Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
  • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
  • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
• • 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
  • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
• • 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
  • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
  • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
  • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
  • F01N3/2066—Selective catalytic reduction [SCR]
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/021—Introducing corrections for particular conditions exterior to the engine
  • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
  • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
• • 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
  • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
• • 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
  • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
  • F01N2570/14—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
  • F01N2610/00—Adding substances to exhaust gases
  • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
• • 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
  • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
  • F01N2900/06—Parameters used for exhaust control or diagnosing
  • F01N2900/10—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle or its components
  • F01N2900/102—Travelling distance
• • 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
  • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
  • F01N2900/06—Parameters used for exhaust control or diagnosing
  • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
  • F01N2900/1606—Particle filter loading or soot amount
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/02—Input parameters for engine control the parameters being related to the engine
  • F02D2200/08—Exhaust gas treatment apparatus parameters
  • F02D2200/0812—Particle filter loading
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
  • F02D2200/501—Vehicle speed
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
  • F02D2200/604—Engine control mode selected by driver, e.g. to manually start particle filter regeneration or to select driving style
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
  • F02D2200/701—Information about vehicle position, e.g. from navigation system or GPS signal
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2250/00—Engine control related to specific problems or objectives
  • F02D2250/11—Oil dilution, i.e. prevention thereof or special controls according thereto
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/021—Introducing corrections for particular conditions exterior to the engine
  • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/021—Introducing corrections for particular conditions exterior to the engine
  • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
  • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
  • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/021—Introducing corrections for particular conditions exterior to the engine
  • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
  • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
  • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
  • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
  • F02D41/402—Multiple injections
  • F02D41/405—Multiple injections with post injections

