Method for operating a burner of a motor vehicle

Abstract

The invention relates to a method for operating a burner (42). The burner (42) comprises a combustion chamber (58) in which a mixture of air and liquid fuel can be ignited, an inner swirl chamber (62) through which a first portion of the air can flow and which causes the first portion of the air to flow in a swirling manner, the inner swirl chamber having a first flow outlet (64) through which the first portion of the air flowing through the inner swirl chamber (62) can flow, the first portion of the air being able to be fed out of the inner swirl chamber (62) via the first flow outlet, and an input piece (66) having at least one outlet (70) through which liquid fuel can flow and which is arranged in the inner swirl chamber (62), by means of which the fuel can be fed into the inner swirl chamber (62) via the outlet (70), the first flow outlet (64) of the inner swirl chamber also being able to be fed out of the input piece (66) via the outlet (70) and by the fuel flowing through it.

Description

Technical Field

[0001] The present invention relates to a method for operating a burner of a motor vehicle (for making the burner of the motor vehicle work), the motor vehicle having an exhaust passage through which exhaust gas (exhaust gas) from an internal combustion engine can flow. Background Technology

[0002] Motor vehicles with internal combustion engines and exhaust devices (exhaust systems), also known as exhaust passages, are known from conventional technology, particularly from mass vehicle manufacturing. Each exhaust passage is through which exhaust gas from an internal combustion engine, also referred to as an internal combustion engine, flows. In certain operating states or conditions of the corresponding internal combustion engine, high exhaust temperatures may be desirable in order to rapidly heat and / or insulate the exhaust (after)treatment devices arranged in the exhaust passages, for example, but here, the exhaust temperature is not high enough under these operating states or conditions.

[0003] DE 10 2006 015 841 B3 discloses a combustor for a motor vehicle having an exhaust passage through which exhaust gas from an internal combustion engine can flow. The combustor has a combustion chamber in which a mixture containing air and liquid fuel can be ignited and combusted. An inner vortex chamber is provided therein through which a first portion of air flows, causing the first portion of air to flow in a vortex manner. An inlet with an outlet is provided in the inner vortex chamber, through which fuel can be fed into the inner vortex chamber via the outlet. The inner vortex chamber is surrounded by an outer vortex chamber through which a second portion of air flows, causing the second portion of air to flow in a vortex manner. The inner vortex chamber has a first outlet, and the outer vortex chamber has a second outlet, through which the respective portions of air and fuel can be fed into the combustion chamber. Summary of the Invention

[0004] The objective of this invention is to provide a method for operating a burner in a motor vehicle, thereby enabling the burner to operate in a particularly advantageous manner.

[0005] This task is accomplished by a method having the features described below. Advantageous designs with suitable inventive improvements are also described below.

[0006] The first aspect of the invention relates to a method for operating a burner in a motor vehicle having an exhaust passage through which exhaust gas from an internal combustion engine, also known as an internal combustion engine, flows. This means that a motor vehicle, preferably designed as an automobile and more preferably a passenger car, has the internal combustion engine and exhaust passage in its fully manufactured state and can be driven by the internal combustion engine. During the ignition operation of the internal combustion engine, a combustion process occurs in the internal combustion engine, particularly in at least one or more combustion chambers, thereby producing exhaust gas from the internal combustion engine. The exhaust gas can flow out of each combustion chamber and into the exhaust passage, thus flowing through the exhaust passage, also known as an exhaust device. At least one component, such as an exhaust treatment component for treating the exhaust gas, can be provided in the exhaust passage. The exhaust treatment component is, for example, a catalyst, particularly an SCR catalyst, wherein, for example, selective catalytic reduction (SCR) can be catalytically assisted and / or achieved by means of an SCR catalyst. In selective catalytic reduction, at least part of the nitrogen oxides that may be present in the exhaust gas are removed by reacting the nitrogen oxides with ammonia to produce nitrogen and water. The ammonia is provided, for example, by a reducing agent, particularly liquid. In addition, exhaust treatment components may be or include particulate filters, especially diesel particulate filters, which can filter out particles contained in the exhaust, especially carbon black particles.

[0007] The combustor has a combustion chamber in which a mixture containing air and liquid fuel is ignited and thus combusted. The combustion of the mixture produces combustor exhaust, particularly within the combustion chamber, which is also referred to as combustor exhaust. The combustor exhaust can, for example, flow out of the combustion chamber and, particularly at an inlet, into an exhaust passage, which is arranged, for example, upstream of the component in the direction of flow of the internal combustion engine exhaust flowing through the exhaust passage. As a result, the combustor exhaust can, for example, flow through the component, thereby heating the component. It is also conceivable that the combustor exhaust can flow out of the combustion chamber and into the exhaust passage, thereby mixing with the internal combustion engine exhaust and / or gas flowing through the exhaust passage, thereby heating the internal combustion engine exhaust or gas. In other words, a very high temperature, also referred to as exhaust temperature, of the internal combustion engine exhaust or gas can be achieved. Due to the high exhaust temperature, the component can be heated because the exhaust or gas flows through the component. Therefore, exhaust from the combustion chamber, for example, is introduced into the exhaust passage at the aforementioned inlet and further into the exhaust or gas flowing through the exhaust passage. For example, an electrically operable ignition device is provided in the combustion chamber, thereby generating at least one ignition spark to ignite the mixture, particularly within the combustion chamber and / or using electrical energy or current. The ignition device is, for example, a spark plug, but may also be a glow plug (preheating plug).

[0008] The burner has an inner vortex chamber through which a first portion of air that can form a mixture flows, causing the first portion of air to flow in a vortex-like manner. The inner vortex chamber is therefore preferably arranged upstream of the combustion chamber in the direction of flow of the first portion of air flowing through it. The inner vortex chamber has, in particular, a first outlet through which the first portion of air flowing through it can be discharged from the inner vortex chamber and, for example, fed into the combustion chamber. The feature “the inner vortex chamber causes or can cause a vortex flow of the first portion of air flowing through it” specifically refers to the first portion of air flowing in a vortex-like manner within the vortex chamber, thus flowing in a vortex-like manner through at least one longitudinal region of the vortex chamber, and / or the first portion of air first exhibiting its vortex flow at least in a first flow region arranged downstream of the inner vortex chamber and outside the inner vortex chamber, for example, arranged within the combustion chamber. In particular, it is conceivable that the first portion of air flows out of the inner vortex chamber in a vortex shape via the first flow outlet and / or flows into the combustion chamber in a vortex shape, and therefore it is more preferable that the first portion of air exhibits its vortex flow at least within the combustion chamber.

[0009] Furthermore, the burner has an inlet, particularly an injector, having at least one or exactly one outlet through which liquid fuel can flow. The outlet is arranged in the inner vortex chamber such that the inlet, particularly the injector, or an inlet passage through which liquid fuel can flow, enters the inner vortex chamber via the outlet. With the aid of the inlet, fuel flowing through the outlet can be directly fed into, particularly injected into, the inner vortex chamber, so that the first flow outlet can also be through which liquid fuel flowing out from and particularly injected from the injector and thus directly fed into, particularly injected into, the inner vortex chamber. This specifically means that a first portion of air and fuel can flow along a common first flow direction through the first flow outlet and thereby out of the inner vortex chamber.

[0010] Furthermore, the burner includes an outer vortex chamber that, in particular, completely surrounds at least one longitudinal region of the inner vortex chamber in its circumferential direction, and therefore preferably also surrounds the first flow outlet. The circumferential direction of the inner vortex chamber extends, for example, around the aforementioned first flow direction, which coincides, for example, with the axial direction of the inner vortex chamber and, consequently, the first flow outlet. Preferably, the inner vortex chamber terminates at the first flow outlet or its end in the flow direction of the first portion (air) flowing through the first flow outlet and, consequently, in the flow direction of the fuel flowing through the first flow outlet, and therefore in the axial direction of the inner vortex chamber and, consequently, the first flow outlet. The outer vortex chamber can be through which a second portion of air flows and is designed to create a vortex flow of the second portion of air. This specifically refers to the second portion of air flowing within the outer vortex chamber, thus vortexing through at least one section or longitudinal zone of the outer vortex chamber, and / or the second portion of air exhibiting its vortex flow in a second flow zone, for example, coinciding with the aforementioned first flow zone, arranged downstream of the outer vortex chamber in the direction of flow of the second portion of air through the outer vortex chamber. This second flow zone may, for example, be arranged outside the outer vortex chamber and, for example, within the combustion chamber. It is also conceivable that the aforementioned first flow zone is arranged outside the outer vortex chamber. In other words, it is conceivable that the second portion of air flows out of the outer vortex chamber in a vortex shape and / or flows into the combustion chamber in a vortex shape, thus preferably specifying that the second portion of air exhibits its vortex flow at least within the combustion chamber.

[0011] The outer vortex chamber has, in particular, a second portion of air that can flow through the outer vortex chamber, fuel that can flow through the first outlet, and a second outlet that can flow through the inner vortex chamber and the first outlet, and is arranged, for example, downstream of the first outlet in the flow direction of the respective portions (air) and fuel. The second portion of air can be discharged from the outer vortex chamber via the second outlet, and the respective portions of air and fuel can be introduced into the combustion chamber. In particular, the respective portions of air and fuel can flow along a second flow direction through the second outlet and thus into the combustion chamber, wherein, for example, the second flow direction extends parallel to or coincides with the first flow direction. It is also preferred that the second flow direction extends axially in the outer vortex chamber, and thus coincides with the axial direction of the outer vortex chamber; therefore, it is preferred that the axial direction of the inner vortex chamber corresponds to the axial direction of the outer vortex chamber, or vice versa. In other words, it is preferred that the axial direction of the inner vortex chamber coincides with or is opposite to the axial direction of the outer vortex chamber. The radial directions of each vortex chamber extend perpendicular to the axial directions of each vortex chamber. For example, since the second flow outlet is arranged downstream of the first flow outlet along each flow direction, i.e. in the flow direction of each portion of air and the flow direction of fuel, and since the first flow outlet is preferably surrounded by the outer vortex chamber, the first flow outlet is arranged, for example, in the outer vortex chamber. In particular, it is conceivable that the outer vortex chamber terminates at the second flow outlet, especially at its end, in the flow direction of the second portion of air flowing through the second flow outlet.

[0012] For example, to generate the various vortex flows, each vortex chamber may have at least one or more vortex generators, thereby generating or being able to generate the various vortex flows. In particular, each vortex generator is arranged within each vortex chamber. In particular, the vortex generator may be, for example, a guide vane, thereby, for example, turning each portion, i.e., the corresponding air forming each portion, at least once or exactly once, especially turning at least or exactly 70 degrees, especially about 90 degrees, i.e., turning 70 to 90 degrees. In particular, vortex flow refers to a flow that extends in a vortex shape or at least substantially in a spiral or helical shape around each axial direction of each vortex chamber or each outlet. In particular, each axial direction of each outlet extends perpendicular to a plane in which each outlet extends. For example, each axial direction of each outlet here coincides with each axial direction of each vortex chamber. Each outlet is also referred to as a nozzle, for example, but its cross-section through which each portion of air can flow does not necessarily have to be narrowed along each flow direction. Thus, for example, a second outlet is also referred to as an outer nozzle or a second nozzle, while, for example, a first outlet is also referred to as an inner nozzle or a first nozzle.

[0013] By achieving vortex flows, air can advantageously mix with liquid fuel, particularly through a very short mixing path, especially within the combustion chamber, thus achieving a particularly advantageous mixture preparation; that is, a mixture can be advantageously formed. In particular, the fuel can be well mixed with a first portion of air, especially within the inner vortex chamber, especially due to the vortex flow of the first portion within the inner vortex chamber. Furthermore, the fuel and, for example, the first portion already mixed with the fuel, can advantageously mix with a second portion of air, especially within the outer vortex chamber and / or the combustion chamber, because the second portion of air also exhibits a favorable vortex flow. In summary, due to the vortex flows, the respective portions of air and fuel can be advantageously mixed, thereby achieving an advantageous mixture preparation.

[0014] To enable rapid and efficient heating, especially when the exhaust gas from an internal combustion engine is only at low temperatures, components designed as exhaust treatment devices or equipment, are preferably specified such that the first outlet (first nozzle or inner nozzle) terminates in the direction of flow of the first portion of air flowing through the first outlet and therefore in the direction of flow of fuel flowing through the first outlet at a deliberately (targeted) machined and thus sharp or blade-shaped end edge. This end edge is formed by an atomizing lip, particularly designed to be solid, which narrows towards and terminates at the end edge in the direction of flow of the first portion of air flowing through the first outlet and therefore in the direction of flow of fuel flowing through the first outlet. This means that the atomizing lip has a narrowed portion that narrows along the first flow direction and therefore particularly towards the combustion chamber, terminating, particularly only at the end edge. Thus, and especially due to the deliberately machined end edge, the narrowed portion or atomizing lip has a sharp edge. In other words, the atomizing lip terminates at a sharp edge, thereby enabling highly advantageous mixture preparation.

