromes - diese Werte verändern sich in Abhängigkeit von dem jeweiligen Motorbetriebspunkt - stets optimale Bedingungen für die Regeneration des Rußfilters einhalten. Indem man die Temperatur vor dem Rußfilter über die eingespritzte Kraftstoffmenge auf einen vorgege­benen Wert regelt, können einerseits die Regenerationen in kurzen, aber dennoch für die Filterlebensdauer unkritischen Betriebsphasen erfolgen, wobei anderer­seits ein zu starkes Aufheizen des Filters während der Regeneration verhindert wird.The control of the method is preferably carried out in such a way that the temperature of the fuel gas is measured in front of the soot filter and used as a control variable for the amount of fuel injected. The higher the measured temperature, the more less fuel is supplied. In this way, despite possibly considerably fluctuating values for the quantity and the temperature of the exhaust gas flow introduced into the burner - these values change depending on the respective engine operating point - optimal conditions for the regeneration of the soot filter are always maintained. By regulating the temperature upstream of the soot filter via the amount of fuel injected to a predetermined value, on the one hand, the regeneration can take place in short, but nonetheless uncritical, operating phases, while on the other hand preventing the filter from overheating during regeneration.

Zur Erkennung des Filterbeladungszustandes erfolgt bevorzugt eine Messung des Druckes im Abgassystem vor dem Filter. In einer elektronischen Steuerung wird der gemessene momentane Systemdruck mit einem Druckkennfeld ständig verglichen. In diesem Druckkenn­feld ist berücksichtigt, daß der Systemdruck von der Motordrehzahl, der Last sowie der Temperatur abhängt. Hierdurch wird sichergestellt, daß die Regeneration tatsächlich erst bei einer bestimmten Beladung des Filters mit Ruß eingeleitet wird.To detect the filter loading state, the pressure in the exhaust system is preferably measured in front of the filter. The measured instantaneous system pressure is constantly compared with a pressure map in an electronic control. This pressure map takes into account that the system pressure depends on the engine speed, the load and the temperature. This ensures that the regeneration is actually only initiated when the filter is loaded with soot.

Gemäß einer bevorzugten Ausführungsform der Erfindung wird die Regeneration jedoch nur dann eingeleitet, wenn der Motorbetriebspunkt länger als während eines Mindestzeitraums innerhalb des Zündkennfeldes liegt, d.h. die Einleitung der Regeneration wird unterdrückt, wenn der Motorbetriebspunkt nur kurzzeitig z.B. weniger als 2 sec im Zündkennfeld liegt. Durch diese Maßnahme wird die Zuverlässigkeit der Zündung erhöht. Die Zündelektroden werden vor dem Einschalten des Brenners bevorzugt beheizt. Hierdurch wird ein Ablösen des auf den Zündelektroden bzw. deren Isolatoren abgelagerten Rußes gefördert und die Gefahr von Kurzschlüssen oder Kriechströmen vermindert. Die entsprechende Heizeinrichtung ist bevorzugt als Widerstandsheizung ausgebildet.According to a preferred embodiment of the invention, however, the regeneration is only initiated if the engine operating point lies within the ignition map for longer than a minimum period, i.e. the initiation of regeneration is suppressed if the engine operating point is only briefly e.g. is less than 2 seconds in the ignition map. This measure increases the reliability of the ignition. The ignition electrodes are preferably heated before the burner is switched on. This promotes detachment of the soot deposited on the ignition electrodes or their insulators and reduces the risk of short circuits or leakage currents. The corresponding heating device is preferably designed as a resistance heater.

Während zweier Regenerationsphasen wird die Kraft­stoffdüse bevorzugt von Spülluft durchströmt. Diese Durchströmung, beispielsweise mit einer Luftmenge von 80 Liter pro Stunde, sorgt dafür, daß die Ein­spritzdüse nicht verschmutzt, so daß eine große Langzeitstabilität der Kraftstoffeinspritzung in den Brenner sichergestellt wird. Während des Brenner­betriebes unterbricht ein Rückschlagventil die Luftzufuhr zur Einspritzdüse. Zur Kontrolle, ob die Zündung des eingespritzten Kraftstoffs tatsächlich erfolgt ist und die Verbrennung störungsfrei abläuft, wird bei einer bevorzugten Ausführungsform des erfindungsgemäßen Verfahrens die Brennertemperatur nach Beginn der Kraftstoffeinspritzung über einen vorgegebenen Zeitraum, beispielsweise 4 sec gemessen; der gemessene Temperaturverlauf wird mit einem Sollverlauf verglichen, wobei möglicherweise auftre­tende Abweichungen auf eine nicht ordnungsgemäße Verbrennung hindeuten können. In diesem Fall kann eine Sicherheitsabschaltung der Kraftstoffeinspritzung erfolgen.Purge air flows through the fuel nozzle preferably during two regeneration phases. This flow, for example with an air volume of 80 liters per hour, ensures that the injection nozzle is not contaminated, so that great long-term stability of the fuel injection into the burner is ensured. A check valve interrupts the burner operation Air supply to the injector. In a preferred embodiment of the method according to the invention, the burner temperature is measured over a predetermined period, for example 4 seconds, after the start of fuel injection, in order to check whether the injection of the injected fuel has actually taken place and the combustion takes place without problems; the measured temperature profile is compared with a target profile, with any deviations that may indicate improper combustion. In this case, the fuel injection can be switched off safely.

