DPF regeneration heating device

Abstract

The present invention discloses a DPF regeneration temperature-raising device, comprising a body and an ignition combustion device, wherein a heating chamber and a shunt chamber are arranged in the body, the inlet end of the shunt chamber is connected to the exhaust outlet of an internal combustion engine, a partition 1 is arranged between the heating chamber and the shunt chamber, the ignition combustion device comprises an ignition rod and an air pipe, the inlet end of the air pipe is connected to a compressed air pipe and the ignition rod, the outlet end is connected to the heating chamber, a partition 2 is fixedly connected to the end of the heating chamber, the ignition rod is connected to a gas pipe, the heating chamber is connected to an air intake pipe, an air vent connecting the heating chamber and the shunt chamber is arranged on the partition 1, a heat-conducting shunt pipe is arranged in the heating chamber, the inlet end of the heat-conducting shunt pipe is connected to the shunt chamber, and the outlet end of the heat-conducting shunt pipe is connected to an exhaust port. The present invention provides a continuous and stable fuel combustion, and through the large amount of heat generated by the fuel combustion, the airflow lifting temperature is continuously increased through two heatings, and the exhaust gas of the internal combustion engine is heated to a required specific temperature range, with fast heating, good airflow uniformity, and high safety.

Description

Technical Field

[0001] The invention relates to the technical field of internal combustion engine tail gas treatment, and in particular to a DPF regeneration and heating device. Background Art

[0002] A diesel engine is an engine that releases energy by burning diesel. The fuel used in a diesel engine is diesel, which has a higher viscosity than gasoline and is not easy to evaporate, but its auto-ignition temperature is lower than gasoline. The advantages of a diesel engine are high torque and good economic performance. Therefore, it is widely used in large diesel equipment, especially in trucks. For example, high-power high-speed diesel engines are mainly used in heavy-duty trucks, large buses, construction machinery, ships, generator sets, etc.

[0003] However, due to the high working pressure, diesel engines require all relevant parts to have high structural strength and rigidity, so diesel engines are relatively bulky and large in size; the manufacturing precision of diesel engine injection pumps and nozzles is high, so the cost is relatively high; in addition, diesel engines work roughly, with large vibration and noise; diesel is not easy to evaporate, and it is difficult to start when the car is cold in winter. Due to the above characteristics, diesel engines were generally used in large and medium-sized trucks in the past. In addition, because diesel engines are relatively bulky, the power per liter index is not as good as that of gasoline engines (low speed), the noise and vibration are high, and the carbon smoke and particulate (PM) emissions are relatively serious, so they have rarely been favored by cars. In particular, with the new development of small high-speed diesel engines, a number of advanced technologies, such as electronically controlled direct injection, common rail, turbocharging, intercooling and other technologies, have been applied to small diesel engines, so that the shortcomings of the original diesel engines have been better solved, and the advantages of diesel engines in energy saving and CO2 emissions are irreplaceable by all thermal engines including gasoline engines, making them "green engines".

[0004] However, due to the serious carbon smoke and particle emissions from diesel vehicles, the application of diesel vehicles has been greatly restricted.

[0005] The focus of diesel engine emission pollutant control is PM. In order to reduce diesel engine particulate emissions to meet emission standards and regulations, in addition to in-engine purification, post-treatment devices must also be used. The particulate filter (DPF) is one of the most effective and promising post-treatment technologies currently proposed to control particulate emissions.

[0006] The particulate filter can reduce the soot produced by diesel engines by more than 90%. The captured particulate matter is then removed by regeneration. The so-called filter regeneration means that during the long-term operation of the DPF, the gradual increase of particulate matter in the particulate filter will cause the engine back pressure to increase, resulting in a decrease in engine performance. Therefore, the deposited particulate matter should be removed regularly to restore the filtering performance of the DPF. There are two methods for regenerating the particulate filter: active regeneration and passive regeneration. Active regeneration refers to the use of external energy to increase the temperature in the particulate filter so that the particles can ignite and burn. When the temperature in the particulate filter reaches 550°C, the deposited particulate matter will oxidize and burn. If the temperature does not reach 550°C, too much sediment will clog the particulate filter. At this time, it is necessary to use external energy (such as electric heaters, burners or changes in engine operating conditions) to increase the temperature in the DPF so that the particulate matter can oxidize and burn. Passive regeneration refers to the use of fuel additives or catalysts to reduce the ignition temperature of the particles so that the particles can ignite and burn at normal diesel engine exhaust temperatures. Additives (such as cerium, iron and strontium) must be added to the fuel in a certain proportion. Too much additive will affect the life of the DOC, but too little will cause regeneration delays or increased regeneration temperatures.

