EP2093396A1 - Système d'échappement et procédé pour un tel système - Google Patents

Système d'échappement et procédé pour un tel système Download PDF

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Publication number
EP2093396A1
EP2093396A1 EP08151791A EP08151791A EP2093396A1 EP 2093396 A1 EP2093396 A1 EP 2093396A1 EP 08151791 A EP08151791 A EP 08151791A EP 08151791 A EP08151791 A EP 08151791A EP 2093396 A1 EP2093396 A1 EP 2093396A1
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EP
European Patent Office
Prior art keywords
particulate filter
hydrocarbon
exhaust
upstream
absorber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP08151791A
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German (de)
English (en)
Inventor
John Korsgren
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volvo Car Corp
Original Assignee
Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP08151791A priority Critical patent/EP2093396A1/fr
Publication of EP2093396A1 publication Critical patent/EP2093396A1/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0821—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0231—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/18—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an adsorber or absorber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2250/00—Combinations of different methods of purification
    • F01N2250/14—Combinations of different methods of purification absorption or adsorption, and filtering

Definitions

  • the present invention relates to an exhaust system providing at least one exhaust path for a vehicle internal combustion engine comprising a particulate filter adapted to store particulate matter, and a nitrogen oxides absorber.
  • the invention also relates to a method for such a system.
  • An exhaust aftertreatment system for a vehicle diesel engine traditionally includes a diesel oxidation catalyst for control of carbon monoxide (CO), hydrocarbons (HC), and soluble organic fractions of particulate matter in the exhaust gases,
  • a particulate filter also known as a catalyzed soot filter, diesel particulate filter, carbon trap or carbon particulate filter, adapted to store carbonaceous particulate matter from the exhaust gas
  • NOx nitrogen oxides
  • a NOx adsorber comprises a catalyst washcoat that chemically adsorbs NO and NO 2 molecules, and when the trap is "full", the NOx adsorber is regenerated or "purged"'.
  • This type of regeneration will in the following be denoted a “DeNOx regeneration”.
  • Such a regeneration can be performed by periodically, temporarily changing the engine operation to provide rich conditions (lambda value ⁇ 1) in the exhaust gas. Thereby, the trapped NOx molecules will react with CO and hydrocarbons to produce water (H 2 O), carbon dioxide (CO 2 ) and nitrogen gas (N 2 ).
  • Such a combined release and conversion of trapped NOx molecules by a temporary switch, performed entirely by engine measures to produce rich conditions in the exhaust gas, is here referred to as an "engine control DeNOx regeneration",
  • regeneration of the NOx adsorber can be carried out by injecting fuel into the exhaust path upstream of the NOx adsorber, for example as described in US6745560B2 , EP1223312A1 and US2003/0140621A1 .
  • a well known drawback of NOx adsorbers is their susceptibility to poisoning by sulfur components in the exhaust gas. Sulfur is strongly bound to the NOx adsorber catalyst washcoat, thus reducing the NOx storage capability, and sulfur components are not readily released from the NOx adsorber during DeNOx regenerations.
  • a special type of "DeSOx regeneration” must be performed at regular intervals.
  • a DeSOx regeneration requires both rich conditions in the exhaust gas and a high NOx adsorber temperature, generally above e.g. 600-650°C. DeSOx regenerations can be performed entirely by changing the engine operation to provide the required conditions in the exhaust gas.
  • a particulate filter needs to be regenerated to avoid overloading of soot.
  • This type of regeneration is in the following denoted a "particulate filter regeneration". It can be performed by periodically changing the engine operation to provide suitable conditions for soot oxidation.
  • a particulate filter regeneration does not require rich conditions in the exhaust gas.
  • the exhaust gas temperature is raised to e.g. 600°C and lean conditions in the exhaust gas (lambda vague> 1) are maintained such that the oxygen concentration is sufficient to ensure efficient oxidation of the captured soot particles, also known as soot burnout.
  • particulate filter regeneration there is usually an aim to keep the temperature of the filter at a target filter temperature which is an optimum operating temperature where the soot oxidation rate is sufficiently high, but the temperature is not so high as to cause a significant risk for filter damage due to excessive temperatures within the particulate filter.
  • target temperature is generally achieved by producing an exotherm across an oxidation catalyst positioned upstream of the particulate filter.
  • a problem occurs where the oxidation catalyst is replaced by a NOx adsorber, since particulate filter regenerations can significantly accelerate the ageing of the NOx adsorber.
  • the catalyst washcoat of a NOx adsorber is significantly more temperature sensitive than that of an oxidation catalyst, and the conditions required for particulate filter regeneration can result in significant thermal ageing through the exothermic reactions taking place in the NOx adsorber.