[0015] For example, the mixture burns in the combustion chamber with a flame, wherein the fuel and air are advantageously mixed, particularly by vortex flow, and wherein the flame in the combustion chamber is advantageously stabilized, especially because of the vortex flow. In this regard, vortex flow can generate combustion-induced vortex bursts. For example, the air flowing into the combustion chamber is first turned about 70 degrees or about 90 degrees in each vortex chamber, particularly in the range of 70 to 90 degrees, which can be achieved, for example, by each vortex generator. The inner and outer vortex chambers, for example, form a vortex chamber also called a total vortex chamber, which in this invention is divided into an inner vortex chamber and an outer vortex chamber. Preferably, the inner and outer vortex chambers are separated from each other, particularly radially by partition walls, which are particularly designed to be solid. It is conceivable that the partition wall, extending axially around the inner vortex chamber, completely surrounds and encloses, in particular, the longitudinal region of at least the inner vortex chamber in the circumferential direction, such that, for example, the longitudinal region of at least the inner vortex chamber is formed or defined, radially outward, particularly directly by the partition wall. It is also conceivable that at least one second longitudinal region of the outer vortex chamber is formed or defined, radially inward, particularly directly by the partition wall. It is particularly conceivable that these longitudinal regions of the vortex chambers are arranged at the same height in the axial direction of each vortex chamber. During burner operation, the outer vortex chamber is only traversed by air, i.e., only by the second portion of air, while the inner vortex chamber is traversed by air, i.e., the first portion of air, and liquid fuel. Therefore, advantageous mixing of fuel and the first portion of air can already occur within the inner vortex chamber. The input element, and especially the injector element, can be a nozzle, with its outlet, for example, arranged on the end side or end face of the injector, extending in an end side plane or end face plane perpendicular to the axial direction of each vortex chamber. It is also conceivable to design the input element as a nozzle, having a longitudinal extension range, for example, coinciding with the axial direction of each vortex chamber or each outlet. Here, the nozzle, for example, has at least or exactly two outlets, especially at least or exactly two, which can be designed as orifices, especially transverse orifices. The outlets have a through direction through which fuel can flow. Especially when the input element is designed as a nozzle, the through direction of the outlets extends parallel to the axial direction of each vortex chamber, or coincides with the axial direction of each vortex chamber or each outlet. Especially when the input element is designed as a nozzle, this through direction extends obliquely or preferably perpendicularly to the axial direction of each vortex chamber or each outlet.

[0016] It is particularly conceivable that at least the inner vortex chamber is constructed by a component, which is designed to be solid, and which also forms an atomizing lip and, consequently, an end edge. In particular, the inner circumferential surface of this component radially outwards from the inner vortex chamber. Here, this component, and especially its inner circumferential surface, acts as a film-laying element or functions as such between the vortex chambers and thus between the vortex-like swirling flows, also known as airflows. It is particularly conceivable that the inner circumferential surface or film-laying element is constructed by the aforementioned partition wall, or that the component forms or has the aforementioned partition wall. Here, fuel flowing through the outlet and thus exiting from the input and especially being sprayed, is applied, particularly in the form of a film also known as a fuel film, to the film-laying element, especially the inner circumferential surface, or atomized and sprayed onto the film-laying element between the two vortex airflows by means of an input. Due to the centrifugal force generated by the vortex flow of the first portion of air, the fuel leaving and flowing out of the input member, especially the ejected fuel, and thus being directly fed into, especially injected into (i.e., injected by a nozzle) the inner vortex chamber, is located, in the form of the aforementioned film, on the film-coated member and especially on the inner circumferential surface, and flows or surges downstream toward the first outlet, also called the nozzle orifice, and therefore toward the end edge. Thus, the fuel is applied to the atomizing lip and delivered or transported to the end edge. For example, the first outlet terminates at a knife-edged end edge, which, due to the aforementioned narrowing, has or provides a very small area, so that excessively large fuel droplets do not form at the end edge. Due to the design of the atomizing lip, and especially the end edge, only tiny fuel droplets detach at the end edge. In other words, only very small, i.e., minute droplets are generated at the end edge by the aforementioned fuel film, which detach from the atomizing lip or member at the end edge and form a correspondingly large surface area. This effect results in combustion of the mixture in the combustion chamber with very little soot. This allows for the generation of tiny fuel droplets without the need for complex high-pressure fuel injection or costly injection components, thus maintaining very low burner costs. Furthermore, the generation of exceptionally small fuel droplets enables very low burner power output. This invention is particularly based on the understanding that conventional burners suffer from excessive pressure losses and are unsuitable for low power outputs, which is therefore disadvantageous in terms of fuel consumption. The aforementioned problems and disadvantages can now be avoided by this invention, thus maintaining remarkably low fuel consumption. When "injection component" is mentioned below, it refers to the input component.

[0017] If the following references to gas flowing through the exhaust passage, they may refer to the aforementioned internal combustion engine exhaust or the aforementioned gas, unless otherwise stated. It is conceivable that the aforementioned inlet point for supplying combustor exhaust into the exhaust passage or gas is arranged downstream or upstream of an oxidation catalyst, for example, designed as a diesel oxidation catalyst, in the direction of gas flow through the exhaust passage. The oxidation catalyst is particularly designed to oxidize unburned hydrocarbons (HC) that may be present in the exhaust and / or to oxidize carbon monoxide (CO) that may be present in the exhaust, especially to form carbon dioxide.

[0018] In order to enable the burner to operate particularly advantageously and to heat and / or insulate the components quickly and efficiently, a first aspect of the invention specifies that, in order to start the burner which was originally inactive, fuel is input, particularly injected, into the inner vortex chamber, particularly directly by means of an input, particularly an injection, during a first time period, which is particularly settable or settable. The feature “first time period, for example, settable or settable” specifically means that the duration of the first time period is set or settable. “Burner start-up” and the feature “burner originally inactive” specifically mean that the burner is inactive, particularly continuously, during a second time period, particularly directly or immediately preceding the first time period, thereby particularly and continuously prohibiting, i.e., preventing the input, particularly injection, of fuel into the inner vortex chamber and the active supply of air to the vortex chamber and ignition within the combustion chamber. The feature “second time period directly or immediately preceding the first time period” specifically means that there is no other time period between the first and second time periods; therefore, preferably, the end of the second time period coincides with the beginning of the first time period, or vice versa, i.e., the beginning of the first time period coincides with the end of the second time period. In particular, the first time period begins as follows: fuel is input, specifically injected into the inner vortex chamber, via an input device. Specifically, it is stipulated that during the first time period, fuel is continuously, i.e., uninterruptedly, directly input, and specifically injected into the inner vortex chamber via the input device. Furthermore, the invention stipulates that during the first time period, the active supply of air to the vortex chamber and ignition within the combustion chamber are continuously prohibited. "Active supply to the vortex chamber" means that air is actively (i.e., through the active operation of the air pump) delivered into the vortex chamber and subsequently the burner via a delivery mechanism also called an air pump or designed as an air pump, thus supplying the vortex chamber with air and subsequently the aforementioned portions of air, wherein, during the first time period and preferably also during the second time period, the active supply of air to the vortex chamber and subsequently the aforementioned portions of air is prohibited as described above. The feature “prohibits ignition or said ignition in the combustion chamber during the first time period and preferably during the second time period” specifically means that the active ignition process is not performed or executed in the combustion chamber, i.e., when a mixture is present in the combustion chamber, the mixture can be ignited in the combustion chamber by means of said active ignition process, so that, especially during the first time period and preferably during the second time period, for example, no ignition spark or other ignition event occurs in the combustion chamber.

[0019] Furthermore, the present invention specifies that after the first time period, i.e., after the expiration of the first time period, the vortex chamber is actively supplied with air, particularly by means of a conveying mechanism, and fuel is input, particularly injected into the inner vortex chamber, via an input element, and thus a mixture is generated in the combustion chamber, and is actively ignited, particularly by means of an ignition device, i.e., the ignition device generates or provides at least one ignition spark to a combustion chamber. In other words, a third time period follows, particularly immediately or immediately after, the first time period, which preferably lasts for at least 10 seconds. Therefore, it is preferred that the end of the first time period coincides with the start of the third time period, or conversely, the start of the third time period coincides with the end of the first time period. In particular, the third time period begins in such a way that the vortex chamber is actively supplied with air, particularly accompanied by the activation, for example, of a conveying mechanism that was previously deactivated, which was, for example, continuously deactivated during the first time period and during the second time period, i.e., not working. Furthermore, the third time period begins, for example, in such a way that an ignition device that was previously deactivated and, for example, designed as a glow plug, a hot pin, or a spark plug, is activated. For example, the ignition device was continuously deactivated during both the first and second time periods.

[0020] During the third time period, air is actively supplied to the vortex chamber, i.e., air is actively delivered to and fed into the vortex chamber by means of a conveying mechanism. For example, this conveying mechanism is electrically driven or electrically operable. Furthermore, during the third time period, fuel is delivered, in particular, injected into the inner vortex chamber via an input. It is conceivable that fuel is continuously, i.e., uninterruptedly, delivered into the inner chamber via the input during the third time period, or that multiple temporally successive but spaced-apart inputs, in particular injections, are made via the input during or within the third time period, in which case fuel is delivered, in particular, directly into the inner vortex chamber via the input. By actively supplying air to the vortex chamber, air and thus the various portions of air flow through the vortex chamber, and by actively supplying air to the vortex chamber and thus delivering fuel, in particular, injecting into the inner vortex chamber, a mixture is formed, which is ignited and burned during or within the third time period. This particularly means that the ignition of the mixture in the combustion chamber, or the ignition itself, occurs during the third time period, so that the mixture in the combustion chamber burns, in particular, uninterruptedly, during or within the third time period. Therefore, it is stipulated that the burner does not provide flame or burner exhaust during the first and second time periods. However, during the third time period, the burner continuously or uninterruptedly provides burner exhaust or flame originating from the ignition and combustion of the mixture, allowing the components to be heated and / or kept warm. Since, during the first time period, although fuel is fed into the inner vortex chamber, active air supply to the vortex chamber and ignition within the combustion chamber are prohibited, a so-called fuel pre-positioning (fuel pre-storage) within the inner vortex chamber is achieved. This invention is based particularly on the understanding and idea that, during the startup of a burner that was originally inactive, especially when designed for cold starts, there is no high temperature and upward air movement in the individual vortex chambers. This state does not allow for the ignition of the mixture within the combustion chamber, or at least makes such ignition difficult. The method of this invention now allows for the rapid and efficient startup of a previously inactive burner, especially while the internal combustion engine is running and / or under cold environmental conditions. The presence of an ignitable mixture within the combustion chamber is advantageous for this, which can be achieved through fuel pre-positioning according to the invention.

[0021] Here, it has been shown that a particularly advantageous initial time period lasting at least 0.3 seconds is beneficial. This allows for the preparation of an ignitable mixture within the combustion chamber, thus enabling the burner to be started quickly and efficiently.

[0022] In order to start the burner quickly, effectively, and efficiently, i.e., with low fuel consumption, other designs of the invention specify that the first time period lasts for a maximum of 6 seconds, and more particularly, a maximum of 4 seconds. In other words, it is preferred that the first time period lasts, more particularly, continuously or uninterruptedly, for 0.3 to 6 seconds, and more particularly, 0.3 to 4 seconds.

[0023] The fuel advance according to the invention forms a particularly rich mixture, especially in the combustion chamber, wherein the particularly rich mixture still provides a large fuel surface suitable for ignition, even with large droplets and high weight.

[0024] To achieve particularly efficient burner operation, other designs of the invention specify that, at least after the stated time period, i.e., during a third time period, the first air quantity and the second fuel quantity are determined by means of an electronic computing device, also known as a control device. In other words, the electronic computing device determines, after the stated time period, the first air quantity actively supplied to the vortex chamber during or after the third time period, or after the first time period. In other words, after the first time period, i.e., during the third time period, the electronic computing device determines, particularly actively, i.e., through the operation of an air pump, the first air quantity supplied to the vortex chamber. Furthermore, after the first time period, i.e., during the third time period, the electronic computing device determines the second fuel quantity, which is fed into the inner vortex chamber by means of an input device after the first time period, i.e., during the third time period. The first quantity is also called air quantity or air mass, and the second quantity is also called fuel quantity or fuel mass. For example, the air quantity is calculated and determined, particularly by means of an electronic computing device. It is also conceivable that the air quantity is measured, particularly by means of a first sensor. For example, the first sensor provides at least one first signal, particularly an electrical signal, characterizing the air quantity measured by means of the first sensor. The electronic computing device can receive the first signal and thereby determine, particularly, the measured air quantity. It is also conceivable, for example, to calculate and thereby determine the fuel quantity using an electronic computing device. It is also conceivable, for example, that the fuel quantity is measured using a second sensor. The second sensor, for example, provides a second signal, particularly an electrical signal, characterizing the fuel quantity measured by the second sensor. The electronic computing device can, for example, receive the second signal and thereby determine, in particular, the measured fuel quantity. Furthermore, it is preferably specified that, after the first time period, i.e., within a third time period, at least one actual value of the air-fuel ratio (also called λ) of the mixture is determined, in particular, calculated, using the electronic computing device based on the first and second quantities. Furthermore, it is preferably specified that the burner is operated using the electronic computing device based on the determined actual value after the first time period and therefore within the third time period. Thus, λ-controlled burner operation is preferably specified through λ regulation, thereby ensuring particularly efficient and effective burner operation.

[0025] This fact demonstrates a particular advantage that the electronic computing device, especially after the first time period and therefore during the third time period or its duration, controls the inputs, particularly in an electronic manner, based on the determined actual values, thereby operating the burner according to those actual values. Through the control of the inputs, such as the fuel quantity, which can be adjusted, and especially controlled, via the electronic computing device, highly efficient and effective operation of the burner can be achieved.