[0007] However, most of the existing DPF active regeneration devices have a constantly changing speed of the internal combustion engine, which causes the exhaust gas flow to constantly change, resulting in poor airflow uniformity, uncontrollable combustion process, poor airflow uniformity in the combustion chamber, slow heating, low fuel utilization, and potential safety hazards. Summary of the invention

[0008] In order to solve the above technical problems, the present invention designs a DPF regeneration and heating device. Through the DPF regeneration and heating device, a continuous and stable fuel combustion is given, and a large amount of heat generated by the fuel combustion is used to continuously increase the air flow starting temperature through two heatings, and the exhaust gas of the internal combustion engine is heated to a required specific temperature range.

[0009] The present invention adopts the following technical solution:

[0010] A DPF regeneration and heating device comprises a body and an ignition and combustion device, wherein a heating chamber and a diversion chamber are arranged in the body, an inlet end of the diversion chamber is connected to an exhaust outlet of an internal combustion engine, a partition plate 1 is arranged between the heating chamber and the diversion chamber, the ignition and combustion device comprises an ignition rod and an air pipe, an inlet end of the air pipe is connected to a compressed air pipe and the ignition rod, and an outlet end is connected to the heating chamber, a partition plate 2 is fixedly connected to the end of the heating chamber, the ignition rod is connected to a gas pipe, an air inlet pipe is connected in the heating chamber, an air vent connecting the heating chamber and the diversion chamber is arranged on the partition plate 1, a heat-conducting diversion pipe is arranged in the heating chamber, an inlet end of the heat-conducting diversion pipe is connected to the diversion chamber, and an outlet end of the heat-conducting diversion pipe is connected to an exhaust port.

[0011] Preferably, the outlet end of the gas pipe is arranged along the diversion chamber directly opposite to the heating chamber. When heating, the burning flame is directed inward during heating. The fully burned gas is discharged from the heating chamber to the diversion chamber, and then to the diversion pipe. At this time, the flame has undergone multiple turns, and no open flame will appear when discharged, so there is no safety hazard.

[0012] Preferably, an auxiliary combustion ring is provided in the outlet end of the air pipe.

[0013] Preferably, the heat-conducting shunt pipe is a copper shunt pipe, which can perform secondary heating on the passing gas by heat conduction.

[0014] Preferably, the end of the air inlet pipe is directly opposite to the air pipe outlet end, and a plurality of circles of air inlet holes are evenly arranged at the end of the air inlet pipe.

[0015] Preferably, a temperature sensor is provided in the heating chamber, and a controller is connected to the temperature sensor and the ignition rod. After the temperature sensor knows that the internal temperature reaches a certain temperature, the controller is fed back, and the controller controls the ignition rod to stop energizing.

[0016] Preferably, a diverter plate with a bell-shaped configuration is fixedly connected between the air pipe outlet end and the partition.

[0017] Preferably, the air pipe inlet end is fixedly connected to the machine body via a fixing seat, a ventilation channel is provided in the fixing seat, and the air pipe is connected to the compressed air pipe and the ignition rod via the fixing seat.

[0018] The beneficial effects of the present invention are: (1) combustion is carried out in the heating chamber, and the fully burned gas is discharged from the heating chamber to the diversion chamber, and then to the diversion pipe and then discharged. At this time, the flame has undergone multiple turns, and no open flame will appear when discharged, there is no safety hazard, and the safety is high; (2) by compressing the air, the combustion chamber is allowed to burn under oxygen-rich conditions, the heat energy conversion rate is high, and the heat conduction diversion pipe can perform secondary heating on the passing gas by heat conduction. Through the secondary heating, the heat utilization rate is high and the loss is small; (3) through the secondary heating, the exhaust gas temperature rising point is continuously improved, so that the overall temperature rises faster, and the airflow is evenly discharged through the diversion plate and the diversion pipe, and the airflow uniformity is good; (4) after adopting this patent, the pressure in the heating chamber is greater than that in the diversion chamber, so the exhaust gas of the internal combustion engine will not enter the heating chamber, making the combustion process stable and controllable, thereby greatly improving the performance and being suitable for complex working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the present invention;

