US20110047992A1 - Partial coating of platinum group metals on filter for increased soot mass limit and reduced costs - Google Patents
Partial coating of platinum group metals on filter for increased soot mass limit and reduced costs Download PDFInfo
- Publication number
- US20110047992A1 US20110047992A1 US12/546,994 US54699409A US2011047992A1 US 20110047992 A1 US20110047992 A1 US 20110047992A1 US 54699409 A US54699409 A US 54699409A US 2011047992 A1 US2011047992 A1 US 2011047992A1
- Authority
- US
- United States
- Prior art keywords
- dpf
- particulate filter
- diesel particulate
- regeneration
- platinum group
- 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.)
- Abandoned
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- 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]
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9445—Simultaneously removing carbon monoxide, hydrocarbons or nitrogen oxides making use of three-way catalysts [TWC] or four-way-catalysts [FWC]
- B01D53/9454—Simultaneously removing carbon monoxide, hydrocarbons or nitrogen oxides making use of three-way catalysts [TWC] or four-way-catalysts [FWC] characterised by a specific device
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9459—Removing one or more of nitrogen oxides, carbon monoxide, or hydrocarbons by multiple successive catalytic functions; systems with more than one different function, e.g. zone coated catalysts
- B01D53/9463—Removing one or more of nitrogen oxides, carbon monoxide, or hydrocarbons by multiple successive catalytic functions; systems with more than one different function, e.g. zone coated catalysts with catalysts positioned on one brick
- B01D53/9472—Removing one or more of nitrogen oxides, carbon monoxide, or hydrocarbons by multiple successive catalytic functions; systems with more than one different function, e.g. zone coated catalysts with catalysts positioned on one brick in different zones
-
- 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
- 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
- F01N13/0097—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 the purifying devices are arranged in a single housing
-
- 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
- F01N3/033—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 in combination with other devices
- F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel 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
- 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
- F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
- F01N3/106—Auxiliary oxidation catalysts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D2255/00—Catalysts
- B01D2255/10—Noble metals or compounds thereof
- B01D2255/102—Platinum group metals
- B01D2255/1021—Platinum
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D2255/00—Catalysts
- B01D2255/10—Noble metals or compounds thereof
- B01D2255/102—Platinum group metals
- B01D2255/1023—Palladium
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D2255/00—Catalysts
- B01D2255/90—Physical characteristics of catalysts
- B01D2255/903—Multi-zoned catalysts
- B01D2255/9032—Two zones
-
- 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
- F01N2370/00—Selection of materials for exhaust purification
- F01N2370/02—Selection of materials for exhaust purification used in catalytic reactors
-
- 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
- F01N2510/00—Surface coverings
- F01N2510/06—Surface coverings for exhaust purification, e.g. catalytic reaction
- F01N2510/068—Surface coverings for exhaust purification, e.g. catalytic reaction characterised by the distribution of the catalytic coatings
- F01N2510/0682—Surface coverings for exhaust purification, e.g. catalytic reaction characterised by the distribution of the catalytic coatings having a discontinuous, uneven or partially overlapping coating of catalytic material, e.g. higher amount of material upstream than downstream or vice versa
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- This invention relates generally to motor vehicles, such as trucks, that are powered by internal combustion engines, particularly diesel engines that have exhaust gas treatment devices for treating exhaust gases passing through their exhaust systems.
- a known system for treating exhaust gas passing through an exhaust system of a diesel engine comprises a diesel oxidation catalyst (DOC) that oxidizes hydrocarbons (HC) to CO2 and H2O and converts NO to NO2 , and a diesel particulate filter (DPF) that traps diesel particulate matter (DPM).
- DPM includes soot or carbon, the soluble organic fraction (SOF), and ash (i.e. lube oil additives etc.).
- SOF soluble organic fraction
- ash i.e. lube oil additives etc.
- the DPF is located downstream of the DOC in the exhaust gas flow.
- the combination of these two exhaust gas treatment devices prevents significant amounts of pollutants such as hydrocarbons, carbon monoxide, soot, SOF, and ash, from entering the atmosphere.
- the trapping of DPM by the DPF prevents black smoke from being emitted from a vehicle's exhaust pipe.
- the DOC oxidizes hydrocarbons (HC) and converts NO to NO2 .
- the organic constituents of trapped DPM within the DPF i.e., carbon and SOF, are oxidized within the DPF, using the NO2 generated by the DOC, to form CO2 and H2O, which can then exit the exhaust pipe to atmosphere.
- the rate at which trapped carbon is oxidized to CO2 is controlled not only by the concentration of NO2 or O2 but also by temperature. Specifically, there are three important temperature parameters for a DPF.