  • the temperature within the NOx adsorber can come up to 850°C during transient driving conditions, whereas temperatures in excess of e.g. 700°C can be detrimental to the catalyst washcoat of the NOx adsorber.
  • an exhaust system of the type mentioned initially wherein the nitrogen oxides absorber is located upstream of the particulate filter, and hydrocarbon supply means are adapted to supply hydrocarbon, into at least one of the exhaust paths, upstream of the particulate filter and downstream of the nitrogen oxides absorber,
  • the supply of hydrocarbon into the exhaust gas can be performed with a low-pressure fuel injector, or with an alternative device for providing finely dispersed or gaseous hydrocarbons into the exhaust gas stream.
  • a temperature increase for particulate filter regeneration, or soot burn-out, of the particulate filter can be produced by an exothermic reaction within the particulate filter itself. Since the hydrocarbon supply takes place downstream of the NOx adsorber, particulate filter regeneration measures will not cause a temperature increase in the NOx adsorber, and the thermal ageing of the latter will be significantly reduced.
  • the hydrocarbon supply can be activated for particulate filter regeneration during all driving conditions, even at low exhaust temperatures, e.g. during low-load and idling driving conditions when the temperature within the NOx adsorber is relatively low, to maintain a target temperature (e.g. 600°C) within the particulate filter.
  • the combustion efficiency of the engine may be reduced as to increase the exhaust gas temperature, with the intention of supporting the soot oxidation process during particulate filter regeneration, In this case, a moderate temperature increase may be produced by exothermic reactions within the NOx adsorber, but the temperature should be maintained at such levels as to render the thermal ageing effect on the NOx adsorber negligible.
  • the hydrocarbon type is not limited to any specific compounds; instead the hydrocarbon source can be comprised of a variety of organic compounds based on carbon and hydrogen, the molecular structure of which can vary as is known in the art.
  • the hydrocarbon supply means are adapted to supply hydrocarbon by supplying fuel from fuel storage means adapted to store fuel for the engine,
  • catalytic, oxidation means adapted for hydrocarbon oxidation are provided upstream of the particulate filter and downstream of the hydrocarbon supply means.
  • hydrocarbons can be supplied upstream of the catalytic oxidation means so that all, or at least a part of the exothermic reactions take place within the catalytic oxidation means.
  • This will provide for the particulate filter regeneration to be even more effective and will enable a more accurately temperature-controlled particulate filter regeneration process.
  • the risk for hydrocarbon breakthrough downstream the particulate filter is reduced.
  • the catalytic oxidation means can be provided in the form of an oxidation catalyst, or another type of catalyst with a similar capability of hydrocarbon oxidation, such as a three way catalyst, or a further NOx adsorber with a hydrocarbon oxidation capacity.
  • the nitrogen oxides absorber is located directly downstream of a turbocharger of the engine. This means that there is no intermediate device between the NOx adsorber and the turbocharger regardless whether the NOx adsorber is located in the direct vicinity of the turbocharger or at a distance from it As mentioned below, this can provide a rapid activation of the NOx adsorber after engine start, and also an efficient abatement of CO and hydrocarbon emissions where the NOx adsorber has an oxidizing function.
  • Fig. 1 shows an engine system 1 in a vehicle, with an internal combustion engine 2, in the form of a diesel engine 2, and an exhaust system 3 providing an exhaust path, in a direction indicated with an arrow A. for exhaust gases from the engine 2.
  • a turbine of a turbocharger 201 is provided downstream of an exhaust manifold (not shown) of the engine 2. It should be mentioned that the invention is of course also applicable to engines without turbochargers.
  • the exhaust system 3 comprises a NOx adsorber 4, and a particulate filter 5 adapted to store particulate matter.
  • the NOx adsorber 4 is located upstream of the particulate filter 5, preferably in a close-coupled position directly downstream the turbocharged 201.
  • the location of the NOx adsorber 4 in a close-coupled position directly downstream of the turbocharger 201 means that there is no intermediate device between the NOx adsorber 4 and the turbocharger 201.
  • An advantage of placing the NOx adsorber in this position is a rapid heat-up of the NOx adsorber, giving a quick so-called "light-off with activation of the NOx adsorber function rapidly after, engine start. Given that the NOx adsorber has an oxidizing function, its positioning in the close-coupled position also enables efficient abatement of CO and hydrocarbon emissions.
  • Hydrocarbon supply means 6 are provided upstream of the particulate filter 5 and downstream of the NOx adsorber 4.
  • the hydrocarbon supply means 6 is adapted to provide into the exhaust, path finely dispersed or gaseous hydrocarbons, in the form of diesel fuel, and is for this purpose adapted to communicate, via a separate conduit and by means of a fuel pump 701, with fuel storage means, in the form of a fuel tank 7, adapted to store diesel fuel for the engine 2.