[0026] Another embodiment features the aforementioned air pump, which actively delivers air to the vortex chamber and from there to the burner, or particularly during the third time period. Alternatively or additionally, a fuel pump is provided, which actively delivers fuel to and through the input, and from there to the inner vortex chamber. In particular, the fuel pump may be electrically operated or capable of being electrically operated. In other words, the fuel pump operates actively during the third time period, thereby actively delivering liquid fuel to and, particularly through the input, the inner vortex chamber. Here, the fuel pump operates electrically, for example, during the third time period. Therefore, it is preferable that the air pump and fuel pump are shut down during the second time period, so that they do not operate, and thus no air is delivered to the vortex chamber by means of the air pump during the second time period. Furthermore, it is preferable that no fuel is delivered to and through the input by means of the fuel pump during the second time period. In order to move the fuel forward, for example, during a first time period and thus deliver the fuel into the inner vortex chamber via an input, the fuel pump operates particularly actively during or within the first time period, such that, for example, the first time period begins in such a way that the previously inactive fuel pump is started, while the air pump remains inactive. It is also conceivable that the fuel pump and air pump are activated during a third time period, and thus both operate electrically, such that, for example, the third time period begins in such a way that, for example, the previously inactive air pump is activated, i.e., put into operation.

[0027] To achieve particularly precise λ control of the burner, other designs of the invention specify the use of a frequency-controlled piston pump, in particular, as the fuel pump. With the aid of this frequency-controlled piston pump, fuel can be delivered or metered very accurately, thereby enabling precise determination, and especially calculation, of the fuel quantity and, consequently, the air-fuel ratio.

[0028] A piston pump, for example, has a pump body (pump casing) through which fuel can flow and a piston, also known as a delivery piston, which is at least partially, especially at least mainly or completely housed within the pump body. The piston is particularly translational relative to the pump body along the piston direction in order to deliver fuel. The piston pump, and especially the pump body, has an outlet through which fuel flowing through the pump body and delivered by means of the piston can be discharged from the pump body and thus pumped away from the fuel pump and, for example, delivered or delivered to the input. Preferably, a spring-loaded valve is provided at the outlet, the valve being designed, for example, or functioning as a check valve. The valve therefore includes, for example, a valve core and, especially, a mechanical spring. The valve is designed as a ball valve, particularly when the valve core is designed as a ball. The valve core is particularly translational relative to the pump body between at least one closed position and at least one open position. In the closed position, the outlet is completely closed by the valve core, while in the open position, the valve core opens the outlet. Preferably, the valve core or valve opens toward the input, thus opening the outlet, and locks in the opposite direction, and therefore, for example, in the direction of the piston or toward the interior of the pump body, thus closing the outlet. Fuel can thus be delivered through the outlet and therefore from the pump body to the inlet by means of a piston. However, reverse flow of fuel or other fluids (such as exhaust gas from the combustion chamber) can be prevented by means of a valve core or a valve, because the valve or valve core closes the outlet for the flow of fluid (such as exhaust gas from the combustion chamber) from the inlet toward the pump body. Therefore, backflow of fuel or exhaust gas can be prevented by means of a valve.

[0029] To achieve particularly efficient and effective burner operation, other designs of the invention specify that an electronic computing device controls the air pump and / or fuel pump, particularly in an electronically controlled manner, based on determined actual values, and then operates the air pump and / or fuel pump based on the determined actual values, thereby operating the burner based on the determined actual values. This allows for very precise and rapid adjustment of the air-fuel ratio to a particularly desired target value, preferably in the range of 0.95 (inclusive) to 1.05 (inclusive), and more preferably 1.03.

[0030] Another embodiment is characterized by comparing the actual value with, in particular, a preset or pre-defined target value using an electronic computing device, and the burner is operated based on this comparison. It is particularly conceivable that the electronic computing device, based on this comparison and therefore, especially on the difference between the target and actual values, controls and thereby operates the input devices and / or the fuel pump and / or air pump, thus operating, and in particular regulating, the burner based on this comparison. This allows for very precise λ control.

[0031] To achieve particularly advantageous and especially efficient burner operation, a second aspect of the invention specifies that a first air quantity, also known as air quantity, and a second fuel quantity, also known as fuel quantity, are determined by means of an electronic computing device, also called a control device. Based on the first and second quantities, at least one actual value of the air-fuel ratio of the mixture is determined, in particular, calculated by the electronic computing device. Furthermore, the burner is operated by means of the electronic computing device based on the determined actual values. This allows for very advantageous λ control of the burner, thereby enabling particularly efficient and efficient burner operation, especially with low fuel consumption and high efficiency, especially with low fuel consumption and emissions. The advantages and advantageous designs of the first aspect of the invention should be regarded as advantages and advantageous designs of the second aspect of the invention, and vice versa. Attached Figure Description

[0032] Other advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and in conjunction with the accompanying drawings. The features and combinations of features mentioned above in the specification, as well as those mentioned below in the description of the drawings and / or individually shown in the drawings, can be used not only in the corresponding specified combinations, but also in other combinations or individually, without departing from the scope of the invention. The drawings show:

[0033] Figure 1 A schematic diagram of a motor vehicle drive unit according to the present invention is shown, the drive unit having an internal combustion engine, an exhaust passage and a burner;

[0034] Figure 2 A schematic longitudinal sectional view showing a first embodiment of the burner;

[0035] Figure 3 A schematic longitudinal sectional view of a portion of the burner according to the first embodiment is shown;

[0036] Figure 4 A schematic longitudinal sectional view of the components of a burner according to a first embodiment is shown;

[0037] Figure 5 A schematic longitudinal sectional view showing a second embodiment of the burner;

[0038] Figure 6 A partial schematic perspective rear view of a third embodiment of the burner is shown;

[0039] Figure 7 A schematic longitudinal sectional view of a burner according to a third embodiment is shown;

[0040] Figure 8 A partial cross-sectional schematic perspective view showing a portion of the vortex generator of the burner;

[0041] Figure 9A schematic perspective view of the vortex generator is shown;

[0042] Figure 10 A schematic front view of the closure mechanism is shown;

[0043] Figure 11 A partial schematic longitudinal sectional view of a fourth embodiment of the burner is shown;

[0044] Figure 12 A partial schematic cross-sectional view showing a fifth embodiment of the burner;

[0045] Figure 13 A partial schematic longitudinal sectional view of a sixth embodiment of the burner is shown;

[0046] Figure 14 A partial schematic longitudinal sectional view of a seventh embodiment of the burner is shown;

[0047] Figure 15 A partial sectional schematic side view of the burner's injection component is shown;

[0048] Figure 16 A block diagram illustrating the operation of burner 42 is shown;

[0049] Figure 17 A schematic cross-sectional view of a fuel pump used to deliver fuel to the burner is shown;

[0050] Figure 18 A system diagram illustrating the method for operating the burner is shown.

[0051] In the accompanying drawings, identical or functionally identical parts are marked with the same reference numerals. Detailed Implementation

[0052] Figure 1The diagram illustrates a drive unit 10 for a motor vehicle preferably designed as an automobile, and especially a passenger car. This means that a motor vehicle designed as a land vehicle, in its fully manufactured state, has a drive unit 10 and can be driven by means of the drive unit 10. The drive unit 10 has an internal combustion engine 12, also called an internal combustion engine, which has an engine block 14, also called an engine housing. Furthermore, the internal combustion engine 12 has a plurality of cylinders 16, which are formed or defined directly by the engine block 14. During the ignition operation of the internal combustion engine 12, the corresponding combustion process takes place in the cylinders 16, thereby producing exhaust gas from the internal combustion engine 12. For this purpose, during the corresponding working cycle of the internal combustion engine 12, liquid fuel is delivered, and more specifically injected directly, into the corresponding cylinders 16. The internal combustion engine 12 can be designed as a diesel engine, so the fuel is preferably diesel. A fuel tank 18, also called a fuel tank, is provided here, in which fuel can be contained or stored. Each cylinder 16 is equipped with a corresponding injector, thereby allowing fuel to be delivered, and in particular, directly injected, into each cylinder 16. Fuel is transported from the fuel tank 18 to the high-pressure pump 22 via the low-pressure pump 20, thereby delivering fuel to the injectors or a fuel distribution system shared by the injectors, also known as a rail or common rail. The injectors, via the fuel distribution system, can be supplied with fuel from the shared fuel distribution system and can deliver, and in particular, directly inject, fuel from the fuel distribution system into each cylinder 16.

[0053] The drive unit 10 includes an intake passage 24 through which fresh air flows, thereby guiding the fresh air flowing through the intake passage 24 to and into the cylinder 16. The fresh air and fuel form a fuel-air mixture, which contains both fresh air and fuel, and is ignited and combusted in each cylinder 16 during each operating cycle. In particular, the fuel-air mixture is ignited via a self-ignition process. The ignition and combustion of the fuel-air mixture produce exhaust from the internal combustion engine 12, which is also referred to as engine exhaust.

[0054] The drive unit 10 has an exhaust passage 26 through which exhaust gas from cylinder 16 can flow. Furthermore, the drive unit 10 includes an exhaust turbocharger 28 having a compressor 30 arranged in intake passage 24 and a turbine 32 arranged in exhaust passage 26. Exhaust gas can flow out of cylinder 16, into exhaust passage 26, and subsequently through exhaust passage 26. Here, turbine 32 can be driven by the exhaust gas flowing through exhaust passage 26. The compressor 30 is driven by turbine 32, particularly via shaft 34 of exhaust turbocharger 28. By driving compressor 30, fresh air flowing through intake passage 24 is compressed. Multiple components 36a-d are arranged in exhaust passage 26, designed as exhaust treatment devices, i.e., exhaust treatment components for treating exhaust gas. These components 36a-d are arranged sequentially in the direction of exhaust gas flow from internal combustion engine 12 through exhaust passage 26, thus they are arranged in series or tandem. Component 36a is, for example, an oxidation catalyst, particularly a diesel oxidation catalyst (DOC). Additionally, component 36 can be a nitrogen oxide storage catalyst (NSK). Component 36b can be an SCR catalyst, also simply referred to as SCR. Component 36c can be a particulate filter, particularly a diesel particulate filter (DPF). Component 36d can, for example, have a second SCR catalyst and / or an ammonia slip catalyst (ASC).

[0055] The motor vehicle has a body, for example, designed as a self-supporting body, which forms or defines the interior of the vehicle, also known as the passenger compartment or safety compartment. Occupants can reside in the interior during the respective journey of the motor vehicle. For example, the body forms or defines an engine compartment, in which an internal combustion engine 12 is housed. An exhaust turbocharger 28 is also arranged in the engine compartment, for example. The body also has a floor plate, also known as a main floor, through which the interior is at least partially, especially at least primarily or completely defined vertically below the vehicle. Here, components 36a, b, and c are arranged, for example, within the engine compartment, thus forming, for example, a so-called hot end or a component of a so-called hot end. In particular, the hot end can be directly connected to the turbine 32 via a flange. Component 36d is arranged, for example, outside the engine compartment and therefore vertically below the floor plate, thus forming, for example, a so-called cold end or a component of a so-called cold end.

[0056] The drive unit 10 includes a metering and dispensing mechanism 38, through which a reducing agent, particularly in liquid form, can be introduced into the exhaust passage 26 at the inlet point E1, and thus, for example, into the exhaust gas flowing through the exhaust passage 26. The reducing agent is preferably an aqueous urea solution, which can provide ammonia, which, during selective catalytic reduction, reacts with nitrogen oxides that may be present in the exhaust gas to produce water and nitrogen. Selective catalytic reduction can here be achieved and / or assisted by an SCR catalyst. Figure 1 As can be seen, in the flow direction of the exhaust gas flowing through the exhaust passage 26, the inlet point E1 is arranged upstream of component 36b and downstream of component 36a. Here, the exhaust passage 26 preferably has a mixing chamber 40, in which the reducing agent that is introduced into the exhaust gas at the inlet point E can be advantageously mixed with the exhaust gas.

[0057] The drive unit 10 and the resulting motor vehicle also include a burner 42, whereby at least one of the components 36b, c, d, arranged downstream of the burner 42, can be rapidly and efficiently heated and kept warm in the direction of the exhaust flow through the exhaust passage 26, as will be described in detail below. The burner 42 can burn the mixture, particularly in the case of forming a flame 44 and especially providing burner exhaust, wherein the burner exhaust or flame 44 is introduced into or can be introduced into the exhaust passage 26 at the inlet point E2. This means that the burner 42 can be said to be arranged at the inlet point E2. Figure 1 In the illustrated embodiment, the access point E2 is located upstream of components 36b, c, and d and downstream of component 36a. In other words, in Figure 1 In the illustrated embodiment, the burner 42 is arranged upstream of components 36b, c, and d and downstream of component 36a. Alternatively, it is conceivable that the burner 42 or inlet point E2 is arranged upstream of component 36a and particularly downstream of turbine 32. The aforementioned mixture to be burned within or by means of burner 42 includes air and liquid fuel. Figure 1In the illustrated embodiment, fuel oil (propellant / combustible material providing power, Kraftstoff) is used as fuel, and / or at least a portion of the air supplied to the burner 42 and used to form the mixture may originate, for example, from the intake passage 24. A fuel supply path 46 is provided for this purpose, which is fluidly connected or potentially fluidly connected to the burner 42 on one hand and fluidly connected or potentially fluidly connected to the fuel line 48 on the other. The fuel line 48 can be traversed by fuel flowing from the fuel tank 18 to the injectors or fuel distributors. In particular, the fuel supply path 46 is fluidly connected to the fuel line 48 at a first connection point V1, wherein the connection point V1 is arranged downstream of the low-pressure pump 20 and upstream of the high-pressure pump 22 in the direction of fuel flow from the fuel tank 18 to the fuel distributors or injectors. At the connection point V1, at least a portion of the liquid fuel flowing through the fuel line 48 can be branched off from the fuel line 48 and fed into the fuel supply path 46. Fuel fed into the fuel supply path 46 can flow through the fuel supply path 46 and be supplied as fuel to, and in particular, to, the burner 42. Here, a first valve 50 is provided in the fuel supply path 46, by means of which the amount of fuel flowing through the fuel supply path 46 and thus to be supplied to the burner 42 can be regulated. An electronic computing device 52, also called a control device, is provided here, by which the valve 50 can be controlled, thereby allowing the amount of fuel flowing through the fuel supply path 46 and to be supplied to the burner 42 to be regulated, and in particular controlled, via the valve 50.