Definitions

• the present invention is in the field of the decontamination of the exhaust gas of internal combustion engine. More specifically, the invention relates to a method of slagging an exhaust line of an internal combustion engine. The invention finds a particularly advantageous, but not exclusive, application with the exhaust lines of diesel-type internal combustion engines.
• Thermal vehicles are subject to restrictive pollution control standards aimed at limiting pollutant emissions, such as nitrogen oxides (NOx).
• nitrogen oxidation after-treatment systems known as Selective Catalytic Reduction (SCR) systems consist of chemically reducing the nitrogen oxides by injecting into the line. exhaust a urea-based decontamination liquid upstream of a specific catalyst.
• SCR Selective Catalytic Reduction
• the pollution control liquid evaporates and the urea decomposes to form ammonia.
• the ammonia then encounters the catalyst that makes it react with the nitrogen oxides present in the gases.
• the excess energy required for the exhaust to increase the temperature with respect to the operation engine is provided by the use of post-injections, ie late fuel injections, after the top dead center of the cycle, or by a degradation of the combustion efficiency, or by a fuel injection directly into the exhaust line.
• the temperature of the exhaust line then reaches levels such that solid deposits of urea are quickly eliminated.
• Ammonia obtained by decomposition of these solid urea deposits is added ammonia which was already stored by the catalyst before the start of the regeneration of the particulate filter. Under these conditions, the amounts of gaseous ammonia obtained are such that the catalyst can not store them, so that the ammonia is then released into the atmosphere. We are then in a so-called phase of ammonia release.
• a phase P2 regeneration of the particulate filter is triggered (RG_FAP).
• the temperature Temp L of the exhaust line increases rapidly to a set temperature T_s, of the order of 600 ° C, so that a combustion of the soot occurs.
• the SCR system can no longer store the ammonia stored which is then released into the atmosphere.
• Solid urea M ur deposits in the exhaust line are also rapidly decomposed and generate gaseous ammonia that the SCR system is not able to store.
• a large spike of ammonia gas released Rel_NH3 then appears in the cannula.
• the ammonia has the disadvantage of being easily detected by the nose and its smell is very unpleasant. In addition, ammonia is likely to irritate the respiratory system at very high doses.
• the invention aims to solve this problem of significant release of ammonia by providing a method of scrubbing a solid urea deposit of an exhaust line of a vehicle internal combustion engine, said line exhaust nozzle being provided with a particulate filter and a selective catalytic reduction system comprising an injector adapted to inject a urea-based decontamination liquid and a catalyst, characterized in that, in order to eliminate the deposition of solid urea likely to appear in said exhaust line, said method comprises a step of triggering a slag phase of said exhaust line by increasing a temperature in said exhaust line caused by a regeneration phase partial of the particulate filter, the scrubbing phase being triggered before the mass of soot in said particulate filter has reached a trigger threshold of a regenerate total ion of said particulate filter.
• the invention thus makes it possible, by triggering the scrubbing phases before the regeneration of the particulate filter, to fractionate the quantity of ammonia released into the atmosphere and thus to reduce the risk of smell associated with ammonia. during the regeneration phases of the particulate filter.
• the invention also makes it possible to obtain a better monitoring of the mass of ammonia stored in the catalyst relative to the set point as well as a better overall treatment efficiency of the nitrogen oxides.
• a new scrubbing phase of the exhaust line is triggered when a predetermined distance has been traveled since a last scrubbing phase or a last total regeneration of the particulate filter, and a average speed over the predetermined distance is less than a threshold.
• a new scrubbing phase of the exhaust line is triggered when a predetermined time has elapsed since a last scrubbing phase or a final total regeneration of the particulate filter.
• a new scrubbing phase is triggered when a predetermined volume of pollution control liquid has been injected since a last scrubbing phase or a final total regeneration of the particulate filter.
• a new scrubbing phase is triggered when a predetermined volume of liquid pollution has been injected below a threshold temperature of the exhaust gas at the catalyst inlet.
• the scrubbing phase is triggered in the case where the vehicle is moving.
• the scrubbing phase is triggered when a taxi is favorable, especially when an average speed since starting the vehicle is greater than a threshold.
• the scrubbing phase is triggered in the case where an estimate of a future taxi is favorable, in particular by interpretation of a destination entered in a navigation system, and / or prediction of a following journey, and / or detection of an activation of a sports driving mode for a duration less than a threshold.
• the method comprises a step of inhibiting the scrubbing phase when an estimated engine oil dilution level exceeds a threshold or when a projection of an oil level estimate. Long-term engine indicates that the dilution level will quickly become greater than the threshold.
• the invention also relates to a vehicle engine computer having a memory storing software instructions for the implementation of the scrubbing process of the exhaust line as previously defined.
• Figure 1 is a timing diagram illustrating the evolution of several parameters within the exhaust line during the implementation of a method of slagging the exhaust line according to the state of the art;
• Figure 2 is a schematic representation of an exhaust line comprising an exhaust gas control system controlled by the scrubbing method of the exhaust line according to the present invention
• FIG. 3 is a timing diagram illustrating the evolution of several parameters within the exhaust line during the implementation of a scrubbing method of the exhaust line according to the invention.
• 2 shows an exhaust line 1 of an internal combustion engine 2 on which is implanted a pollution control system 5 incorporating for example a catalyst 51 of selective catalytic reduction system (SCR) and a particulate filter 52.
• An injector 6 of liquid pollution is positioned upstream of the pollution control system 5.
• a mixing box 4 may be positioned preferably upstream of the catalyst 51. This mixing box 4 makes it possible to increase the distance traveled by the exhaust gases between the injection point and the catalyst 51 via the establishment of a spiral-shaped trajectory. This facilitates the mixing with the exhaust gases and the evaporation of the droplets of the pollution control liquid.
• the SCR system is adapted to inject the pollution control liquid into the exhaust line 1 in order to convert the nitrogen oxides (NOx) discharged by the engine 2 into nitrogen and water.