  • the hydrocarbon supply means 6 can be adapted to communicate with fuel storage means which are separate from the fuel tank for the engine 2.
  • the hydrocarbon supply means 6 could be provided in the form of a fuel evaporation unit as described in EP1369557B1 or EP 1643092A1 , or as a part of an agent injection system as described in WO 2006138233A3 .
  • the engine system comprises an engine control unit 8 adapted to control air flow control means (not shown) and fuel injection means (not shown) of the engine 2 in a manner known in the art.
  • a differential pressure sensor 901 is connected upstream and downstream, respectively, of the particulate filter 5.
  • An upstream connection pipe to the differential pressure sensor 901 is located downstream of the NOx adsorber 4.
  • the engine control unit 8 is adapted to receive a signal from the differential pressure sensor 901, and to determine based thereon the pressure difference across the particulate filter 5.
  • a first temperature sensor 1001 is located in the exhaust system 3 upstream of the particulate filter 5 and downstream of the NOx adsorber 4. Based on the pressure difference, determined by means of the differential pressure sensor 901, and signals from the first temperature sensor 1001, the engine control unit 8 can determine whether accumulated soot amount in the particulate filter 5 has reached a level at which a particulate filter regeneration should be initiated. Alternatively, or in addition, in a particulate filter data model can be used by the control unit 8 to determine whether a particulate filter regeneration should be initiated, and/or particulate filter regeneration can be carried out at predetermined distances covered by the vehicle.
  • the engine control unit 8 is adapted to receive signals from a first and second lambda sensor 1101, 1102, located upstream and downstream, respectively, of the NOx adsorber 4.
  • the second lambda sensor 1102 is located upstream of the particulate filter 5. Based on signals from the first and second lambda sensors 1101, 1102, the engine control unit 8 can determine the NOx emissions performance of the NOx adsorber 4 and whether DeNOx or DeSOx regenerations need to be initiated.
  • the signals from the lambda sensors 1101, 1102 can also be used by the engine control unit 8 to determine an appropriate termination time of an activated DeNOx or DeSOx regeneration procedure.
  • the engine control unit 8 is adapted to receive signals from a second temperature sensor 1002, located in the exhaust system 3, upstream of the NOx adsorber 4. Based on signals from the temperature sensors 1001, 1002, the engine control unit 8 can estimate the temperature within the NOx adsorber 4, with the objective of avoiding thermal ageing of the latter.
  • the estimated temperature within the NOx adsorber 4 enables the engine control unit 8 to perform accurate temperature control and avoidance of thermal ageing effects on the NOx adsorber 4 during both DeSOx regenerations and during particulate filter regenerations, in the case that a moderate temperature increase within the NOx adsorber is produced from engine measures.
  • the engine control unit 8 can also be adapted to receive signals from a third temperature sensor 1003, located in the exhaust system 3, downstream of the particulate filter 5. Based on the signals from the first and third temperature sensors 1001, 1003, located upstream and downstream, respectively, of the particulate filter 5, the engine control unit 8 can estimate the temperature within the filter during particulate filter regenerations and accordingly adjust the dosing amount of hydrocarbons through hydrocarbon supply 6,
  • Fig. 2 shows an engine system 1 with an exhaust system 3 according to an alternative embodiment of the invention.
  • the exhaust system in fig. 2 is similar to the one described above with reference to fig. 1 , except for the following features.
  • Catalytic oxidation means in the form of an oxidation catalyst 12 is provided upstream of the particulate filter 5 and downstream of the hydrocarbon supply means 6. As mentioned above, this provides for fuel to be provided upstream of the oxidation catalyst 12, in order to regenerate the particulate filter 5, so that at least a part of the exothermic reactions giving a temperature increase in the particulate filter 5 take place in the oxidation catalyst 12. Preferably, all or a major part of these exothermic reactions take place in the oxidation catalyst 12.
  • the catalytic oxidation means 12 can be provided in the form of another type of catalyst with a similar capability of hydrocarbon oxidation.
  • a third temperature sensor 1003 is positioned downstream of the oxidation catalyst 12 and upstream of the particulate filter 5. Based on the signals from the temperature sensors 1001, 1003, located upstream and downstream, respectively, of the oxidation catalyst 12, the engine control unit 8 can adjust the dosing amount of hydrocarbons through hydrocarbon supply 6 and estimate the temperature within particulate filter 5 during particulate filter regenerations.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust Gas After Treatment (AREA)
EP08151791A 2008-02-22 2008-02-22 Système d'échappement et procédé pour un tel système Withdrawn EP2093396A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP08151791A EP2093396A1 (fr) 2008-02-22 2008-02-22 Système d'échappement et procédé pour un tel système