[0058] An additional air supply path 54 is provided, through which air is supplied or can be supplied to the burner to form a mixture. This means that air supply path 54 can be used to flow air to form a mixture. A pump 56, also known as an air pump, is provided in the air supply path 54, through which air can be delivered to the burner 42. For example, a low-pressure pump 20, also known as a low-pressure fuel pump, is considered as a fuel pump, through which fuel can be delivered to the burner 42 via the fuel supply path 46.

[0059] As can be seen, the air supply path 54 is fluidly connected to the intake passage 24 at the second connection point V2. Therefore, for example, at the connection point V2, at least a portion of the fresh air flowing through the intake passage 24 can be branched off from the intake passage 24 and fed into the air supply path 54. The fresh air fed into the air supply path 54 can flow through the air supply path 54 and be delivered to, and in particular, to, the burner 42 via the air supply path 54. Here, a second valve 55 is provided within the air supply path 54, thereby allowing adjustment of the amount of air flowing through the air supply path 54 and subsequently through the burner 42 used to form the mixture. Here, a control device is designed, for example, to control the valve 55, thereby allowing, for example, adjustment via the valve 55, and in particular, regulation of the amount of air flowing through the air supply path 54 and thus to be supplied to the burner 42 used to form the mixture.

[0060] Figure 2 A first embodiment of the burner 42 is shown in schematic cross-sectional view. The burner 42 has a combustion chamber 58 in which a mixture comprising air supplied to the burner 42 and liquid fuel supplied to the burner 42 can be ignited and thus combusted, i.e., the mixture is ignited and thus combusted during operation of the burner 42. For this purpose, an ignition device 60, designed, for example, as a spark plug, glow plug, or heating pin, is provided, thereby generating at least one ignition spark in the combustion chamber 58, especially when using electrical energy or current. With the aid of the ignition spark, the mixture is ignited and combusted in the combustion chamber 58, especially simultaneously providing burner exhaust and / or providing flame 44. With the aid of burner exhaust or with the aid of flame 44, for example, the exhaust flowing through exhaust passage 26 can be rapidly and efficiently heated and / or kept warm, for example, at least component 36b, by means of the heated and / or kept warm exhaust flowing through components 36b, c, and d.

[0061] The burner 42 has an inner vortex chamber 62 through which a first portion of air supplied to the burner 42 flows, causing a first vortex flow of the first portion of air. This specifically refers to the first portion of air flowing in a vortex pattern through at least a first localized region of the vortex chamber 62 and / or flowing out of the vortex chamber 62 in a vortex pattern and / or flowing into the combustion chamber 58 in a vortex pattern (flowing in a vortex pattern within the combustion chamber 58). The inner vortex chamber 62 has, in particular, exactly one first outlet 64 through which the first portion of air flows along a first through direction of the outlet 64 and further along a first flow direction coinciding with the first through direction. The first portion of air can be discharged from the inner vortex chamber 62 via the first outlet 64. This means that the first portion of air can exit the inner vortex chamber 62 via the first outlet 64. Furthermore, the burner 42 includes an inlet in the form of an injector 66 having a channel 68 through which liquid fuel supplied to the burner 42 flows.

[0062] In the first embodiment, the injector 66 is designed as a nozzle, also referred to as a fuel nozzle. The channel 68 and consequently the injector 66 have at least one outlet 70 through which liquid fuel flowing through the channel 68 can pass. Figure 2 As seen in the first embodiment, the channel 68 and the injector 66 have at least two or exactly two outlets 70, for example, designed as orifices. Fuel can flow through the outlets 70 along their respective second through directions, so that fuel flowing through the injector 66 can be ejected or discharged from the injector 66 via each outlet 70, and in particular, can be directly injected and thus fed into the inner vortex chamber 62. In other words, the injector 66 or the channel 68 extends into the inner vortex chamber 62 via each outlet 70, so that liquid fuel can be injected, in particular, directly into the inner vortex chamber 62 via each outlet 70 by means of the injector 66. The corresponding second through direction of each outlet 70 coincides with the corresponding second flow direction through which fuel can flow. It can be seen that fuel can be ejected from the injector 66 via each outlet 70 in the event of forming a corresponding fuel jet 72, and thus can be injected, in particular, directly into the inner vortex chamber 62. For example, each fuel jet 72 is at least substantially conical, and the longitudinal central axis of the fuel jet coincides, for example, with each second through direction or each second flow direction. Furthermore, for example, the injector 66, and here the channel 68, therefore has a longitudinal direction or longitudinal extension range or longitudinal extension direction that extends parallel to the first through direction and further parallel to the first flow direction, particularly coinciding with the first through direction and further with the first flow direction. It is also possible to... Figure 2 As can be seen, the first through direction and thus the first flow direction coincide with the axial direction of the outlet 64 and the axial direction of the inner vortex chamber 62. Here, each of the second through directions or each of the second flow directions extends perpendicularly to or inclined relative to the first through direction and thus relative to the first flow direction and the axial direction of the vortex chamber 62 and the outlet 64.

[0063] The vortex chamber 62 is at least partially, especially at least primarily and therefore more than half or even entirely constituted or defined by a component 74, which is preferably integral (single-piece) of the burner 42, and thus the component 74 also forms or defines the outlet 64.

[0064] Additionally, the burner 42 has an outer vortex chamber 76, which extends completely and continuously around the axial direction of the vortex chamber 62, surrounding at least one longitudinal region (length region) and also the first outlet 64. Here, the member 74 has a partition wall 78 arranged radially between the vortex chambers 62 and 76 (which extend radially perpendicular to the axial direction of the vortex chamber 62). Thus, the vortex chambers 62 and 76 are separated from each other radially by the partition wall 78. The axial direction of the vortex chamber 62 coincides with the axial direction of the vortex chamber 76, therefore the radial direction of the vortex chamber 62 coincides with the radial direction of the vortex chamber 76. The outer vortex chamber 76 can be supplied with a second portion of air to the burner 42 and is designed to induce a second vortex flow in the second portion of the air. This means that the second portion of air flows through and / or exits the vortex chamber 76 in a vortex manner and / or flows into the combustion chamber 58 in a vortex manner (swirling within the combustion chamber 58). It is particularly preferred that this portion of air has its vortex flow within the combustion chamber 58, thus swirling within the combustion chamber 58. The outer vortex chamber 76 has, in particular, a second outlet 80 through which the second portion of air flowing through the outer vortex chamber 76 can pass, particularly along a third flow direction. The third through direction (along which the second portion of air flowing through the vortex chamber 76 can pass) here coincides with the axial direction of the vortex chamber 76 and, consequently, with the axial direction of the vortex chamber 62. The third through direction coincides with the third flow direction, through which the second portion of air flowing through the outer vortex chamber 76 flows or can pass through the outlet 80. This specifically means that the first through direction coincides with the third through direction, and the first flow direction coincides with the second flow direction, so that the first flow direction, the third flow direction, the first through direction, and the third through direction coincide with the axial direction of the vortex chamber 62 and the axial direction of the vortex chamber 76. In the flow direction of each portion of air, the second outlet 80 is arranged downstream of the outlet 64 and therefore, especially relative to the outlet 64, in series or tandem, so that the outlet 80 can be through which the second portion of air, the first portion of air, and the fuel flow. In particular, the first portion of air is mixed with the fuel in the vortex chamber 62 beforehand, especially in the case of forming a partial mixture, particularly due to the first vortex flow. This partial mixture can flow through the outlet 64 and thus out of the vortex chamber 62 and subsequently through the outlet 80, and mix with the second portion of air, especially due to the advantageous second vortex flow, thereby particularly advantageously preparing a good mixture, and thus this partial mixture is particularly advantageously mixed with the second portion.

[0065] As can be seen, the vortex chamber 76 is at least partially, especially at least primarily, and therefore at least more than half or even completely defined radially inward by the member 74 (especially the partition wall 78) of each vortex chamber 62 or 76. The vortex chamber 76 is at least partially, especially at least primarily, or completely defined radially outward by the member 82 of each vortex chamber 62 or 76, which is here separately constructed from the member 74. Here, the member 74 is at least partially, especially at least primarily, arranged within the member 82. The outlet 80 is defined or constructed, for example, partially by the member 82 and partially by the member 74, especially with respect to the minimum or narrowest flow cross-section through which the second portion of air can flow.

[0066] In order to enable particularly efficient heating and / or heat preservation of at least component 36b, it is specified that, as well as being readily available from... Figure 3 As seen in the image, the first outlet 64 terminates in the direction of airflow through the first portion of the outlet 64 and thus in the direction of fuel flow through the first outlet 64 at a purposefully and particularly mechanically machined, and thus perhaps knife-shaped, end edge K, which extends, for example, around the axial direction of the outlet 64 and completely surrounds the outlet 64 circumferentially (its axial direction coincides with the axial direction of each vortex chamber 62 or 76). The knife-shaped end edge K is formed by an atomizing lip 84, which is here formed by member 74. The atomizing lip 84 narrows toward the end edge K and terminates at the end edge K in the direction of airflow through the first portion of the outlet 64 and thus in the direction of fuel flow through the first outlet 64. For example, the end edge K is ground and / or turned, thus purposefully machined. For example, fuel is sprayed onto component 74, particularly the inner circumferential surface 86 of component 74, especially when a fuel jet 72 is formed, so that a fuel film, also simply referred to as a film, is formed on component 74, particularly the inner circumferential surface 86. It can be seen here that the inner vortex chamber 62 is formed radially outward, particularly directly by the inner circumferential surface 86. Due to the first vortex flow and especially due to the centrifugal force caused by the first vortex flow, the fuel film is transported along the inner circumferential surface 86 to the end edge K, where the fuel separates from the end edge K, thereby generating very small fuel droplets from the fuel or fuel film. Component 74 is therefore a so-called film-laying element or serves as a film-laying element between vortex flows. The droplets collectively form a particularly large fuel surface area, thus enabling highly efficient burner operation even at low burner power, where costly pumps or costly high-pressure generators are not required to generate small and therefore fine fuel droplets. The minimum flow cross section through which the second part of the air can flow through the second outlet 80 is here defined or formed entirely by the end edge K in the radial direction inward of each outlet 64 or 80.

[0067] Furthermore, the burner 42 has a recirculation baffle 88, which in the first embodiment is arranged downstream of the outlet 80 and thus downstream of the component 82 in the flow direction of the (air) portion flowing through the outlet 80 and the fuel flowing through the outlet 80. Here, the recirculation baffle 88 has a flow port 90, which is correspondingly arranged downstream of the outlet 80, through which the air portion and fuel from the vortex chambers 62, 76 can flow. From the flow port 90 and especially from the outlet 80 and thus from the component 82, especially from its end, the recirculation baffle 88 extends outward in the axial direction of each vortex chamber 62 or 76, such that the recirculation baffle 88 extends outward in the radial direction of each vortex chamber 62 or 76 beyond at least one local region T of the component 82. Thus, for example, the first part T1 of the combustion chamber 58 and the second part T2 of the combustion chamber 58 are at least partially separated by means of the recirculation baffle 88. With the help of the circulation plate 88, the mixture flowing through the flow port 90 and into the combustion chamber 58, especially in part T2, can be prevented from flowing excessively back to the component 82 or back to part T1, thereby enabling advantageous mixture preparation.

[0068] You can also from Figure 2 As seen in the diagram, for example, vortex chambers 62 and 76 are supplied with air or portions of air via a supply chamber 92 shared by vortex chambers 62 and 76. Here, the supply chamber 92 is arranged upstream of vortex chambers 62 and 76 in the flow direction of the air portions flowing through them. This means that air is first introduced into the supply chamber 92 via air supply path 54. The air introduced into the supply chamber 92 can flow through it along its path leading to and entering vortex chambers 62 and 76, and is divided into a first portion and a second portion, particularly by means of member 74. The air flowing through the air supply path 54 can, for example, flow out of the air supply path 54 and into the supply chamber 92 in the supply direction, which extends, for example, obliquely and / or tangentially, relative to the axial direction of each vortex chamber 62 and 76 and, consequently, relative to their respective longitudinal axes.