[0020] Figure 2 It is a structural partition schematic diagram of the present invention;

[0021] Figure 3It is a schematic diagram of the gas flow direction when the present invention is used;

[0022] Figure 4 yes Figure 3 A cross-sectional view in the AA direction;

[0023] Figure 5 It is a structural schematic diagram of temperature detection points at various locations when the present invention is used;

[0024] In the figure: 1. air pipe, 2. fixing seat, 3. ignition rod, 4. air inlet pipe, 5. partition plate 1, 6. temperature sensor, 7. partition plate 2, 8. diverter plate, 9. auxiliary combustion ring, 10. heat conduction diverter pipe, 11. diverter chamber, 12. heating chamber, 13. air vent. DETAILED DESCRIPTION

[0025] The technical solution of the present invention is further described in detail below through specific embodiments and in conjunction with the accompanying drawings:

[0026] Example: As attached Figure 1-2 As shown, a DPF regeneration and heating device includes a body and an ignition and combustion device, a heating chamber 12 and a diverter chamber 11 are arranged in the body, the inlet end of the diverter chamber is connected to the exhaust outlet of the internal combustion engine, a partition 5 is arranged between the heating chamber and the diverter chamber, the ignition and combustion device includes an ignition rod 3 and an air pipe 1, the inlet end of the air pipe is connected to the compressed air pipe and the ignition rod, and the outlet end is connected to the heating chamber, a partition 2 is fixedly connected to the end of the heating chamber, the ignition rod is connected to the gas pipe, the heating chamber is connected to the air intake pipe 4, the partition 1 is provided with an air vent 13 connecting the heating chamber and the diverter chamber, a heat-conducting diverter pipe 10 is arranged in the heating chamber, the inlet end of the heat-conducting diverter pipe is connected to the diverter chamber, and the outlet end of the heat-conducting diverter pipe is connected to the exhaust port.

[0027] The outlet end of the air pipe is arranged along the diversion chamber directly opposite to the heating chamber. A temperature sensor 6 is arranged in the heating chamber, and a controller is connected between the temperature sensor and the ignition rod. The heat-conducting diversion pipe is a copper diversion pipe. The end of the inlet pipe is directly opposite to the outlet end of the air pipe, and a plurality of circles of air inlet holes are evenly arranged at the end of the inlet pipe. An auxiliary combustion circle 9 is arranged in the outlet end of the air pipe. A diversion plate 8 arranged in a trumpet shape is fixedly connected between the outlet end of the air pipe and the partition. The inlet end of the air pipe is fixedly connected to the body through a fixing seat 2, and a ventilation channel is arranged in the fixing seat. The air pipe is connected to the compressed air pipe and the ignition rod through the fixing seat.

[0028] As attached Figure 3 As shown, when the DPF regeneration and heating device is in use, it is divided into a diversion chamber and a heating chamber, wherein the heating chamber is connected to the diversion chamber through the air holes on the partition plate 1, and is separated from other parts by the partition plate 2.

[0029] When the system is not started, the exhaust gas of the internal combustion engine is diverted to a number of diversion pipes through the diversion plate, so that the airflow is evenly delivered.

[0030] When the DPF regeneration and heating device is actively regenerated and started, compressed air is input from the fixed seat and the intake pipe. After the ignition rod is energized, fuel is injected to make the fuel burn in the compressed air. The burning fuel and gas mixture (the fuel is not fully burned at this time) is pushed into the heating chamber through the air pipe. In the heating chamber, the mixed gas is fully burned with the compressed air input from the intake pipe and evenly diverted through the small holes.

[0031] During this process, the auxiliary combustion ring continuously absorbs heat, making the temperature of the auxiliary combustion ring reach above the ignition point of the fuel. After the temperature sensor knows that the internal temperature reaches a certain temperature, the ignition rod stops energizing, and fuel and compressed air continue to be added. The fuel and compressed air mixture reaches the combustion ring through the intake pipe, so that the fuel continues to burn.

[0032] During the continuous combustion process in the combustion chamber, heat is transferred to the continuously flowing exhaust gas of the internal combustion engine through the copper shunt pipe, causing the exhaust gas of the internal combustion engine to heat up.