Die Regenerationssteuerung erfolgt zusammengefaßt somit bevorzugt in der folgenden Weise: Zur Erkennung des Filterbeladungszustandes erfolgt eine Messung des Druckes im Abgassystem vor dem Filter; in der elektronischen Steuerung wird dabei der momentane Systemdruck mit einem Druckkennfeld (drehzahl-, last- und temperaturabhängig) ständig verglichen. Bei einer Beladung des Filters, die eine Regeneration erforderlich macht, werden zunächst die Zündelektroden beheizt, vorzugsweise 2 bis 15 min; eine Heizdauer von 8 min ist i.a. angemessen. Über das Drehzahlsignal und die Lastinformation, die z.B. über einen Regelweg­geber an der Einspritzpumpe des Motors abgenommen wird, überprüft ein Rechner, ob sich der Motor im Zündkennfeldbereich befindet und leitet nach der Heizphase bei Bedarf, d.h. abhängig von der Beladung des Rußfilters und bei Vorliegen der Zündbe­dingungen die Brennerzündung ein. Während des Brenner­betriebes wird über diese Signale ebenfalls festge­stellt, ob der Motor sich im Brennbereich des Kennfelds bewegt; bei einem außerhalb des Brennkennfeldes liegenden Motorbetriebspunkt wird die Kraftstoffzufuhr gestoppt. Über die Temperaturinformation vor dem Rußfilter wird die Temperatur vor dem Rußfilter über die eingespritzte Kraftstoffmenge auf einen vorgegebenen Wert, z.B. 700°C, geregelt, um einerseits Regenerationen in kurzen, aber dennoch für die Filterlebensdauer unkritischen Zeitabständen durchzu­führen und andererseits ein zu starkes Aufheizen des Filters während der Regeneration zu verhindern. Abhängig von der Temperatur nach dem Rußfilter wird ein Signal über die abgeschlossene Regeneration des Rußfilters an das Steuergerät gegeben, was zum Abschalten des Brenners führt. Um einen optimalen Brennerbetrieb bei unterschiedlichen Fahrzuständen aufrechtzuerhalten, wird ständig auch die Temperatur im Brenner gemessen.The regeneration control is thus summarized preferably in the following manner: To identify the filter loading condition, the pressure in the exhaust system is measured in front of the filter; the current system pressure is constantly compared in the electronic control with a pressure map (speed, load and temperature dependent). When the filter is loaded, which requires regeneration, the ignition electrodes are activated first heated, preferably 2 to 15 min; a heating time of 8 minutes is generally appropriate. A computer checks whether the engine is in the ignition map area via the speed signal and the load information, which is taken from the control pump on the engine's injection pump, for example, and conducts after the heating phase if necessary, i.e. depending on the loading of the soot filter and if the soot filter is present Ignition conditions the burner ignition on. During burner operation, these signals also determine whether the engine is moving in the combustion area of the map; the fuel supply is stopped at an engine operating point outside the combustion map. The temperature information in front of the soot filter regulates the temperature in front of the soot filter via the amount of fuel injected to a predetermined value, e.g. 700 ° C, in order to carry out regenerations at short intervals that are non-critical for the filter service life and on the other hand to overheat the filter prevent during regeneration. Depending on the temperature after the soot filter, a signal about the completed regeneration of the soot filter to the control unit, which leads to the burner being switched off. In order to maintain optimal burner operation in different driving conditions, the temperature in the burner is also constantly measured.

Durch zwei weitere Merkmale kann bei einer Ausgestal­tung des erfindungsgemäßen Verfahrens der Bereich des Motorkennfeldes, in dem ein Brennerbetrieb möglich ist, vergrößert werden. Dadurch, daß das Heizgas über ein flammenerhaltendes Einsatzstück, welches gewissermaßen einen heißen (Glüh-)Punkt bildet, geleitet wird, gelingt es, die Stabilität der Verbrennung zu erhöhen; durch Erzeugen eines Dralls des in die Brennkammer eintretenden Abgasteil­stroms wird das Heizgas besonders gut vermischt und dessen Kontakt mit dem flammenerhaltenden Einsatz­stück intensiviert, wodurch die Gefahr einer Strähnen­bildung, d.h. die Bildung von kalten Zonen des Heizgases, beträchtlich verringert wird. Der verbesser­te Kontakt zwischen dem Heizgas und dem flammenerhal­tenden Einsatzstück führt dazu, daß letzteres besonders klein, d.h. inbesondere mit einer geringeren Oberfläche ausgebildet sein kann; hierdurch läßt sich der durch das flammenerhaltende Einsatzstück verursachte Strömungswiderstand herabsetzen, was ebenfalls die Verbrennung begünstigt. Die Brennkammer kann somit kompakt gebaut sein, d.h. lange Mischungs­strecken, die bisher zur Vergleichmäßigung der Verbrennung verwendet wurden, sind entbehrlich.The range of the engine map in which burner operation is possible can be enlarged by two further features in an embodiment of the method according to the invention. By passing the heating gas over a flame-retaining insert, which forms a hot (glow) point, it is possible to increase the stability of the combustion; by generating a swirl of the partial exhaust gas stream entering the combustion chamber, the heating gas is mixed particularly well and its contact with the flame-retaining insert is intensified, whereby the risk of streaking, ie the formation of cold zones of the heating gas, is considerably reduced. The improved contact between the heating gas and the flame-retaining insert means that the latter can be made particularly small, ie in particular with a smaller surface; this allows the reduce the flow resistance caused by the flame-retaining insert, which also promotes combustion. The combustion chamber can thus be of compact construction, ie long mixing sections which have hitherto been used to homogenize the combustion are unnecessary.