[0069] Figure 4 The component 74, also known as the film-laying element, is shown in a schematic longitudinal sectional view. It can be seen that at least a portion of the TB of the outer vortex chamber 76 is formed by the component 74. Here, the component 74 has a first vortex generator 94 for the inner vortex chamber 62 and a second vortex generator 96 for the outer vortex chamber 76. A first vortex flow of a first portion of air is generated by means of the vortex generator 94, and a second vortex flow of a second portion of air is generated by means of the vortex generator 96. Particularly, the inner annular surface of the inner vortex chamber 62... Figure 4 The designation is K1, especially for the outer annular surface of the outer vortex chamber 76. Figure 4Indicated by K2. A vortex generator 94 is arranged within the duct LK1 of the vortex chamber 62, which is specifically defined entirely by member 74. In particular, the duct LK1 is defined radially outward and inward by member 74 in each vortex chamber 62 or 76. A vortex generator 96 is arranged within the second duct LK2 of the vortex chamber 76, which is completely and therefore particularly defined axially outward and inward by member 74 in each vortex chamber 62 or 76. For example, vortex generators 94 and 96 are also formed by member 74. Here, duct LK1 can be through which a first portion of air flows and duct LK2 can be through which a second portion of air flows, causing vortex generator 94 to generate or induce a first vortex flow, while vortex generator 96 generates or induces a second vortex flow. Here, in Figure 4 In the diagram, the outer diameter of the air duct LK1, also known as the air supply unit, is indicated by Di, and the outer diameter of the air duct LK2, also known as the air supply unit, is indicated by Da.

[0070] If possible Figure 2-4 As seen in the image, both outlets 64 and 80, also referred to as nozzles, are oriented axially. This means that a portion of the mixture flows from the inner vortex chamber 62 into the combustion chamber 58 at least substantially axially. Additionally, a second portion of air also flows into the combustion chamber 58 from the outer vortex chamber 76 at least substantially axially, and thus, at the end edge K, particularly at its separation point, the finely distributed fuel is separated into small droplets by the film-forming element and enters the combustion chamber 58 together. The smallest or narrowest flow cross-section of the outer nozzle and thus its outlet 80 is located at the separation point of the inner nozzle and thus its outlet 64, i.e., at the end edge K.

[0071] Preferably, the nozzles and thus the outlets 64 and 80 have the following size or area ratios: the diameter, and especially the inner diameter, of the outlet 64 (inner nozzle) is preferably 10% to 20% of Di. It is also preferably specified that the diameter, and especially the inner diameter, of the outer nozzle and thus the outlet 80 is, for example, 10% to 35% of Da. The inner and outer annular surfaces should have the same area, i.e., each accounting for 50% of the total annular surface area. In other words, it is preferably specified that the duct LK1 has a first annular surface area, and the duct LK2 has a second annular surface area, wherein these two annular surface areas are preferably the same size.

[0072] Figure 5A second embodiment of the burner 42 is shown in schematic cross-sectional view. In the first embodiment, for example, the component 82 and the recirculation baffle 88 are designed as separate components that are at least indirectly, and especially directly, connected to each other. In the second embodiment, the recirculation baffle 88 is integrally formed with the component 82. In the second embodiment, it is also advantageously preventable, by means of the recirculation baffle 88, that the mixture, after flowing out of the outer nozzle and thus leaving the outlet 80 and entering the combustion chamber 58, will not flow back to the component 82 and form a vortex. Preferably, the diameter, and especially the outer diameter, of the recirculation baffle 88, also simply referred to as the plate, is preferably at least the same size as Di.

[0073] Figure 6 A partial schematic perspective view of a third embodiment of the burner 42 is shown. In this third embodiment, the combustion chamber 58 has a plurality of flow ports 98, which are spaced apart from each other and separated from each other by walls W, which are designed to be solid, particularly in the radial direction of each vortex chamber 62 or 76. Burner exhaust or flame 44 can be discharged from the combustion chamber 58 and introduced into the exhaust passage 26 via the flow ports 98. The walls W are integrally formed and, for example, formed by a one-piece perforated plate 100 designed to be solid. Preferably, exactly eight flow ports 98 are provided. Figure 2As can be seen in the image, in principle, the combustion chamber 58 can be conceived to have a large, undivided exhaust port 102 through which burner exhaust or flame 44 can be discharged from the combustion chamber 58 and enter the exhaust passage 26. In contrast, the third embodiment provides a plurality of spaced and separate flow ports 98, so the exhaust port 102 can be said to be divided or divided into a plurality of flow ports 98 by the wall portion W. It can be seen that the flow ports 98 are evenly distributed circumferentially around the axial extension of each vortex chamber 62 or 76, and are therefore arranged particularly along a circle, the center of which is located along the axial direction of each vortex chamber 62 or 76. Therefore, in the third embodiment, a plurality of outlets in the form of flow ports 98 are provided, particularly at specific locations, instead of a single large outlet in the form of a large exhaust port 102, to achieve advantageous circulation within the combustion chamber 58. Instead of smaller outlets, it is advantageous to use an orifice plate, for example, an orifice plate 100 with a plurality of smaller openings in the form of flow ports 98. The number of flow ports 98 ranges from, for example, three to nine. Each flow port 98 has a similar or at least substantially the same flow area or outlet area through which burner exhaust or flame 44 can flow. The sum of the flow areas of said or all flow ports 98 is the total flow area, also called the total outlet area, and is, for example, 0.8 to 1.8 times the total flow area when there is a single central opening, such as exhaust outlet 102. For example, instead of a central outlet with a diameter of 25 mm and thus an area of ​​491 square millimeters, it may be advantageous to achieve six smaller openings, each with a diameter of 10.5 mm, depending on the flow conditions within the exhaust passage 26, thereby obtaining a total outlet area of ​​520 square millimeters.

[0074] Figure 7 A third embodiment of the burner 42 is shown in a schematic longitudinal sectional view, wherein a perforated plate 100, also known as a perforated plate, is provided. The aforementioned advantageous circulation within the combustion chamber 58... Figure 7 This is indicated by arrow 104. Furthermore, in... Figure 7The diagram illustrates the vortex flow of the mixture, indicated by 106, wherein the vortex flow 106 of the mixture within combustion chamber 58 originates from the corresponding vortex flows of the individual air portions. The vortex flows of the individual air portions and consequently the vortex flow of the mixture 106 are achieved, in particular, by vortex generators 94, 96 and by tangentially supplying air, particularly via air supply path 54. Preferably, each vortex generator 94 or 96 is designed as a guide vane instead of a structure such as a quarter-spherical plate, thus advantageously generating or achieving the vortex flows. The vortex flows of the individual air portions and the resulting vortex flow 106 of the mixture within combustion chamber 58 prevent the flame 44 within combustion chamber 58 from being extinguished, optimize the mixing of air and fuel within combustion chamber 58, and generate vortex bursts for stabilizing the flame 44. The circulation within combustion chamber 58, indicated by arrow 104, can be achieved, in particular, by using an orifice plate, thereby reducing the outlet cross-section through which flame 44 or burner exhaust can be discharged from combustion chamber 58 and fed into exhaust passage 26. The reduction in outlet cross-section means, for example, that the total outlet area of ​​these individual flow ports 98 is smaller than the area of ​​the large, continuous exhaust port 102. Advantageously, the circulation within combustion chamber 58, indicated by arrow 104, allows for better mixing of air and fuel within combustion chamber 58 and prolongs the residence time of the combustion mixture within combustion chamber 58, thus preventing excessive emission of unburned hydrocarbons (HC) as flame 44 or burner exhaust flows out of combustion chamber 58 and into exhaust passage 26, and enabling particularly high temperatures at the outlet of flame 44 or burner exhaust. In particular, the circulation results in circulation partitioning and vortex bursting, thereby enabling a long residence time of flame 44 within combustion chamber 58.

[0075] Figure 8 A partially sectional schematic perspective view shows a vortex generator 107, which may, for example, be a component of or constitute of member 74. The vortex generator 107 includes a vortex generator 94 in an inner vortex chamber 62 and a vortex generator 96 in an outer vortex chamber 76. This can be well understood from... Figure 8As seen in the diagram, the vortex generator 96, and preferably the vortex generator 94, is designed as a guide vane, which facilitates flow design and, in particular, its formation. This avoids excessive pressure loss, especially compared to a spherical vortex generator. The number of vortex generators 94 is, for example, in the range of 6 to 11. Alternatively or additionally, the number of external vortex generators 96 is, for example, in the range of 8 to 14. Each duct LK1 or LK2 in which the vortex generators 94 or 96 are housed has, for example, an area such that at least 20% and at most 70% is covered by the respective vortex generators disposed within the duct LK1 or LK2. Therefore, a particularly advantageous axial obstruction of at least 20% and at most 70% of each area is specified. The radius of each guide vane can extend from at least 40% of Di to infinity, thus allowing each guide vane to be formed in a straight line. In particular, it is conceivable that each guide vane and each radial direction of the vortex chambers 62 and 76 enclose a corresponding angle α, which is, for example, in the range of 10 degrees (inclusive) to 45 degrees (inclusive). The aforementioned radius of each guide vane, also simply referred to as the blade, is within... Figure 8 The symbol R is used to indicate this. Preferably, the vortex generator 94 or 96 is designed to deflect a portion of the air flowing through each duct LK1 or LK2, and thus the air flowing through each duct LK1 or LK2 and thus forming each portion, by 70 to 90 degrees, particularly with respect to the strictly axial or simply axial direction of each vortex chamber 62 or 76. To achieve a particularly advantageous mixture preparation, the guide vanes of the inner and outer vortex chambers 62, 76 can be configured to face each other. In other words, it is conceivable that the outer vortex generator 96 of the outer vortex chamber 76 and the inner vortex generator 94 of the inner vortex chamber 62 are designed to form or induce partial air vortex flows in the form of convection or reverse vortex flows, thus, for example, the first flow is left-handed and the second flow is right-handed, or vice versa.

[0076] The vortex generating device 107 has a particularly centrally located through-hole 108 through which the injection member 66 passes. In other words, the injection member 66 passes through the through-hole 108 and protrudes into the inner vortex chamber 62.

[0077] Figure 10The closure mechanism 110 is shown in a schematic front view, and is designed herein as a louvered gate or in the form of a louvered gate. If the burner 42 is not operated, it may be advantageous to lock the air and fuel lines, i.e., air supply path 54 and / or fuel supply path 46 and / or vortex chambers 62 and 76, and therefore also, for example, outlet 64 and / or outlet 80, to prevent exhaust gas from the internal combustion engine 12 from entering the air supply path 54, fuel supply path 46, supply chamber 92, vortex chamber 62, and / or vortex chamber 76. It is also conceivable that the combustion chamber 58, or at least one longitudinal section of the combustion chamber 58, may be locked to prevent exhaust gas from the internal combustion engine 12 from entering the combustion chamber 58 or any portion thereof or longitudinal section from the exhaust passage 26. For this purpose, the closure mechanism 110 may be used, for example, arranged within or downstream of the combustion chamber 58. The closing mechanism 110, with its closing element 112 movable in the form of a louvered gate, can, for example, change or variably adjust the opening cross-section 114 through which the flame 44 or burner exhaust flows and is particularly directly defined by the closing element 112. Thus, the opening cross-section 114 can be adjusted, in particular controlled or adjusted, according to the load. Therefore, it is conceivable to lock at least a partial area of ​​the combustion chamber 58 by means of the closing mechanism 110. Alternatively or additionally, the outlet 80 can be closed, for example, by means of a first closing mechanism 110. Alternatively or additionally, the outlet 80 can be closed, for example, by means of a second closing mechanism 110. This has the particular advantage that the air and fuel supply mechanisms can be closed simultaneously by means of a small plug. Thus, an air valve downstream of the pump 56 is unnecessary, as it prevents exhaust from entering the pump 56. A significantly larger exhaust cap subjected to hot exhaust can also be omitted after the combustion chamber 58 or its outlet.

[0078] In particular, it is conceivable that the opening cross-section 114, especially the opening cross-section or outlet cross-section of the combustion chamber 58, through which the flame 44 or burner exhaust is discharged from the combustion chamber 58 and can be introduced into the exhaust passage 26. The reduction in the opening cross-section, which is necessary or implemented to increase the flow rate of the flame 44 or burner exhaust from the combustion chamber 58, especially by correspondingly moving the closure 112 in the form of a diaphragm-like gate, should be conducive to flow. Therefore, instead of orifices in a flat closure plate, a conical contraction with an angle of 30 to 70 degrees relative to the horizontal direction can be achieved, as is done, for example, in an aircraft propulsion system, by multiple sector segments and / or by a single cone. This can be achieved by a fixed geometry or, variably, by using multiple foldable sector segments as in an aircraft propulsion system (e.g., in the case of a propulsion nozzle), or by using a movably arranged outlet cone, for example, axially movable in each of the vortex chambers 62 or 76.