[0033] The high-temperature heat flow in the combustion chamber is discharged to the diverter chamber through the air holes of partition one (the pressure in the combustion chamber is greater than that in the diverter chamber). The high-temperature heat flow is mixed with the exhaust gas of the internal combustion engine to increase its temperature. When it enters the diverter pipe, the fuel in the combustion chamber is burned. The heat is conducted to the continuously flowing exhaust gas of the internal combustion engine through the copper diverter pipe for secondary heating before being discharged.

[0034] When the mixed gas is discharged, the gas is heated again and the temperature can reach the required level.

[0035] The gas uniformity is good through the distribution pipes densely distributed on the partition. The number of distribution pipes can be 1-100 according to the working conditions.

[0036] As attached Figure 4 As shown, the temperature of 9 different ventilation positions on the partition board was tested at different time periods, and the test results are as follows:

[0037]

[0038] It can be seen that the present invention has fast heating, good airflow uniformity, uniform temperatures at 9 different ventilation positions, and can quickly heat the exhaust gas of the internal combustion engine to a required specific temperature range.

[0039] The above-described embodiment is only a preferred solution of the present invention and does not limit the present invention in any form. There are other variations and modifications without exceeding the technical solution described in the claims.

Claims

1. A DPF regeneration and heating device, comprising a body and an ignition combustion device, wherein a heating chamber and a diversion chamber are arranged in the body, and the inlet end of the diversion chamber is connected to the exhaust outlet of the internal combustion engine, wherein: A partition plate 1 is arranged between the heating chamber and the diversion chamber, the ignition combustion device comprises an ignition rod and an air pipe, the inlet end of the air pipe is connected to the compressed air pipe and the ignition rod, and the outlet end is connected to the heating chamber, a partition plate 2 is fixedly connected to the end of the heating chamber, the ignition rod is connected to the gas pipe, the heating chamber is connected to the air inlet pipe, the partition plate 1 is provided with an air hole connecting the heating chamber and the diversion chamber, a heat-conducting diversion pipe is arranged in the heating chamber, the inlet end of the heat-conducting diversion pipe is connected to the diversion chamber, and the outlet end of the heat-conducting diversion pipe is connected to the exhaust port; When the device is not started, the exhaust gas of the internal combustion engine is diverted to a number of heat-conducting diverter pipes, so that the airflow is evenly delivered; When the device is started, compressed air is input from the air pipe and the intake pipe respectively. After the ignition rod is energized, fuel is injected to make the fuel burn in the compressed air. The incompletely burned fuel and gas mixture is pushed into the heating chamber through the air pipe. In the heating chamber, the mixed gas is fully burned with the compressed air input from the intake pipe. The high-temperature heat flow in the heating chamber is discharged to the diversion chamber through multiple air holes of the partition plate 1, mixed with the exhaust gas of the internal combustion engine to increase the temperature, and enters the heat-conducting diversion pipe. The combustion heat in the heating chamber is also conducted through the heat-conducting diversion pipe to the continuously flowing exhaust gas of the internal combustion engine for secondary heating.

2. The DPF regeneration and temperature raising device according to claim 1, characterized in that: The outlet end of the air pipe is arranged along the diversion chamber directly facing the heating chamber.

3. The DPF regeneration and temperature raising device according to claim 1, characterized in that: An auxiliary combustion ring is arranged inside the air pipe outlet end.

4. The DPF regeneration and temperature raising device according to claim 1, characterized in that: The heat-conducting shunt pipe is a copper shunt pipe.

5. The DPF regeneration and temperature raising device according to claim 1, characterized in that: The end of the air inlet pipe is directly opposite to the air pipe outlet end, and a plurality of circles of air inlet holes are evenly arranged at the end of the air inlet pipe.

6. The DPF regeneration and temperature raising device according to claim 3, characterized in that: The heating chamber is provided with a temperature sensor, and the temperature sensor and the ignition rod are connected with a controller.

7. The DPF regeneration and temperature raising device according to claim 1, characterized in that: A diverter plate arranged in a bell-mouth shape is fixedly connected between the air pipe outlet end and the partition plate.

8. The DPF regeneration and temperature raising device according to claim 1, characterized in that: The inlet end of the air pipe is fixedly connected to the machine body through a fixing seat, a ventilation channel is arranged in the fixing seat, and the air pipe is connected to the compressed air pipe and the ignition rod through the fixing seat.

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