Bevorzugt wird der Hauptabgasstrom mit dem Heizgas in mehreren Stufen vereinigt. Hierdurch läßt sich die Temperaturverteilung innerhalb des dem Rußfilter zugeführten Brenngases weiter vergleichmäßigen. Der Hauptabgasstrom umströmt dabei bevorzugt die Brennkammer, d.h. zwischen der Brennkammer und dem diese umgebenden Brennergehäuse ist ein Ringraum gebildet, der als Bypass-Leitung für den Hauptabgas­strom dient. Der Hauptabgasstrom wird hierdurch vor seiner Vereinigung mit dem Heizgas an der Brenn­kammer vorgewärmt, was ebenfalls die Verbrennung begünstigt; gleichzeitig dient der Ringraum der Isolation gegen Wärmeverluste und der Sicherstellung einer niedrigen Temperatur des Brennergehäuses.The main exhaust gas stream is preferably combined with the heating gas in several stages. As a result, the temperature distribution within the fuel gas supplied to the soot filter can be further evened out. The main exhaust gas stream preferably flows around the combustion chamber, i.e. an annular space is formed between the combustion chamber and the burner housing surrounding it, which serves as a bypass line for the main exhaust gas flow. The main exhaust gas stream is hereby preheated before it is combined with the heating gas at the combustion chamber, which also favors the combustion; at the same time, the annulus serves as insulation against heat loss and to ensure a low temperature of the burner housing.

Das Heizgas besitzt bevorzugt einen Kraftstoffüber­schuß, d.h. es wird mehr Kraftstoff in den Abgasteil­strom eingespritzt als verbrennen kann. Hierdurch erfolgt bei der Vereinigung des Heizgases mit dem Hauptabgasstrom eine Nachverbrennung, welche ebenfalls die Stabilität der Verbrennung begünstigt.The heating gas preferably has an excess of fuel, ie more fuel is injected into the partial exhaust gas flow than can burn. Hereby When the heating gas is combined with the main exhaust gas stream, afterburning takes place, which also favors the stability of the combustion.

Die Vorrichtung zur Durchführung des erfindungsgemäßen Verfahrens ist gekennzeichnet durch ein am Eingang in die Brennkammer angeordnetes Drallblech und ein ausgangseitig in der Brennkammer angeordnetes flammenerhaltendes Einsatzstück, wobei Zündvorrichtung und Kraftstoffdüse zwischen dem Drallblech und dem Einsatzstück angeordnet sind. Dabei ist bevorzugt vorgesehen, daß die Zündvorrichtung ein oder mehrere Zündelektroden umfaßt, welche jeweils dicht vor der Mündung der Kraftstoffdüse angeordnet sind und daß die Sprühvorrichtung der Kraftstoffdüse quer zur Durchströmungsrichtung der Brennkammer verläuft. Das Ergebnis ist eine zuverlässige Zündung bei allen Motorbetriebszuständen, welche für den Abbrand des Rußes vorgesehen sind.The device for carrying out the method according to the invention is characterized by a swirl plate arranged at the entrance to the combustion chamber and a flame-retaining insert arranged on the outlet side in the combustion chamber, the ignition device and fuel nozzle being arranged between the swirl plate and the insert. It is preferably provided that the ignition device comprises one or more ignition electrodes, which are each arranged close to the mouth of the fuel nozzle and that the spray device of the fuel nozzle runs transversely to the direction of flow through the combustion chamber. The result is reliable ignition in all engine operating conditions, which are intended for the soot combustion.

Zur Steuerung des erfindungsgemäßen Verfahrens umfaßt die genannte Vorrichtung eine elektronische Steuereinheit, welche den jeweiligen Motorbetriebspunkt mit einem vorgegebenen Zündkennfeld und einem Brenn­ kennfeld vergleicht und die Regeneration nur einleitet, wenn der Motorbetriebspunkt innerhalb des Zündkenn­feldes liegt, und die Kraftstoffeinspritzung unter­bricht, wenn der Motorbetriebspunkt außerhalb des Brennkennfeldes liegt. Die Kennfelder sind dabei Flächen im Drehzahl-/Last-Diagramm. Die in der elektronischen Steuereinheit abgespeicherten Kennfeld­daten sind auf den jeweiligen Motortyp bzw. den jeweiligen Motor abgestimmt. Mit diesen Daten werden die der Steuereinheit zugeführten Meßwerte für Drehzahl und Last, durch welche der Motorbetriebspunkt charakterisiert wird, verglichen.To control the method according to the invention, the device mentioned comprises an electronic control unit which determines the respective engine operating point with a predetermined ignition map and a combustion engine map compares and only initiates regeneration when the engine operating point is within the ignition map, and the fuel injection is interrupted when the engine operating point is outside the combustion map. The maps are areas in the speed / load diagram. The map data stored in the electronic control unit are matched to the respective engine type or the respective engine. These data are used to compare the measured values for speed and load supplied to the control unit, by which the engine operating point is characterized.

Der Kraftstoffdüse ist bevorzugt ein Proportional­ventil zur Regelung der eingespritzten Kraftstoffmenge zugeordnet. Ein derartiges Proportionalventil erlaubt die genaue Anpassung der eingespritzten Kraftstoffmenge an den jeweiligen Motorbetriebspunkt; wie bereits dargelegt, besitzt das den Motor verlassende unge­reinigte Abgas bei jedem Motorbetriebspunkt eine bestimmte Temperatur, so daß in Abhängigkeit von dieser Temperatur und der Abgasmenge eine bestimmte Kraftstoffmenge erforderlich ist, um das dem Rußfilter zugeführte Brenngas auf der gewünschten Temperatur (z.B. 700°C) zu halten.A proportional valve for regulating the injected fuel quantity is preferably assigned to the fuel nozzle. Such a proportional valve allows the precise adjustment of the injected fuel quantity to the respective engine operating point; As already explained, the uncleaned exhaust gas leaving the engine has a certain temperature at every engine operating point, so that depending on this temperature and the amount of exhaust gas, a certain amount of fuel is required to keep the fuel gas supplied to the soot filter at the desired temperature (for example 700 ° C.) to keep.

In dem Brennergehäuse sind in Strömungsrichtung vor der Brennkammer zweckmäßig Leitbleche zur Ver­gleichmäßigung der Strömung vorgesehen. Dies ist insbesondere dann von Vorteil, wenn die Zuströmung des Abgases in das Brennergehäuse nicht axial sondern in Querrichtung erfolgt. Dadurch ergibt sich eine über den Querschnitt der Brennkammer gleichförmige Strömungsverteilung.In the burner housing, baffles are advantageously provided in front of the combustion chamber in order to make the flow more uniform. This is particularly advantageous if the exhaust gas does not flow into the burner housing axially but in the transverse direction. This results in a uniform flow distribution over the cross section of the combustion chamber.