[0079] Figure 11A portion of the burner 42 according to the fourth embodiment is shown in a schematic cross-sectional view. It can be well understood from... Figure 11 However, it is also possible to... Figure 2 and 7 As seen, the combustion chamber 58 is formed or defined by a chamber member 116, which is designed to be solid. In particular, the combustion chamber 58, whose axial direction coincides with that of each vortex chamber 62 or 76, is defined directly by the inner circumferential surface 118 of the chamber member 116 along its radial extension parallel to the radial directions of each vortex chamber 62 or 76. The chamber member 116 can be designed as a single piece. In the fourth embodiment, the chamber member 116 is designed such that it has two chamber portions 120, 122, which are either integrally formed with each other, or the chamber portions 120, 122 are separately formed but interconnected components. Here, the inner circumferential surface 118 is formed by the chamber portion 122. The chamber portions 120 and 122 are nested together such that at least one longitudinal region of the chamber portion 120 completely surrounds at least one longitudinal region of the chamber portion 122 in the circumferential direction of the combustion chamber 58, which extends axially around the combustion chamber 58. The longitudinal region of the chamber portion 120 is radially outwardly spaced from the longitudinal region of the chamber portion 122, particularly in the case of a gap 124. The gap 124 is arranged radially between the chamber portions 120 and 122 of the combustion chamber 58 and is designed, for example, as an air gap, particularly between the chamber portions 120 and 122. It can also be seen that the exhaust port 102, which is continuous or uninterrupted, is formed or defined by the chamber portion 122, particularly in the circumferential direction of the combustion chamber 58. Figure 2 In the first embodiment shown, the outlet 102 is not divided, that is, no component divides the outlet 102 into multiple separate and spaced-apart flow ports. However, Figure 7In the third embodiment shown, a perforated plate 100, also called an orifice plate, is provided in the outlet 102, thereby dividing or partitioning the uninterrupted, i.e., continuous outlet 102 into or into a plurality of spaced and separate flow ports 98 formed in the orifice plate 100. Flame 44 or burner exhaust can flow out of the combustion chamber 58 and thus through the outlet 102 or each flow port 98 along a fourth flow direction extending axially in the combustion chamber 58, i.e., parallel to or coinciding with the axial direction of the combustion chamber 58, where the fourth flow direction coincides with the first, second, and third flow directions. It can be seen that the outlet 102 narrows in the flow direction of the burner exhaust flowing through the outlet 102, i.e., along the fourth flow direction. For this purpose, the chamber member 116, especially the chamber portion 120, has a longitudinal region L1 that narrows along the flow direction of the burner exhaust flowing through the outlet 102, which in particular completely surrounds and defines the outlet 102 in the circumferential direction of the combustion chamber 58. In other words, the longitudinal region L1 and thus the outlet 102 are designed in a conical, i.e., a cone or a truncated cone shape in the flow direction of the burner exhaust flowing through the outlet 102. Since the burner exhaust or flame 44 flows out of the combustion chamber 58 via the outlet 102, the outlet 102 is formed at or forms the outlet of the combustion chamber 58. In the fourth embodiment, the combustion chamber 58 is designed in a conical shape at its outlet, thus having a conical portion formed by the longitudinal region L1. Preferably, the outlet 102 has an inner diameter of 34 mm. In other words, it is preferably specified that the minimum or narrowest inner diameter of the outlet 102 through which the burner exhaust can flow is 43 mm.

[0080] Since at least the longitudinal regions of the chamber portions 120, 122 are nested together and spaced apart radially in the combustion chamber 58 by forming a gap 124, wherein the gap 124 is, for example, filled with air and thus designed as an air gap, a double-wall structure is provided for the combustion chamber 58 or the chamber member 116, such that the combustion chamber 58 is isolated by the gap 124, i.e., the air gap. Therefore, the combustion chamber 58 is heat-insulated by the air gap. Reference will be made in particular below. Figure 4 The outer diameter Da of the outer air duct LK2 of the membrane-laying component, particularly the outer vortex chamber 76, is shown. The air duct LK2, which houses the outer vortex generator 96, and the outer diameter Da passing entirely through the membrane-laying component, i.e., member 74, constitute this structure. (See reference...) Figure 11The combustion chamber 58 preferably has an inner diameter d1, particularly upstream of the conical portion or upstream of the longitudinal region L1, which is preferably 1.0 to 3.0 times Da. It is also preferably specified that the minimum inner diameter d2 of the exhaust port 102 (also referred to as the outlet diameter) is 0.7 to 2.3 times Da. The smaller outlet diameter of the exhaust port 102 maintains the outlet velocity of the burner exhaust and mitigates the effects of the flame 44, also known as the burner flame, on the exhaust of the internal combustion engine 12, also known as the engine exhaust. The length l1 of the combustion chamber 58 extending axially in the combustion chamber 58 is preferably 1.5 to 4.0 times Da, particularly in the absence of secondary air injection. In the presence of secondary air injection, the length l1 of the combustion chamber is preferably 2.0 to 5.5 times Da.

[0081] Instead of a continuous discharge port 102, it is conceivable to use a plurality of separate and spaced-apart flow ports 98. In other words, it is conceivable that the inherently continuous and therefore uninterrupted discharge port 102 is divided into a plurality of spaced-apart and separate flow ports 98, preferably in the range of 3 (inclusive) to 9 (inclusive). Each flow port 98 has an area also referred to as the outlet area or flow area, wherein the sum of the areas of all flow ports 98 is preferably close to or equal to the outlet area of ​​the continuous discharge port 102, i.e., close to or equal to the area of ​​the discharge port 102. The sum of the areas of the flow ports 98 is also referred to as the total outlet area. The flow ports 98 are designed, for example, as orifices. It is conceivable that the sum of the areas of all flow ports 98, i.e., the total outlet area, is 0.8 to 1.8 times the area of ​​this or one uninterrupted continuous discharge port of the discharge port 102 of the combustion chamber 58. In particular, it is conceivable to arrange the orifice plate 100 within the discharge port 102 or the longitudinal region L1. It may be advantageous to employ steering elements (especially steering plates) and / or perforated elements (especially perforated plates) for the exhaust of the internal combustion engine 12, also referred to as engine exhaust. The perforated elements can refer to components specifically designed as solids having a plurality of spaced-apart holes, separated from each other, particularly by corresponding walls, through which gases such as combustor exhaust or engine exhaust can flow. To prevent engine exhaust from unduly and adversely affecting and disturbing the flame 44 within the combustion chamber 58, it is advantageous, for example, to position the steering element, such as the steering plate, upstream of the combustion chamber 58, so that little or no engine exhaust, especially flowing in the opposite direction to the flow of flame 44 or combustor exhaust from the combustion chamber 58, flows into the exhaust passage 26. Therefore, it is preferred that the steering element be arranged upstream of the combustion chamber 58, i.e., upstream of the inlet point E2, in the direction of engine exhaust flow. The geometry of the steering element may depend on how the combustion chamber 58 is arranged relative to the exhaust passage 26, i.e., the exhaust duct relative to the exhaust passage 26. The exhaust duct should be understood as the burner exhaust or flame 44 flowing from the combustion chamber 58, particularly along the fourth flow direction, especially at the inlet point E2. Individual adjustment of the steering geometry is advantageous.

[0082] Furthermore, as mentioned above, a sealing mechanism 110 or other sealing mechanism is provided at the outlet of combustion chamber 58. This specifically means that the sealing mechanism 110 can be arranged, for example, within the longitudinal zone L1 or in the outlet 102, such that the flow cross-section of the combustor exhaust or flame 44, which can be supplied by the combustor exhaust or flame 44, particularly at the inlet point E2, from combustion chamber 58 and into exhaust passage 26, is defined by the sealing mechanism 110, particularly the sealing element 112, and is therefore adjustable by means of the sealing mechanism 110. The adjustable flow cross-section is particularly the opening cross-section 114.

[0083] Here, the sealing mechanism 110 can be arranged in the chamber portion 122 and therefore in the outlet 102, or the sealing mechanism 110 or other sealing mechanisms can be arranged downstream of the combustion chamber 58, i.e., downstream of the chamber portion 122 and therefore immediately adjacent to the combustion chamber 58 or the chamber portion 122, and thus itself is arranged downstream of the outlet 102. As achieved in the fourth embodiment via the longitudinal region L1, i.e., via the tapered portion, the narrowing of the outlet 102 leads to an increase in the flow velocity of the burner exhaust, wherein the narrowing of the outlet of the combustion chamber 58 should be conducive to flow. Here, the tapered portion formed by the longitudinal region L1 preferably has an angle also called the cone angle, especially relative to the... Figure 11 The combustion chamber 58, indicated by the dashed line 126, has an axial angle of 30° to 70°. In the fourth embodiment, the conical portion is designed with a fixed geometry, so the conical portion, i.e., the cone angle, is fixed and cannot be changed. However, it is conceivable that the conical portion, especially with respect to its cone angle, can be designed to be variable, as in, for example, an aircraft propulsion device, especially by means of several foldable, i.e., pivotable relative to the chamber portion 122, as in, for example, a propulsion nozzle of an aircraft propulsion device, so that the conical portion or cone angle is adjustable and variable. Alternatively or additionally, it can be specified that the conical portion or its cone angle can be changed by a movably provided outlet cone, and / or an outlet cone whose longitudinal central axis coincides, for example, with the axial direction of the combustion chamber 58 and / or can move axially in the combustion chamber 58, especially relative to the chamber member 116, wherein, preferably, the outlet cone arranged coaxially with the combustion chamber 58 is narrowed in the flow direction of the burner exhaust flowing through the outlet 102. The feature "the outlet cone is arranged coaxially with the combustion chamber 58" specifically refers to the fact that the axial direction of the outlet cone, and thus its longitudinal central axis, coincides with the axial direction of the combustion chamber 58. By moving the outlet cone axially relative to the chamber member 116 in the combustion chamber 58, the flow cross-section through which burner exhaust gas can flow, which allows burner exhaust gas to exit from the combustion chamber 58, and which can be fed into the exhaust duct can be changed, for example. The outlet cone in Figure 11 The direction of movement is shown schematically and is indicated by 128. The direction of movement parallel to the axial extension of the combustion chamber 58 or coinciding with the axial direction of the combustion chamber 58 is... Figure 11 The double arrow 130 indicates that the outlet cone 128 can translate, and in particular, displace, relative to the chamber member 116 along the direction of movement. It can be seen that the flow cross-section through which the burner exhaust flows is defined radially outward by the chamber member 116 and inward by the outlet cone 128, respectively, wherein the flow cross-section is designed to be annular or toroidal. Since the outlet cone 128 narrows in the flow direction of the burner exhaust flowing through the outlet 102 or the flow cross-section, the flow cross-section is altered by displacing the outlet cone 128 along the direction of movement and relative to the chamber member 116.

[0084] Figure 12 A partial schematic cross-sectional view of a fifth embodiment of the burner 42 is shown. Figure 12 In China, especially like in Figure 3 Parts of component 74 and component 82 are particularly visible in this context. If the burner 42 is not operating, it is advantageous to shut off the air and fuel lines, i.e., preferably to close outlets 64 and 68, to prevent engine exhaust from entering the vortex chambers 62 and 76. For this purpose, it is conceivable to provide, for example, a closing mechanism 110 in outlet 64 and / or outlet 80, or to arrange the closing mechanism 110 downstream of outlet 80 and thus immediately following it, such that, for example, the first flow cross-section of outlet 64 through which a first portion of air and fuel can flow and / or the second flow cross-section of outlet 80 through which portions of air and fuel can flow, or the third flow cross-section through which portions of air and fuel can flow and arranged downstream of outlet 80 and immediately or directly following it, can be varied or adjustable by means of the closing mechanism 110. The first, second, or third flow cross-section is, for example, an open cross-section 114, specifically an open cross-section 114 having an opening such that its flow cross-section (open cross-section 114) and thus its area can be adjusted, particularly in the form of a louvered gate, by means of a closing member 112. Therefore, each of the first, second, or third flow cross-sections can be adjusted, particularly controlled, or modified, especially according to the load. For example, it is conceivable that only the two flow outlets 64, 80, also referred to as outlet nozzles, can be closed by means of a closing mechanism 110 or by means of another different closing mechanism, thereby reducing the first, second, or third flow cross-section to zero.

[0085] Other closed mechanisms can be, for example, such as Figure 12 The closure element, also referred to as a plug, is shown schematically and marked with 132. The closure element 132 is particularly translatable relative to member 82 and member 74 in the axial direction of each vortex chamber 62 or 76, especially in at least one closed position and at least one such position. Figure 12The open positions are shown. In the closed position, especially when the burner 42 is deactivated, outlets 64 and 80 are closed by the closure 132 and thus blocked from flow. Therefore, no engine exhaust flows from the exhaust passage 26 through outlets 64 and 80. In the open position, especially when the burner 42 is operating, the closure 132 opens outlets 64 and 80. It can be seen that outlets 64 and 80 can be closed or simultaneously closed by means of the closure 132, for example, designed as a small plug, especially in the closed position of the closure 132. Thus, an air valve, such as valve 55, downstream of the pump 56 is unnecessary, as the closure 132 prevents engine exhaust from flowing from the exhaust passage 26 through the air supply path 54. In other words, engine exhaust can be prevented from entering the pump 56 from the exhaust passage 26 by means of the closure 132 or by means of the closure mechanism 110. A significantly larger exhaust cap subjected to hot exhaust can also be omitted downstream of the combustion chamber 58, i.e., after its outlet.

[0086] The aforementioned air gap insulation of the combustion chamber 58 will be described in detail below: Since the outer wall of the combustion chamber 58 becomes very hot, and may even glow brightly, especially during full-load operation, air gap insulation ensures safe operation. Furthermore, very little heat loss can be maintained through air gap insulation. Preferably, the thermal insulation element completely surrounds the combustion chamber 58 in the circumferential direction extending axially around it. This insulation element is defined here as an air gap insulation element, and therefore an air gap. The gap 124, designed as an air gap, preferably has a width extending radially in the combustion chamber 58, and in particular a gap width, wherein this width, and especially the gap width, is preferably 6% to 25% of Da. It is particularly conceivable that this width is in the range of 1.5 mm (inclusive) to 6 mm (inclusive). It can be seen that the chamber member 116 is a double-walled and therefore air gap-insulated tube. In other words, the chamber portions 120 and 122 form double-walled and therefore air gap-insulated tubes. Preferably, an insulating element, separately constructed from the chamber element 116 (air gap heat insulation tube), completely surrounds the air gap heat insulation tube (chamber element 116) in the circumferential direction of the combustion chamber 58, i.e., at least one longitudinal region of the chamber element 116 extending axially in the combustion chamber 58. The insulating element is preferably a heat insulation pad. The insulating element is preferably constructed at least of mineral wool and / or a metal plate, thereby advantageously insulating the combustion chamber 58.