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08151791A EP2093396A1 (fr) 2008-02-22 2008-02-22 Système d'échappement et procédé pour un tel système

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EP2093396A1 true EP2093396A1 (fr) 2009-08-26

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009043121A1 (de) * 2009-09-25 2011-04-07 Dantherm Filtration Gmbh Verfahren und Vorrichtung zur Abgasreinigung von Stationär- und Schiffsmotoren

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1223312A1 (fr) 2001-01-12 2002-07-17 Renault Système de traitement des gaz d'échappement d'un moteur à combustion et procédé de pilotage d'un tel système
EP1321643A1 (fr) * 2001-12-19 2003-06-25 Robert Bosch Gmbh Dispositif et procédé de post-traitement des gaz d'échappement
US20030140621A1 (en) 1999-06-23 2003-07-31 Southwest Research Institute Integrated method for controlling diesel engine emissions in CRT-LNT system
US6745560B2 (en) 2002-07-11 2004-06-08 Fleetguard, Inc. Adsorber aftertreatment system having dual soot filters
WO2004079170A1 (fr) * 2003-03-08 2004-09-16 Johnson Matthey Public Limited Company Systeme d'echappement pour moteur a combustion interne a melange pauvre, comprenant un filtre a particules et un absorbant de nox
EP1643092A1 (fr) 2002-06-07 2006-04-05 ArvinMeritor Emissions Technologies GmbH Véhicule entraîné par un moteur diesel comprenant un système d'épuration de gaz d'échappement à régénération discontinue par l'injection des vapeurs de carburant
WO2006066043A1 (fr) * 2004-12-15 2006-06-22 Donaldson Company, Inc. Commande d'un systeme de traitement des gaz d'echappement d'un moteur
WO2006138233A2 (fr) 2005-06-17 2006-12-28 Arvinmeritor Emissions Technologies Gmbh Procede et dispositif permettant la regeneration d'un piege a nox et d'un piege a particules
EP1369557B1 (fr) 2002-06-07 2007-08-15 ArvinMeritor Emissions Technologies GmbH Véhicule entrainé par un moteur diesel comprenant un système d'épuration de gaz d'échappement à régénération discontinue par l'injection des vapeurs de carburant

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030140621A1 (en) 1999-06-23 2003-07-31 Southwest Research Institute Integrated method for controlling diesel engine emissions in CRT-LNT system
EP1223312A1 (fr) 2001-01-12 2002-07-17 Renault Système de traitement des gaz d'échappement d'un moteur à combustion et procédé de pilotage d'un tel système
EP1321643A1 (fr) * 2001-12-19 2003-06-25 Robert Bosch Gmbh Dispositif et procédé de post-traitement des gaz d'échappement
EP1643092A1 (fr) 2002-06-07 2006-04-05 ArvinMeritor Emissions Technologies GmbH Véhicule entraîné par un moteur diesel comprenant un système d'épuration de gaz d'échappement à régénération discontinue par l'injection des vapeurs de carburant
EP1369557B1 (fr) 2002-06-07 2007-08-15 ArvinMeritor Emissions Technologies GmbH Véhicule entrainé par un moteur diesel comprenant un système d'épuration de gaz d'échappement à régénération discontinue par l'injection des vapeurs de carburant
US6745560B2 (en) 2002-07-11 2004-06-08 Fleetguard, Inc. Adsorber aftertreatment system having dual soot filters
WO2004079170A1 (fr) * 2003-03-08 2004-09-16 Johnson Matthey Public Limited Company Systeme d'echappement pour moteur a combustion interne a melange pauvre, comprenant un filtre a particules et un absorbant de nox
WO2006066043A1 (fr) * 2004-12-15 2006-06-22 Donaldson Company, Inc. Commande d'un systeme de traitement des gaz d'echappement d'un moteur
WO2006138233A2 (fr) 2005-06-17 2006-12-28 Arvinmeritor Emissions Technologies Gmbh Procede et dispositif permettant la regeneration d'un piege a nox et d'un piege a particules

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009043121A1 (de) * 2009-09-25 2011-04-07 Dantherm Filtration Gmbh Verfahren und Vorrichtung zur Abgasreinigung von Stationär- und Schiffsmotoren
DE102009043121B4 (de) * 2009-09-25 2013-09-05 Nederman Filtration GmbH Verfahren und Vorrichtung zur Abgasreinigung von Stationär- und Schiffsmotoren

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