Die mit dem erfindungsgemäßen Verfahren und der erfindungsgemäßen Vorrichtung erzielbaren Vorteile betreffen nicht nur die Homogenisierung der Flamme während des Regenerationsbetriebs. Auch während des normalen Motorbetriebes ohne Regeneration ergeben die Einbauten der Brennkammer eine gleichmäßige Verteilung des Abgasstroms und damit der Rußablagerung über die Filteroberfläche. Beim Abbrennen des ange­sammelten Rußes werden somit durch Temperaturschwan­kungen bedingte Spannungen und Risse im Filtermaterial weitgehend vermieden.The advantages that can be achieved with the method and the device according to the invention relate not only to the homogenization of the flame during the regeneration operation. Even during normal engine operation without regeneration, the built-in combustion chamber results in an even distribution of the exhaust gas flow and thus the soot deposition over the filter surface. When the accumulated soot burns off, tensions and cracks in the filter material caused by temperature fluctuations are largely avoided.

Im folgenden werden Ausgestaltungen der Erfindung anhand der Zeichnung näher erläutert. Es zeigt

  • Fig. 1 schematisch eine Gesamtanordnung bestehend aus Dieselmotor, Partikelfilter und dazwischen angeordnetem Brenner,
  • Fig. 2 die perspektivische Ansicht einer Ausführungs­form eines Brenners in teilweise aufgebrochener Darstellung,
  • Fig. 3 eine qualitative Darstellung von Zündkennfeld und Brennkennfeld im Last-/Drehzahl-Diagramm für einen Brenner gemäß Fig. 2 und
  • Fig. 4 ein Flußbild für eine Regelung des Verfahrens gemäß der Erfindung.
In the following, embodiments of the invention are explained in more detail with reference to the drawing. It shows
  • 1 schematically shows an overall arrangement consisting of a diesel engine, particle filter and burner arranged between them,
  • 2 is a perspective view of an embodiment of a burner, partially broken away,
  • 3 shows a qualitative representation of the ignition map and the combustion map in the load / speed diagram for a burner according to FIGS. 2 and
  • Fig. 4 is a flow chart for a control of the method according to the invention.

Der Brenner 1 ist in die Abgasleitung 2 eines Diesel­motors 3 in Strömungsrichtung des Abgases vor einem Rußfilter 4 zum Ablagern von Rußpartikeln angeordnet. Dabei wird dem Brenner 1 der ungereinigte Gesamtabgas­strom 51 zugeleitet; aus dem Rußfilter 4 tritt der gereinigte Abgasstrom 52 aus.The burner 1 is arranged in the exhaust line 2 of a diesel engine 3 in the flow direction of the exhaust gas in front of a soot filter 4 for depositing soot particles. The unpurified total exhaust gas stream 51 is fed to the burner 1; The cleaned exhaust gas stream 52 emerges from the soot filter 4.

Um den im Laufe des Motorbetriebes in dem Rußfil­ter 4 angesammelten Ruß zu verbrennen und den Filter zu regenerieren, wird in den Brenner 1 mittels einer Kraftstoffdüse 5 Kraftstoff eingespritzt, welcher an Zündelektroden 6 entzündet wird. Die Kraftstoffdüse 5 wird dazu mit einer Pumpe 7 über eine Kraftstoffleitung 8 mit Kraftstoff versorgt; die Pumpe 7 ist ihrerseits über eine Kraftstoffleitung 9 mit dem Kraftstofftank 10 des Fahrzeuges verbunden.To burn the soot accumulated in the soot filter 4 during engine operation and the filter to regenerate, fuel is injected into the burner 1 by means of a fuel nozzle 5, which is ignited at ignition electrodes 6. For this purpose, the fuel nozzle 5 is supplied with fuel by a pump 7 via a fuel line 8; the pump 7 is in turn connected to the fuel tank 10 of the vehicle via a fuel line 9.

Zur Steuerung der Regeneration des Rußfilters 4 ist eine elektronische Steuereinheit 11 vorgesehen. Die elektronische Steuereinheit steuert die Pumpe 7, ein zwischen der Pumpe 7 und der Kraftstoffdüse 5 angeordnetes Proportionalventil 12 sowie die Zündelek­troden 6. Für eine optimale Regelung des Regenera­tionsvorganges verarbeitet die elektronische Steuer­einheit 11 die folgenden Eingangssignale: Die Tempera­tur T1 vor dem Brenner 1, den Druck P1 vor dem Brenner 1, die Temperatur T2 im Brenner 1, die Temperatur T3 vor dem Rußfilter 4 und die Temperatur T4 nach dem Rußfilter 4. Darüber hinaus erhält die elektronische Steuereinheit 11 Informationen über die Last L und die Drehzahl N des Motors 3, wodurch dessen Betriebspunkt festgelegt ist. Schließlich verfügt die elektronische Steuereinheit 11 auch über eine Energieversorgung E, die auch zur Deckung der den Zündelektroden 6 zuzuführenden Zündenergie Z dient.An electronic control unit 11 is provided to control the regeneration of the soot filter 4. The electronic control unit controls the pump 7, a proportional valve 12 arranged between the pump 7 and the fuel nozzle 5 and the ignition electrodes 6. For an optimal control of the regeneration process, the electronic control unit 11 processes the following input signals: the temperature T1 in front of the burner 1, the pressure P1 before the burner 1, the temperature T2 in the burner 1, the temperature T3 before the soot filter 4 and the temperature T4 after the soot filter 4. In addition, the electronic control unit 11 receives information about the load L and the speed N of the motor 3, whereby whose operating point is fixed. Finally, the electronic control unit 11 also has via an energy supply E, which also serves to cover the ignition energy Z to be supplied to the ignition electrodes 6.