[0087] The following describes the possible installation locations of combustion chamber 58 or burner 42. As previously mentioned, the mixture within combustion chamber 58 is too lean to burn and release heat or thermal energy. With the aid of thermal energy, at least component 36b can be effectively and efficiently heated and / or insulated. Alternatively or additionally, component 36c, designed as a particulate filter, can be heated. By heating the particulate filter, for example, regeneration of the particulate filter can be achieved or performed. In order to now advantageously utilize the thermal energy of burner 42, it, or the inlet point E2, should be arranged as close as possible to the component to be heated or insulated (e.g., components 36b and / or 36c). This also maintains minimal heat loss. However, to ensure advantageous mixing of engine exhaust and burner exhaust, a shortest path for mixing the burner exhaust and engine exhaust should be provided, wherein this shortest path, particularly in the direction of flow of engine exhaust through exhaust passage 26, extends continuously from burner 42 or from inlet point E2 to the component to be heated or insulated, such as component 36b, particularly to its inlet. The shortest path, especially the shortest path of the mixing chamber 40. Therefore, the inlet point E2 cannot be directly connected to the inlet of component 36b. It has been found particularly advantageous that, especially in the direction of exhaust flow through exhaust passage 26, the distance extending between the inlet point E2 and component 36b immediately following the inlet point E2 in the direction of exhaust flow through exhaust passage 26 is at least 5 to 8 times Da and at most 30 times Da. The feature “component 36b immediately following or directly following the inlet point E2 in the direction of exhaust flow (engine exhaust) through exhaust passage 26” means that no other different exhaust treatment components are arranged between the inlet point E2 and component 36b in the direction of exhaust flow through exhaust passage 26. Alternatively or additionally, the diameter, especially the inner diameter, of the exhaust passage with inlet point E2 should, especially after leaving combustion chamber 58 and especially before exhaust enters component 36b, conically expand to at least 6 times Da. Especially when component 36b is a catalyst, particularly the aforementioned SCR catalyst, component 36b has a substrate. Therefore, it is preferable that the aforementioned distance is the distance extending between the inlet point E2 and the catalyst substrate, particularly in the flow direction of the exhaust gas flowing through the exhaust passage 26. Therefore, it is advantageous that the inner diameter of the exhaust passage expands to at least six times Da after leaving the combustion chamber 58, i.e., for example from the inlet point E2, before the exhaust gas (engine exhaust or burner exhaust) encounters the substrate.

[0088] From Figure 2As seen in the image, the ignition device 60, designed as, for example, a spark plug, glow plug, or heating pin, has a thread 134, particularly designed as an external thread, thereby connecting the ignition device 60 at least indirectly to and holding it onto the chamber member 116. To achieve adequate cooling of the ignition device 60, i.e., advantageous heat dissipation from the ignition device 60, it is advantageous to arrange heat dissipation ribs on the thread 134 of the ignition device 60, also known as the spark plug thread. The number of heat dissipation ribs is preferably in the range of 1 to 7. For example, the thickness of the heat dissipation ribs is in the range of 2 mm to 4 mm. It is also conceivable that each heat dissipation rib has a diameter of 20 to 80 mm, especially an outer diameter. Furthermore, it is advantageous that these heat dissipation ribs have openings, particularly through holes, specifically designed as holes, in order to achieve advantageous heat dissipation to the environment of the ignition device 60, i.e., ambient air, and their number is in the range of 3 to 8. Each through-hole of each heat dissipation rib has, for example, a diameter, particularly an inner diameter, of at least 5 mm and at most 15 mm. The electrode distance between the electrodes of the ignition device 60 is at least 0.7 mm and at most 10 mm. The electrodes can be drawn from... Figure 2 It is seen there and is marked with 136 and 138, wherein an ignition spark for igniting the mixture in the combustion chamber 58 is generated by means of electrodes 136, 138, especially between electrodes 136 and 138.

[0089] To facilitate the creation or generation of vortex flows in the air portions within vortex chambers 62 and 76, air should not be introduced strictly radially, i.e., along the radial direction of each vortex chamber 62 or 76. Instead, it should be introduced tangentially or obliquely relative to the axial directions of each vortex chamber 62 or 76 (e.g., ...). Figure 2 (As indicated). In other words, it is advantageous for air, or portions of air, to flow tangentially into each vortex chamber 62 or 76. This allows the impulse of the incoming air to be pre-directed in the vortex direction, resulting in high vortex generation efficiency.

[0090] To supply fuel to burner 42, a fuel pump (e.g., an oil pump) is used to deliver fuel from fuel tank 18. The fuel pump can therefore be, for example, a low-pressure pump 20. It is advantageous to operate burner 42 in a λ-controllable manner, such that the mixture has, for example, an air-fuel ratio (γ) of at least substantially 1.0. In other words, it is preferably specified that the burner operates according to stoichiometry, and therefore the mixture is a stoichiometric mixture. Furthermore, it is advantageous to specify that the first portion of air and the second portion of fuel in the mixture are regulated or controlled with particular precision. Therefore, it is advantageous that the first amount of air (also referred to as combustion air) and the second amount of fuel in the mixture are regulated and / or calculated with at least substantially precision and introduced into their respective corresponding vortex chambers 62 or 76. It is therefore advantageous to employ a frequency-controllable piston pump as the fuel pump for delivering fuel to or into burner 42. It should be equipped with a spring-loaded valve, such as a ball valve, at its outlet to prevent fuel or exhaust gas from flowing back into the fuel pump, in particular.

[0091] This fuel pump is Figure 17 It is shown in a schematic longitudinal sectional view and is designated 137. Here, the fuel pump 137 is designed as a piston pump, and the piston used to deliver fuel is designated 138. Figure 17 The spring-loaded valve, designed as a spring-loaded ball valve in the embodiment shown, is Figure 17 The valve is designated 140 and includes, in particular, the mechanical spring unit 142 and the ball 144. In particular, the spring-loaded valve 140 is designed as a check valve or functions as a check valve so that fuel can be delivered to the burner 42 by means of the fuel pump 137, such that the valve 140 opens toward the burner but closes in the opposite direction, so that exhaust gas and air do not flow back from the burner 42 to the fuel pump 137.

[0092] Figure 13 A partial view of the sixth embodiment of the burner 42 is shown in a schematic longitudinal sectional view, wherein, particularly in Figure 6 ,besides Figure 12 Outlets 64 and 80, and further components 82 and 74, can be seen. This can also be seen from... Figure 13 The injection part 66 is visible, but it is in Figure 13 According to the embodiments shown Figure 2 and Figure 7Designed as a nozzle. The outlet is not located or formed on the axial end side 146 of the injector 66, which is oriented axially with respect to the vortex chambers 62 or 76. Instead, the outlet 70 is oriented radially in the vortex chambers 62, 76 and is thus formed on the outer peripheral surface 148 of the injector 66, which extends circumferentially around the axial direction of each vortex chamber 62 or 76. In other words, each fuel jet 72 does not exit the injector 66 at the end side 146 and not axially or parallel to the axial direction of each vortex chamber 62, 76. Instead, the fuel jet 72 flows relative to the vortex chambers 62, 76. Figure 13 The axial direction of each vortex chamber 62, 76, indicated by the dashed line 150, flows out of the injector 66 vertically or, in this case, at an angle.

[0093] The inner circumferential surface 86 of component 74 is also referred to as the membrane wall because fuel ejected from the injector 66 via outlet 70 and delivered to or shot onto the membrane wall forms the aforementioned membrane or fuel film at the membrane wall (inner circumferential surface 86). To advantageously deliver fuel to or toward the membrane wall, a simple nozzle can be used, for example, instead of an atomizing nozzle. Figure 13The injector 66 is shown. This nozzle includes a tube 152, at the end of which are disposed the at least two outlets 70, for example designed as transverse orifices. Here, fuel does not flow axially from the nozzle or tube 152 from each of the vortex chambers 62 or 76, but rather flows radially or obliquely relative to the radial direction of each vortex chamber 62 or 76. In order to efficiently deliver the fuel flowing from the outlets 70 to the membrane-laying element and thus to or towards, in particular, the membrane wall, it is advantageous to atomize the fuel. Preferably, a Venturi nozzle 154 is provided at or on the membrane wall, also known as the membrane-laying wall, and is arranged, particularly axially, at the height of the outlets 70 from each of the vortex chambers 62, 76 (whose axial direction coincides with the axial and longitudinal extension direction of the injector 66, particularly the tube 152), and these outlets are preferably arranged at the same axial height. In other words, it is preferable to provide a Venturi nozzle 154 in a vortex chamber 62, which also has an outlet 70, with its narrowest flow cross-section through which the first portion of air flows preferably arranged axially in each vortex chamber 62 or 76 and thus in the injector 66, such that the narrowest or smallest or minimal flow cross-section of the Venturi nozzle 154 and each outlet 70 are arranged at the same height axially in each vortex chamber 62 or 76 and therefore in the injector 66. This allows for particularly advantageous atomization of the fuel flowing through the outlet 70. The Venturi nozzle 154 and the injector 66 can function, in particular, as a jet pump. The first portion of air flows through the Venturi nozzle 154, i.e., through its narrowest flow cross-section. Since the outlets 70 are all arranged at least partially within the narrowest flow cross-section of the Venturi nozzle 154, that is, since the narrowest flow cross-section of the Venturi nozzle 154 and these outlets 70 are arranged at the same height in the axial direction of the inlet 66 and in the flow direction of the first portion of air flowing through the Venturi nozzle 154, the first portion of air acts as or serves as the driving medium, which can be said to draw fuel as the intake material, especially through the outlets 70. Thus, it can be said that the driving medium draws the intake material (fuel) through the outlets 70. This is particularly advantageous for atomizing the fuel in the vortex chamber 62.

[0094] Figure 14A partial schematic longitudinal sectional view of a seventh embodiment of the burner is shown. In the seventh embodiment, the injector 66 is designed, for example, as a nozzle. It can be seen that each fuel jet 72, especially its longitudinal axis or longitudinal central axis, together with an imaginary plane EB extending perpendicular to the axial direction of each vortex chamber 62 or 76 and further perpendicular to the flow direction of the air flowing through each portion of each vortex chamber 62 or 76, encloses an angle β also called the jet angle. Here, the axial direction of each vortex chamber 62 or 76 coincides with the longitudinal extension direction or longitudinal extension range of the injector 66 and further its axial direction. The outlets 70 are particularly uniformly distributed and spaced apart from each other in the circumferential direction extending around the axial direction of the injector 66. In order to produce a fuel film as thin and uniform as possible on the film-coating element, i.e., the inner circumferential surface 86, the number of outlets 70 is preferably at least 2 and at most 10. In other words, for example, it is specified that the number of outlets 70 is in the range of 2 (inclusive) to 10 (inclusive). For example, it is preferred that the angle β be in the range of 10° (inclusive) to 60° (inclusive) in order to pre-direct the fuel impulse to the flow direction. Furthermore, it is specified that the diameter, and especially the inner diameter, of each preferably circular orifice outlet 70 is in the range of 50 mm (inclusive) to 3 mm (inclusive).

[0095] Figure 15 Another possible embodiment of the injector 66 is shown in a schematic partial sectional side view. Figure 15 In the illustrated embodiment, the injector 66 is designed like a nozzle used in a fuel burner. Figure 15 In the illustrated embodiment, the injection element 66 has a head 155, a vortex slit 156, a swirling fluid 158, a secondary filter 160, and a primary filter 162. According to... Figure 15 The injector 66 has at least one or exactly one outlet 70, wherein the outlet 70 of the injector 66 is arranged or formed on its axial end side 146, also referred to as the axial end face. This means that the fuel jet 72 flowing through the outlet 70 flows out of the injector 66 and thus out of the injector 66 axially from the outlet 70 and therefore from the injector 66. In other words, according to Figure 15 The fuel jet 72 or its longitudinal axis or longitudinal central axis extends at least substantially axially, i.e. parallel to the axial direction of each vortex chamber 62 or 76.

[0096] Figure 16 The operation, especially the regulation, of the burner 42 is illustrated in a block diagram. Here, the exhaust temperature at inlet point E2 or downstream of inlet point E2, and especially upstream of component 36b, is indicated by T5. For example, temperature T5 is measured, particularly by means of a temperature sensor, and thus a value characterizing temperature T5, also known as the T5 value, is measured. The T5 value is... Figure 16The T5 value is specifically transmitted to frame 166 as an input parameter. Frame 166 represents the initial state, where, for example, the air supply to burner 42 is shut off, the fuel pump is deactivated, thus stopping the fuel supply to burner 42, and ignition device 60 is deactivated. Arrow 168 indicates so-called burner permission, i.e., permission to use the burner. Due to burner permission, ignition device 60 is activated in frame 170. In frame 172, for example, a fuel-air ratio of 0.9 is set to initiate the burner 42 operation. Furthermore, for example, the air pump and fuel pump are activated in frame 172. Then, in frame 174, the fuel-air ratio is adjusted to 1.03, where the fuel pump operates at a low frequency. In frame 176, ignition device 60 is deactivated, for example. Frame 178 indicates the operating state of burner 42. In operation, the air supply to or toward the burner 42 is turned on, the fuel pump is activated, and the ignition device 60 is deactivated, so that the burner 42 is supplied with air and fuel. Arrow 180 indicates that burner operation is prohibited, especially when the temperature T5 exceeds a limit value of, for example, 400°C.