• the depollution liquid consists of urea solubilized in water.
• the pollution control liquid may for example consist of a mixture of 32.5% urea and 67.5% water.
• a computer 8 provides in particular the control of the internal combustion engine 2, and a management of the various aftertreatment elements of the exhaust gas. In particular, the computer 8 manages the injection of the amount of liquid pollution in the exhaust line 1 depending on the operating conditions of the engine 2 and the different combustion modes of the engine 2.
• the computer 8 has a memory storing software instructions for carrying out the method according to the present invention.
• the particulate filter 52 gradually loads into soot as rolling progresses so that the mass of soot M su gradually increases.
• the mass of ammonia M NH3 actually stored in the SCR system drifts progressively with respect to a predetermined setpoint V cons. Deposits of urea M ur then appear in the exhaust line 1.
• the computer 8 then triggers a scrubbing phase of the exhaust line 1.
• the temperature Temp L of the exhaust line 1 increases rapidly and soot begins to burn so that their mass M su decreases.
• This scrubbing step consists in initiating a short regeneration (RG_FAP) of the particulate filter 52 having a duration of between 1 and 5 minutes, and preferably worth 3 minutes.
• the temperature of the SCR system to be reached during a slagging phase is greater than 500 ° C., in particular of the order of 600 ° C. This short regeneration only partially reduces the soot mass contained in the particulate filter. Furthermore, the ammonia stored in the SCR system is released but, as the actual mass M NH3 less derivative relative to the setpoint V cons, the released Rel_NH3 amount is lower. The solid urea deposits are also eliminated (M ur becomes zero), but since there are fewer deposits to vaporize, the released sal ammonia is lower.
• phase P3 Similar to the phase P1, during which there is a further increase in soot mass M su in the particulate filter 52 and the mass of solid urea M ur in the exhaust line 1. Moreover, the mass of ammonia M NH3 actually stored in the SCR system drifts progressively with respect to the setpoint V cons.
• a new scrubbing phase P4 of the exhaust line 1 analogous to the P2 phase is then triggered. It should be noted that these scrubbing phases P2, P4 were triggered while the mass of soot M su had not reached a threshold S1 triggering a regeneration of the particulate filter 52.
• a P5 phase similar to the P3 phase is then observed, except that the soot mass level M su in the particle filter 52 increases sufficiently to reach the trigger threshold S1 of the regeneration of the particulate filter 52, observable. during a phase P6.
• the duration of the P6 phase is of the order of 10 to 20 minutes, which is much greater than the duration of each scrubbing phase P2, P4.
• the regeneration of the particulate filter is total, that is to say that the mass of soot is reduced to 0.
• the temperature Temp L of the exhaust line 1 increases rapidly to a set temperature T_s, of the order of 600 ° C to allow combustion of soot.
• the SCR system can no longer store the ammonia stored which is then released into the atmosphere.
• the solid urea deposits M ur in the exhaust line 1 are also rapidly decomposed and generate gaseous ammonia that the SCR system is not able to store.
• a gaseous ammonia peak then appears in the cannula. It is observed that the amplitude of this peak is greatly reduced with respect to the case without scrubbing of FIG.
• the invention makes it possible, thanks to the scrubbing phases occurring before the regeneration phase, to fractionate the global salted ammonia into several occurrences of lesser amplitude.
• the triggering of a new scrubbing phase P2, P4 may be performed when a predetermined distance has been traveled since a last scrubbing phase of the exhaust line 1 or a final regeneration of the particulate filter 52, and that an average speed over the predetermined distance is less than a threshold.
• the predetermined distance may be between 150 km and 250 km and is preferably 200 km, and the average speed threshold may for example be 60 km / h.
• the very first phase of scrubbing of the exhaust line 1 is triggered after the predetermined distance has been traveled since the start of the engine 2 of the vehicle.
• a new scrubbing phase P2, P4 may be triggered when a predetermined time has elapsed since a last scrubbing phase or a last regeneration of the particulate filter 52. For example, during a rolling in city at an average speed of 50 km / h, this duration can be between 3h and 5h. When driving on the highway, this time will be longer because the exhaust line 1 is less prone to clogging given the higher operating temperatures of the exhaust line.
• a new phase of scrubbing P2, P4 may be triggered when a predetermined volume of pollution control liquid, for example equal to 100 mL, has been injected since a last scrubbing phase or a last regeneration of the particulate filter 52.
• P2 scrubbing phase, P4 is preferably triggered when this volume of pollution control liquid has been injected below a threshold temperature of the exhaust gas at the inlet of the catalyst 51.
• This threshold temperature may be between 200 ° C. and 300 ° C., and is preferably 250 ° C. It should be noted that during each phase of scrubbing P2, P4, carried out by a partial regeneration, part of the soot is burned, which allows to delay the total regeneration of the particulate filter 52.
• this method is a greater cause of dilution of the oil than during the regeneration of the particulate filter 52, insofar as one controls post-injections without having a good efficiency of combustion of the soot. It can therefore be chosen to inhibit the scrubbing phases when an estimated engine oil dilution level exceeds a threshold or when a projection of an estimate of the engine oil level over the long term indicates that the dilution level will quickly become higher than the threshold.
• a new scrubbing phase may be triggered especially when an average speed since a vehicle start is greater than a threshold.
• a new scrubbing phase may be triggered in the event that an estimate of a future taxi is favorable, in particular by interpretation of a destination entered in a navigation system, and / or prediction of a sequence of trips, and / or detecting an activation of a sport driving mode for a duration less than a threshold.
• the triggering strategies of a scrubbing phase can of course be combined with each other.

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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)
• Health & Medical Sciences (AREA)
• Toxicology (AREA)
• Exhaust Gas After Treatment (AREA)
• Processes For Solid Components From Exhaust (AREA)

Applications Claiming Priority (2)

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ID=58054370

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• 2017
  • 2017-01-05 FR FR1750085A patent/FR3061514A1/fr not_active Withdrawn
  • 2017-12-15 EP EP17826269.7A patent/EP3565964A2/de not_active Withdrawn
  • 2017-12-15 MA MA047191A patent/MA47191A/fr unknown
  • 2017-12-15 WO PCT/FR2017/053603 patent/WO2018127638A2/fr unknown

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