Der Aufbau eines Ausführungsbeispiels eines Brenners zur Verwendung im Zusammenhang mit dem erfindungsge­mäßen Verfahren geht aus Fig. 2 hervor. Der Brenner 1 ist dabei aus einem zylindrischen Brennergehäuse 13 und einer in diesem angeordneten Brennkammer 14 aufgebaut, welche ebenfalls zylindrisch ist. Das Brennergehäuse 13 umgibt die Brennkammer 14 mit radialem Abstand, wodurch ein Ringraum 15 entsteht. Der durch den Rohrstutzen 16 in das Brennergehäuse 13 eintretende Abgasstrom 51 wird dadurch aufgeteilt in einen Abgasteilstrom AT, der in die Brennkammer 14 eintritt und einen Hauptabgasstrom AH, der in den Ringraum 15 zwischen der Brennkammer 14 und dem Brennergehäuse 13 eintritt und somit die Brenn­kammer 14 umströmt. Am eingangsseitigen Ende der Brennkammer 14 ist ein Drallblech 17 vorgesehen, die sich radial erstreckende verwundene Schaufeln 18 besitzt. Durch die Schaufeln 18 erhält der in die Brennkammer 14 eintretende Abgasteilstrom AT einen Drall bezüglich der Längsachse des Brenners 1.The structure of an exemplary embodiment of a burner for use in connection with the method according to the invention is shown in FIG. 2. The burner 1 is constructed from a cylindrical burner housing 13 and a combustion chamber 14 arranged therein, which is also cylindrical. The burner housing 13 surrounds the combustion chamber 14 at a radial distance, which creates an annular space 15. The exhaust gas stream 51 entering the burner housing 13 through the pipe socket 16 is thereby divided into a partial exhaust gas stream AT which enters the combustion chamber 14 and a main exhaust gas stream AH which enters the annular space 15 between the combustion chamber 14 and the burner housing 13 and thus the combustion chamber 14 flows around. At the inlet end of the combustion chamber 14, a swirl plate 17 is provided, which has radially extending twisted blades 18. The exhaust gas partial flow AT entering the combustion chamber 14 is swirled by the blades 18 with respect to the longitudinal axis of the burner 1.

In die Brennkammer 14 münden die beiden Zündelektroden 6 sowie die Kraftstoffdüse 5, welche auf einer gemeinsamen Montageplatte 19 angeordnet sind. Die Montageplatte 19 ist dabei auf einem Flansch 20 befestigt, der mit dem Brennergehäuse 13 fest verbun­den ist. Der die Zündelektroden 6 als Isolator umgebende Porzellankörper kann mittels einer darin eingebauten Widerstandsheizung vor dem Einschalten des Brenners aufgeheizt werden. Über geeignete Stecker 21 sind die Zündelektroden 6 mit den Zündkabeln Z verbunden. An der Kraftstoffdüse 5 ist das Propor­tionalventil 12 angeordnet, in welches die Kraftstoff­leitung 8 mündet. Am Proportionalventil 12 ist eine Steuerleitung 22 angeschlossen, die zur Übertra­gung der zur Steuerung des Proportionalventils 12 dienenden Signale der elektronischen Steuereinheit 11 dient.The two ignition electrodes 6 and the fuel nozzle 5, which are arranged on a common mounting plate 19, open into the combustion chamber 14. The mounting plate 19 is attached to a flange 20 which is fixedly connected to the burner housing 13. The porcelain body surrounding the ignition electrodes 6 as an insulator can be heated by means of a resistance heater built therein before the burner is switched on. The ignition electrodes 6 are connected to the ignition cables Z via suitable plugs 21. The proportional valve 12, into which the fuel line 8 opens, is arranged on the fuel nozzle 5. A control line 22 is connected to the proportional valve 12 and is used to transmit the signals from the electronic control unit 11 used to control the proportional valve 12.

An der Kraftstoffdüse 5 ist ferner die eine Luftein­speisung 23 angeschlossen, durch welche zwischen zwei Regenerationsphasen Luft durch die Kraftstoffdüse 5 geblasen wird, um ein Verschmutzen derselben zu verhindern.An air feed 23 is also connected to the fuel nozzle 5, through which air is blown through the fuel nozzle 5 between two regeneration phases in order to prevent it from becoming dirty.

Am ausgangsseitigen Ende der Brennkammer 14 ist ein aus vier radialen Stegen bestehendes flammen­erhaltendes Einsatzstück 25 mittels der Stege an der Brennkammerwand abgestützt; es besitzt einen mittig angeordneten kegelförmigen Glühkörper 24.At the outlet end of the combustion chamber 14, a flame-retaining insert 25 consisting of four radial webs is supported on the combustion chamber wall by means of the webs; it has a centrally located conical incandescent body 24.

Im Bereich des Eintritts des Abgasstroms in den Brenner 1 sind zwei abgewinkelte Leitbleche 26 angeordnet, durch die das radial in das Brennerge­häuse 13 eintretende Abgas in der Weise umgelenkt wird, daß es die Brennkammer 14 und den Ringspalt 15 axial anströmt. Das Brennergehäuse 13 besitzt ausgangs­seitig einen Anschlußflansch 27, an welchen ein entsprechender Anschlußflansch 28 eines Übergangskonus 29 angeschraubt ist. Der Übergangskonus 29 ist fest mit dem zylindrischen Gehäuse 30 des Rußfilters 4 verbunden.In the area of the entry of the exhaust gas flow into the burner 1, two angled baffles 26 are arranged, through which the exhaust gas radially entering the burner housing 13 is deflected in such a way that it flows axially against the combustion chamber 14 and the annular gap 15. The burner housing 13 has on the output side a connecting flange 27 to which a corresponding connecting flange 28 of a transition cone 29 is screwed. The transition cone 29 is firmly connected to the cylindrical housing 30 of the soot filter 4.