[0097] The comparison is performed within housing 182, where the actual value of temperature T5 is compared with the target value of temperature T5. The actual value of temperature T5 is, for example, the aforementioned T5 value, and / or is measured, particularly using the aforementioned temperature sensor, especially at inlet E2 or within exhaust passage 26 located downstream of inlet E2 and particularly upstream of component 36b. If, for example, the comparison result is that the actual value is less than or equal to the target value, the state set, particularly within housing 174 (especially regarding the operation of the fuel pump and air pump), is maintained, where the fuel pump... Figure 16 The fuel pump is indicated by frame 184, and the air pump is indicated by frame 186. If, for example, the actual value is greater than the target value, the fuel pump is controlled in frame 188, particularly by means of an electronic computing device also called a control device, and / or the air pump is controlled in frame 190, particularly by means of a control device, especially continuously in such a way that the fuel pump or air pump is changed with respect to its corresponding operation so that the actual value is reduced until, for example, the actual value corresponds to or is less than the target value.

[0098] In housing 192, the amount of air in the mixture is determined, and in particular, measured, specifically by airflow measurement. Furthermore, arrow 194 indicates the determination, and in particular, measurement, of the amount of fuel. In housing 196, the air-fuel ratio (γ) is determined, and in particular, calculated, based on the determined, and in particular, measured, amount of air and the determined, and in particular, measured or calculated, amount of fuel. Specifically, the actual value of the air-fuel ratio of the mixture is determined, and in particular, calculated, in housing 196. In housing 198, the actual value of the air-fuel ratio is compared with a second target value for the air-fuel ratio, where the second target value is, for example, 1.03. If the actual value of the air-fuel ratio corresponds to the target value, or if the actual value of the air-fuel ratio deviates from the target value only by the difference between the actual value and the target value, in particular, being greater than or equal to a limit value, then the burner 42, and in particular the fuel pump and air pump, remain in operation. However, if the actual value of the air-fuel ratio differs significantly from the target value, then, particularly as indicated by arrow 200, the operation of the air pump and / or fuel pump is altered, for example, by controlling the fuel pump or air pump, so that the difference between the actual value of the air-fuel ratio and the target value is at least reduced or even eliminated. Finally, housing 202 indicates the target value of temperature T5 set based on or by means of a control device, particularly at housing 182. Alternatively or additionally, the control device may set the target value of the air-fuel ratio or output it, particularly to housing 198.

[0099] As can be seen, a low-pressure pump 20 is used as the fuel pump, thereby actively delivering fuel to and, in particular, through the injection nozzle 66, so that the fuel is injected directly into the inner vortex chamber 62 via the injection nozzle 66. The low-pressure pump 20 here should have a dual function, that is, it is used, for example, on the one hand, to deliver fuel oil as fuel to the injection nozzle 66, and on the other hand, to deliver fuel oil from the fuel tank 18 to the high-pressure pump 22. As an alternative, it is conceivable to use a fuel pump specifically designed for the burner 42, that is, a fuel pump that actively delivers fuel, especially fuel oil from the fuel tank 18, to or can deliver to the burner 42, but here, the fuel oil from the fuel tank 18 cannot be delivered to the high-pressure pump 22 by means of this dedicated fuel pump. Therefore, a fuel pump 137, for example designed as a piston pump, can be used, thereby delivering fuel to and, in particular, through the injection nozzle 66.

[0100] Figure 18 A system diagram is shown to illustrate the burner 42, and more particularly to illustrate the method for operating the burner 42. Figure 18Arrow 204 indicates that the electronic computing device 52 can electrically / electronically control the air pump 56, the injector 66, and the ignition device 60. Alternatively or additionally, the electronic computing device 52 can electrically / electronically control the fuel pump. Arrow 206 indicates the aforementioned air line and, consequently, the air supply path 54. In other words, the air supply path 54 is or includes at least one air line through which air is introduced, particularly tangentially or obliquely relative to the axial direction of each vortex chamber 62 or 76, or the air chamber 92. Furthermore, arrow 208 indicates a fuel line, also referred to as a fuel line, through which fuel can be supplied to the injector 66. Therefore, arrow 208 specifically indicates the fuel supply path 46 and / or channel 68.

[0101] Control of the injector 66 may refer, for example, to the movement or adjustment of a valve of the injector 66 between at least one closed position and at least one open position. In the closed position, the valve, for example, closes outlet 70, while in the open position, the valve, for example, opens outlet 70. Alternatively or additionally, control of the injector 66 may refer to one or the foregoing control of a fuel pump, such as control of, in particular, an electrically operable piston pump 136.

[0102] In order to achieve the particularly efficient and effective operation of burner 42, as already referred to Figure 16 As indicated, the first air quantity, also known as the air volume, is determined by means of the electronic computing device 52 (control device), which is specifically actively supplied to or supplied to the vortex chambers 62 and 76. "Actively supplying air to or into the vortex chambers 62 or 76" means that air is actively supplied by means of the air pump 56, particularly by the electric operation of the air pump 56, and thus delivered to and into the vortex chambers 62 and 76. Furthermore, the second fuel quantity, also known as the fuel quantity, is determined by means of the electronic computing device 52, which is specifically actively supplied to or supplied to the injection unit 66. "Actively supplying fuel to the injection unit 66" specifically means that fuel is supplied by means of a fuel pump, particularly by the electric operation of the fuel pump, and thus delivered to and through the injection unit 66, and particularly injected into the inner vortex chamber 62 through the injection unit 66.

[0103] Based on the air volume and the fuel volume, at least one actual value of the air-fuel ratio is determined, and in particular calculated, by means of an electronic calculation device 52. Furthermore, the burner 42 operates, in particular, by means of the electronic calculation device 72, based on the determined actual value, such that the electronic calculation device 52 controls the air pump 56 and / or the injection unit 66 and / or the fuel pump and / or the ignition device 60, particularly in an electronically controlled manner and / or based on the determined actual value. This is particularly done by comparing the actual value with a target value, especially by means of the electronic calculation device 52. The electronic calculation device 52 operates the burner 42 based on the comparison of the actual value and the target value of the air-fuel ratio, thereby enabling particularly advantageous λ adjustment of the burner 42.

[0104] Alternatively or additionally, it may be specified that, in order to start the previously inactive burner 42, fuel is injected directly into the inner vortex chamber 62 via the injector 66 during a first time period, wherein, during the first time period, the active supply of air to the vortex chambers 62 and 76 (i.e., the supply of air to the respective portions) is always prohibited, and ignition within the combustion chamber 58 is prohibited. After the first time period, i.e., for example, in a second time period immediately following or directly after the first time period, air is actively supplied to the vortex chambers 62 and 76, and fuel is injected into the inner vortex chamber 62 via the injector 66 during or during the second time period, and the mixture is ignited and combusted within the combustion chamber 58 during or during the second time period. This allows for the rapid and efficient start-up of the previously inactive burner 42, especially within the cold start range and / or under cold environmental conditions.

Claims

1. A method for operating a burner (42) of a motor vehicle, said motor vehicle having an exhaust passage (26) through which exhaust gas from an internal combustion engine (12) flows, wherein, The burner (42) has: - Combustion chamber (58), in which a mixture containing air and liquid fuel can be ignited and thus combusted. - An inner vortex chamber (62) through which a first portion of air flows and causes the first portion of air to flow in a vortex shape, the inner vortex chamber having a first outlet (64) through which the first portion of air flowing through the inner vortex chamber (62) can be discharged from the inner vortex chamber (62) via the first outlet. - An input device (66) having at least one outlet (70) through which the liquid fuel can flow and arranged in an inner vortex chamber (62), by means of which fuel can be fed into the inner vortex chamber (62) via the outlet (70), and a first flow outlet (64) of the inner vortex chamber can also be fed through the fuel that is discharged from the input device (66) and thus fed into the inner vortex chamber (62) via the outlet (70), and - An outer vortex chamber (76) surrounds at least one longitudinal region of the inner vortex chamber (62) circumferentially, is passable by a second portion of air and causes the second portion of air to flow in a vortex-like manner, the outer vortex chamber has a second outlet (80), the second outlet being passable by the second portion of air flowing through the outer vortex chamber (76), fuel flowing through the first outlet (64), and the first portion of air flowing through the inner vortex chamber (62) and the first outlet (64), the respective portions of air and fuel being sent into the combustion chamber (58) via the second outlet. In order to start the burner (42): ○ Fuel is fed into the inner vortex chamber (62) via the input device (66) within a certain time period. During this period, it is strictly prohibited to actively supply air to the inner and outer vortex chambers and to ignite the combustion chamber. ○ After this period, air is actively supplied to the inner and outer vortex chambers, and fuel is fed into the inner vortex chamber via an input device and ignited and burned in the combustion chamber.

2. The method according to claim 1, characterized in that, The time period lasts for at least 0.3 seconds.

3. The method according to claim 1 or 2, characterized in that, The time period lasts for a maximum of 6 seconds.

4. The method according to claim 3, characterized in that, The time period lasts for a maximum of 4 seconds.

5. The method according to claim 1 or 2, characterized in that, At least after the said time period, using an electronic computing device (52): - Determine the first air quantity and the second fuel quantity. - Determine at least one actual value of the air-fuel ratio of the mixture based on the first air quantity and the second fuel quantity, and - Operate the burner (42) according to the determined actual values.

6. The method according to claim 5, characterized in that, The electronic computing device (52) controls the input device (66) based on the determined actual value and thereby operates the burner (42) based on the determined actual value.

7. The method according to claim 1 or 2, characterized in that, - An air pump (56) is provided, by means of which air can be actively delivered to the inner vortex chamber (62) and the outer vortex chamber (76) and thereby actively delivered to and fed into the burner (42), and / or - A fuel pump (136) is provided, by means of which fuel is actively delivered to and delivered through the input (66) and thereby sent into the inner vortex chamber (62) via the input (66).

8. The method according to claim 5, characterized in that, - An air pump (56) is provided, by means of which air can be actively delivered to the inner vortex chamber (62) and the outer vortex chamber (76) and thereby actively delivered to and fed into the burner (42), and / or - A fuel pump (136) is provided, by means of which fuel is actively delivered to and delivered through the input (66) and thereby sent into the inner vortex chamber (62) via the input (66).

9. The method according to claim 6, characterized in that, - An air pump (56) is provided, by means of which air can be actively delivered to the inner vortex chamber (62) and the outer vortex chamber (76) and thereby actively delivered to and fed into the burner (42), and / or - A fuel pump (136) is provided, by means of which fuel is actively delivered to and delivered through the input (66) and thereby sent into the inner vortex chamber (62) via the input (66).

10. The method according to claim 7, characterized in that, A piston pump is used as the fuel pump (136).

11. The method according to claim 8, characterized in that, A piston pump is used as the fuel pump (136).

12. The method according to claim 9, characterized in that, A piston pump is used as the fuel pump (136).

13. The method according to claim 8, 9, 11, or 12, characterized in that, The electronic computing device (52) controls the air pump (56) and / or the fuel pump (136) based on the determined actual values ​​and thereby operates the burner (42) based on the determined actual values.

14. The method according to claim 5, characterized in that, The actual value is compared with the target value using an electronic computing device (52), and the burner (42) is operated based on the comparison.

15. The method according to claim 6, 8, 9, 11, or 12, characterized in that, The actual value is compared with the target value using an electronic computing device (52), and the burner (42) is operated based on the comparison.

16. The method according to claim 13, characterized in that, The actual value is compared with the target value using an electronic computing device (52), and the burner (42) is operated based on the comparison.

17. A method for operating a burner (42) of a motor vehicle, said motor vehicle having an exhaust passage (26) through which exhaust gas from an internal combustion engine (12) flows, wherein, The burner (42) has: - Combustion chamber (58), in which a mixture containing air and liquid fuel is ignited and thus combusted. - An inner vortex chamber (62) through which a first portion of air flows, causing the first portion of air to flow in a vortex shape, the inner vortex chamber having a first outlet (64) through which the first portion of air flowing through the inner vortex chamber (62) is discharged from the inner vortex chamber (62) via the first outlet. - An input element (66) having at least one outlet (70) through which liquid fuel flows and is arranged in an inner vortex chamber (62), through which fuel is fed into the inner vortex chamber (62) via the outlet (70), and a first flow outlet (64) of the inner vortex chamber is also through which fuel flowing from the input element (66) and thus into the inner vortex chamber (62) via the outlet (70), and - An outer vortex chamber (76) surrounds at least one longitudinal region of the inner vortex chamber (62) circumferentially, is passed through by a second portion of air, and causes the second portion of air to flow in a vortex-like manner. The outer vortex chamber has a second outlet (80) through which the second portion of air flowing through the outer vortex chamber (76), fuel flowing through the first outlet (64), and the first portion of air flowing through the inner vortex chamber (62) and the first outlet (64) are passed. The air and fuel are then fed into the combustion chamber (58) via the second outlet. Among them, with the help of electronic computing devices (52): ○ Determine the first air quantity and the second fuel quantity. ○ Determine at least one actual value of the air-fuel ratio of the mixture based on the first air quantity and the second fuel quantity, and ○ Operate the burner (42) according to the determined actual value.

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