Fig. 3 zeigt die in der elektronischen Steuereinheit 11 (gemäß Fig. 1) abgespeicherten Kennfelddaten. Sie bilden die Grundlage für den Vergleich mit dem jeweiligen Motorbetriebspunkt. Es wird deutlich, daß das Brennkennfeld B erheblich größer ist als das Zündkennfeld Z, d.h. nach erfolgter Zündung des Brenners kann die Last L des Motors über das Zündkennfeld hinaus erhöht werden, ohne daß der Brenner erlischt. Dies ist auch eine Folge der flammenstabilisierenden Maßnahmen, nämlich der Verwendung des Drallblechs 17 am Eingang und des glühenden Einsatzstückes 25 am Austritt der Brenn­kammer 14.3 shows the map data stored in the electronic control unit 11 (according to FIG. 1). They form the basis for the comparison with the respective engine operating point. It is clear that the combustion map B is considerably larger than the ignition map Z, ie after the burner has been ignited, the load L of the engine can be increased beyond the ignition map without the burner going out. This is also a consequence of the flame-stabilizing measures, namely the use of the swirl plate 17 at the inlet and the glowing insert 25 at the outlet of the combustion chamber 14.

Fig. 4 zeigt ein Flußdiagramm für eine vorteilhafte Regelung der Vorrichtung gemäß den Fig. 1 und 2. Bei beladenem Rußfilter wird der Brenner 1 nur dann gezündet, wenn der Betriebspunkt des Motors 3 innerhalb des Zündkennfeldes Z liegt. Ebenso wird zur Verhinderung unerwünschter Emissionen der Brenner 1 abgeschaltet, wenn sich der Motorbetriebspunkt so stark verschiebt, daß er außerhalb des Brennkenn­feldes B liegt. Das Ende der Regeneration kann gleichermaßen durch Ablauf einer maximalen Zeitdauer t oder durch Erreichen einer maximalen Temperatur TX bestimmt werden.FIG. 4 shows a flow diagram for an advantageous control of the device according to FIGS. 1 and 2. When the soot filter is loaded, the burner 1 is only ignited if the operating point of the engine 3 lies within the ignition map Z. Likewise, in order to prevent undesired emissions, the burner 1 is switched off when the engine operating point shifts so much that it lies outside the combustion map B. The end of the regeneration can equally be determined by the expiry of a maximum time t or by reaching a maximum temperature TX.

Claims (17)

1. Verfahren zum Reinigen eines Rußfilters (4) in der Abgasleitung (2) eines Dieselmotors (3) unter Last, wobei
- der Gesamtabgasstrom (S1) in einen Abgasteil­strom (AT) und einen Hauptabgasstrom (AH) aufgeteilt wird,
- der Abgasteilstrom (AT) in eine Brennkammer (14) geleitet wird, in welcher eine Kraftstoff­düse (5) und eine dieser zugeordnete elektri­sche Zündvorrichtung eingebaut sind,
- der Abgasteilstrom (AT) in der Brennkammer (14) mit dort eingespritztem Kraftstoff gezündet wird, wobei ein Heizgas entsteht und
- das die Brennkammer (14) verlassende Heizgas mit dem an der Brennkammer vorbeigeleiteten Hauptabgasstrom (AH) vereinigt und das dadurch entstehende Brenngas dem Rußfilter (4) zugeführt wird, wo es den Abbrand des dort angesammelten Rußes einleitet,
dadurch gekennzeichnet,
- daß die Regeneration bei beladenem Rußfilter (4) nur eingeleitet wird, wenn der Motorbetriebspunkt innerhalb eines vorgegebenen Zündkennfeldes (Z) liegt,
- daß die Kraftstoffeinspritzung in die Brennkammer unterbrochen wird, wenn der Motorbetriebspunkt außerhalb eines vorgegebenen Brennkennfeldes (B) liegt und
- daß das Brennkennfeld (B) größer ist als das Zündkennfeld (Z).1. A method for cleaning a soot filter (4) in the exhaust pipe (2) of a diesel engine (3) under load, wherein
the total exhaust gas stream (S1) is divided into a partial exhaust gas stream (AT) and a main exhaust gas stream (AH),
- The partial exhaust gas flow (AT) is passed into a combustion chamber (14) in which a fuel nozzle (5) and an electrical ignition device assigned to it are installed,
- The partial exhaust gas stream (AT) is ignited in the combustion chamber (14) with fuel injected there, a heating gas being produced and
- The heating gas leaving the combustion chamber (14) is combined with the main exhaust gas flow (AH) directed past the combustion chamber and the resulting fuel gas is fed to the soot filter (4), where it initiates the combustion of the soot accumulated there.
characterized,
- That the regeneration is only initiated when the soot filter (4) is loaded when the engine operating point is within a predetermined ignition map (Z),
- That the fuel injection in the combustion chamber is interrupted when the engine operating point is outside a predetermined combustion map (B) and
- That the combustion map (B) is larger than the ignition map (Z). 2. Verfahren nach Anspruch 1,
dadurch gekennzeichnet,
daß die Temperatur (T3) des Brenngases vor dem Rußfilter (4) gemessen und als Regel größe für die Menge des eingespritzten Kraftstoffs verwendet wird.2. The method according to claim 1,
characterized,
that the temperature (T3) of the fuel gas upstream of the soot filter (4) is measured and used as a control variable for the amount of fuel injected. 3. Verfahren nach Anspruch 1,
dadurch gekennzeichnet,
daß zur Ermittlung der Filterbeladung eine Druck­messung vor dem Rußfilter (4) erfolgt und daß der momentane Druck vor dem Rußfilter (4) mit einem Druckkennfeld verglichen wird, welches eine Abhängigkeit des Druckes von der Motorlast, der Drehzahl und der Abgastemperatur berücksichtigt.3. The method according to claim 1,
characterized,
that to determine the filter load, a pressure measurement is carried out in front of the soot filter (4) and that the instantaneous pressure in front of the soot filter (4) is compared with a pressure map which takes into account a dependence of the pressure on the engine load, the speed and the exhaust gas temperature. 4. Verfahren nach Anspruch 1,
dadurch gekennzeichnet,
daß die Einleitung der Regeneration unterdrückt wird, wenn der Motorbetriebspunkt nur kurzzeitig innerhalb des Zündkennfeldes (Z) liegt.4. The method according to claim 1,
characterized,
that the initiation of regeneration is suppressed if the engine operating point is only briefly within the ignition map (Z). 5. Verfahren nach Anspruch 1,
dadurch gekennzeichnet,
daß die Kraftstoffdüse (5) zwischen den Regenera­tionsphasen mit Luft durchspült wird.5. The method according to claim 1,
characterized,
that the fuel nozzle (5) is flushed with air between the regeneration phases. 6. Verfahren nach Anspruch 1,
dadurch gekennzeichnet,
daß nach Beginn der Kraftstoffeinspritzung die Temperatur (T2) im Brenner (1) über einen vorgege­benen Zeitraum gemessen und ihr Anstieg zur Überprüfung des Erfolges der eingeleiteten Verbren­nung verwendet wird.6. The method according to claim 1,
characterized,
that after the start of fuel injection, the temperature (T2) in the burner (1) is measured over a predetermined period of time and its increase is used to check the success of the combustion initiated. 7. Verfahren nach Anspruch 1,
dadurch gekennzeichnet,
daß der Abgasteilstrom (AT) der Brennkammer (14) mit einem Drall zugeführt wird.7. The method according to claim 1,
characterized,
that the exhaust gas partial flow (AT) of the combustion chamber (14) is supplied with a swirl. 8. Verfahren nach Anspruch 1,
dadurch gekennzeichnet,
daß das Heizgas über ein flammenerhaltendes Einsatzstück (25) geleitet wird.8. The method according to claim 1,
characterized,
that the heating gas is passed over a flame-maintaining insert (25). 9. Verfahren nach Anspruch 1,
dadurch gekennzeichnet,
daß der Hauptabgasstrom (AH) die Brennkammer (14) umströmt.9. The method according to claim 1,
characterized,
that the main exhaust gas stream (AH) flows around the combustion chamber (14). 10. Vorrichtung zum Reinigen eines Rußfilters (4) in der Abgasleitung (2) eines Dieselmotors (3) unter Last, mit einer vor dem Rußfilter (4) angeordneten Brennkammer (14) in welcher eine Kraftstoffdüse (5) und eine dieser zuge­ordnete elektrische Zündvorrichtung eingebaut sind, und mit einer die Brennkammer (14) umgehenden Bypass-Leitung,
gekennzeichnet durch ein am Eingang in die Brennkammer (14) angeordnetes Drallblech (17) und ein ausgangseitig in der Brennkammer (14) angeordnetes flammenerhaltendes Einsatzstück (25), wobei Zündvorrichtung und Kraftstoffdüse (5) zwischen dem Drallblech (17) und dem Einsatzstück (25) angeordnet sind.10. Device for cleaning a soot filter (4) in the exhaust line (2) of a diesel engine (3) under load, with a front of the soot filter (4) arranged combustion chamber (14) in which a fuel nozzle (5) and an electrical ignition device associated therewith are installed, and with a bypass line that bypasses the combustion chamber (14),
characterized by a swirl plate (17) arranged at the entrance to the combustion chamber (14) and a flame-retaining insert (25) arranged on the outlet side in the combustion chamber (14), the ignition device and fuel nozzle (5) between the swirl plate (17) and the insert (25 ) are arranged. 11. Vorrichtung nach Anspruch 10,
dadurch gekennzeichnet,
daß die Zündvorrichtung ein oder mehrere Zünd­elektroden (6) umfaßt, welche jeweils dicht vor der Mündung der Kraftstoffdüse (5) angeordnet sind und daß die Sprührichtung der Kraftstoff­düse (5) quer zur Durchströmungsrichtung der Brennkammer (14) verläuft.11. The device according to claim 10,
characterized,
that the ignition device comprises one or more ignition electrodes (6), which are each arranged close to the mouth of the fuel nozzle (5) and that the spray direction of the fuel nozzle (5) runs transversely to the flow direction of the combustion chamber (14). 12. Vorrichtung nach Anspruch 11,
dadurch gekennzeichnet,
daß die Kraftstoffdüse (5) und die Zündelektroden (6) auf einer gemeinsamen Montageplatte (19) angeordnet sind.12. The device according to claim 11,
characterized,
that the fuel nozzle (5) and the ignition electrodes (6) are arranged on a common mounting plate (19). 13. Vorrichtung nach Anspruch 10,
dadurch gekennzeichnet,
daß das flammenerhaltende Einsatzstück (25) einen Glühkörper (24) umfaßt.13. The apparatus according to claim 10,
characterized,
that the flame-retaining insert (25) comprises a glow body (24). 14. Vorrichtung nach Anspruch 10,
dadurch gekennzeichnet,
daß das Drallblech (17) als Scheibe mit verwundenen radial abstehenden Schaufeln (18) ausgebildet ist.14. The apparatus of claim 10,
characterized,
that the swirl plate (17) is designed as a disc with twisted radially projecting blades (18). 15. Vorrichtung nach Anspruch 10,
dadurch gekennzeichnet,
daß die Brennkammer (14) von einem Brennerge­häuse (13) eingehüllt ist, derart, daß ein als Bypass-Leitung für den Hauptabgasstrom (AH) dienender Ringraum (15) zwischen dem Brenner­gehäuse (13) und der Brennkammerwand ausgebildet ist.15. The apparatus according to claim 10,
characterized,
that the combustion chamber (14) is encased by a burner housing (13) in such a way that an annular space (15) serving as a bypass line for the main exhaust gas flow (AH) is formed between the burner housing (13) and the combustion chamber wall. 16. Vorrichtung nach Anspruch 15,
dadurch gekennzeichnet,
daß in dem Brennergehäuse (13) in Strömungs­richtung vor der Brennkammer (14) Leitbleche (26) zur Vergleichmäßigung der Strömung vorgesehen sind.16. The apparatus of claim 15,
characterized,
that baffles (26) are provided in the burner housing (13) in the direction of flow in front of the combustion chamber (14) to make the flow more uniform. 17. Vorrichtung nach Anspruch 10,
dadurch gekennzeichnet,
daß die Kraftstoffdüse (5) einen Anschluß für eine Lufteinspeisung (23) und ein Proportional­ventil (12) zur Regelung der eingespritzten Kraftstoffmenge aufweist.17. The apparatus of claim 10,
characterized,
that the fuel nozzle (5) has a connection for an air feed (23) and a proportional valve (12) for regulating the amount of fuel injected.
EP90105424A 1989-09-12 1990-03-22 Method and apparatus for cleaning a soot filter Expired - Lifetime EP0417383B1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
HU907970A HU209182B (en) 1989-09-12 1990-08-31 Method and apparatus for cleaning the soot-filter built into the exhaust manifold of diesel-engine
KR1019910700478A KR0145522B1 (en) 1989-09-12 1990-08-31 Method and apparatus for cleaning a soot filter
JP2512008A JPH04502051A (en) 1989-09-12 1990-08-31 Method and device for cleaning soot filters
BR909006917A BR9006917A (en) 1989-09-12 1990-08-31 PROCESS AND DEVICE FOR CLEANING A SOOT FILTER

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3930428 1989-09-12
DE3930428 1989-09-12

Publications (3)

Publication Number Publication Date
EP0417383A2 true EP0417383A2 (en) 1991-03-20
EP0417383A3 EP0417383A3 (en) 1991-05-02
EP0417383B1 EP0417383B1 (en) 1994-03-02

Family

ID=6389256

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90105424A Expired - Lifetime EP0417383B1 (en) 1989-09-12 1990-03-22 Method and apparatus for cleaning a soot filter

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Country Link
EP (1) EP0417383B1 (en)
KR (1) KR0145522B1 (en)
DE (1) DE59004756D1 (en)
WO (1) WO1991004394A1 (en)

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DE4303709A1 (en) * 1993-02-09 1994-08-11 Kloeckner Humboldt Deutz Ag Diesel particle filter system
DE4303711A1 (en) * 1993-02-09 1994-08-11 Kloeckner Humboldt Deutz Ag Diesel particle filter system
DE4303625A1 (en) * 1993-02-09 1994-08-11 Kloeckner Humboldt Deutz Ag Method for the regeneration of particle filter systems
EP1785605A2 (en) 2005-11-11 2007-05-16 Volkswagen Aktiengesellschaft Method for the regeneration of a diesel particulate filter and corresponding transmission control
DE102007021598A1 (en) * 2007-05-08 2008-11-20 Bayerische Motoren Werke Aktiengesellschaft Device for distributing flowable additives in exhaust systems
DE102014108878A1 (en) * 2014-06-25 2015-12-31 Twintec Technologie Gmbh Method for operating an exhaust gas burner

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US7025810B2 (en) 2004-01-13 2006-04-11 Arvin Technologies, Inc. Method and apparatus for shutting down a fuel-fired burner of an emission abatement assembly
US7908847B2 (en) 2004-01-13 2011-03-22 Emcon Technologies Llc Method and apparatus for starting up a fuel-fired burner of an emission abatement assembly
US7581389B2 (en) 2004-01-13 2009-09-01 Emcon Technologies Llc Method and apparatus for monitoring ash accumulation in a particulate filter of an emission abatement assembly
US8641411B2 (en) 2004-01-13 2014-02-04 Faureua Emissions Control Technologies, USA, LLC Method and apparatus for directing exhaust gas through a fuel-fired burner of an emission abatement assembly
US7118613B2 (en) 2004-01-13 2006-10-10 Arvin Technologies, Inc. Method and apparatus for cooling the components of a control unit of an emission abatement assembly
US7243489B2 (en) 2004-01-13 2007-07-17 Arvin Technologies, Inc. Method and apparatus for monitoring engine performance as a function of soot accumulation in a filter
US7685811B2 (en) 2004-01-13 2010-03-30 Emcon Technologies Llc Method and apparatus for controlling a fuel-fired burner of an emission abatement assembly
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DE4130376A1 (en) * 1991-09-12 1993-03-18 Eberspaecher J DEVICE FOR REMOVING PARTICLES FROM DIESEL ENGINE EXHAUST GAS
DE4303625B4 (en) * 1993-02-09 2005-02-10 Deutz Ag Process for the regeneration of particle filter systems
DE4303711A1 (en) * 1993-02-09 1994-08-11 Kloeckner Humboldt Deutz Ag Diesel particle filter system
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DE102007021598A1 (en) * 2007-05-08 2008-11-20 Bayerische Motoren Werke Aktiengesellschaft Device for distributing flowable additives in exhaust systems
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DE102014108878A1 (en) * 2014-06-25 2015-12-31 Twintec Technologie Gmbh Method for operating an exhaust gas burner

Also Published As

Publication number Publication date
EP0417383B1 (en) 1994-03-02
KR0145522B1 (en) 1998-08-17
DE59004756D1 (en) 1994-04-07
WO1991004394A1 (en) 1991-04-04
EP0417383A3 (en) 1991-05-02
KR920701619A (en) 1992-08-12

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