- the first temperature parameter is the oxidation catalyst's “light off” temperature, below which catalyst activity is too low to oxidize HC.
- Light off temperature is typically around 180-200° C.
- the second temperature parameter controls the conversion of NO to NO2 .
- This NO conversion temperature spans a range of temperatures having both a lower bound and an upper bound, which are defined as the minimum temperature and the maximum temperature at which 40% or greater NO conversion is achieved.
- the conversion temperature window defined by those two bounds extends from approximately 250° C. to approximately 450° C.
- the third temperature parameter is related to the rate at which carbon is oxidized in the filter.
- Reference sources in relevant literature call that temperature the “Balance Point Temperature” (or BPT). It is the temperature at which the rate of oxidation of particulate, also sometimes referred to as the rate of DPF regeneration, is equal to the rate of accumulation of particulate.
- BPT is one of the parameters that determines the ability of a DPF to enable a diesel engine to meet expected tailpipe emissions laws and/or regulations.
- a DPF requires regeneration from time to time in order to maintain particulate trapping efficiency.
- Regeneration involves the presence of conditions that will burn off trapped particulates whose unchecked accumulation would otherwise impair DPF effectiveness. While “regeneration” refers to the general process of burning off DPM, two particular types of regeneration are recognized by those familiar with the regeneration technology as presently being applied to motor vehicle engines.
- Passive regeneration is generally understood to mean regeneration that can occur anytime that the engine is operating under conditions that burn off DPM without initiating a specific regeneration strategy embodied by algorithms in an engine control system.
- Active regeneration is generally understood to mean regeneration that is initiated intentionally, either by the engine control system on its own initiative or by the driver causing the engine control system to initiate a programmed regeneration strategy, with the goal of elevating temperature of exhaust gases entering the DPF to a range suitable for initiating and maintaining burning of trapped particulates.
- Active regeneration may be initiated even before a DPF becomes loaded with DPM to an extent where regeneration would be mandated by the engine control system on its own.
- the control system forces active regeneration, and that is sometimes referred to simply as a forced regeneration.
- the creation of conditions for initiating and continuing active regeneration, whether forced or not, generally involves elevating the temperature of exhaust gas entering the DPF to a suitably high temperature.
- HC and CO generated by the engine during the rich operation typically exceeds the stoichiometric quantity of NOx that is to be reduced over the catalyst. This excess of reductant, while necessary for high NOx reduction efficiencies, leads to HC and CO breakthroughs at the DOC outlet (“HC/Co slip”), wherein the HC/CO slip cannot be oxidized to CO2 and H2O.
- Uncoated DPF are used in conjunction with a DOC and operated in a passive manner (no active filter regeneration) or if used with an active regeneration then have a reduced rate of passive regeneration compared to a coated filter or have an increased risk of HC/CO slip. The time elapsed between active filter regeneration is decreased as a result of the lower rate of passive soot oxidation.
- the disclosed embodiments of the invention provide a DPF which has a thin band of washcoated filter material either on the inlet of the upstream side or the outlet of the downstream side.
- the washcoating is with platinum group metals (PGM), e.g., Pt and Pd added to the surface and pore structure of a DPF.
- PGM platinum group metals
- the PDF should provide comparable or improved distance between active regeneration and/or should prevent HC/CO slip during active DPF regeneration.
- the embodiments of the invention should also reduce the cost of the after treatment system by minimizing the PGM applied to the filter.
- the after treatment system should operate and function in the same manner as a fully coated DPF although the interval between active regeneration could be increased or alternatively the size of the filter can be reduced.
- a coating of platinum group metals is applied to the surface and pore structure of a relatively thin band of filter media within an inlet portion of the DPF media on the upstream side. Due to the presence of the coating, additional NO2 can thus be formed and therefore increase the rate of passive regeneration.
- the coating since the coating is only on a front portion of the filter, it will be able to burn any HC/CO slip from the DOC during active regeneration while not being exposed to the exotherm from burning the HC/CO slip coupled with the burning of the storage soot on the filter. It is known that the temperature rise within the DPF is greater towards the rear of the DPF as opposed to the front.
- a coating of platinum group metals is applied to the surface and pore structure of a relatively thin band of filter media within an outlet portion of the DPF media on the downstream side.
- PGM platinum group metals
- this will not increase the rate of passive regeneration other than that from the DOC, it will allow for HC/CO slip mitigation during active regeneration. Since the coating is on the downstream side, HC/CO will be in contact with a catalyst even if it traverses the filter wall toward the inlet. Also, since the coating will not be in direct contact with soot, there will not be any accelerated soot burn during conditions such as drop-to-idle.
- FIG. 1 is a schematic illustration of a representative diesel engine and control with an exhaust after-treatment device
- FIG. 2 is a schematic sectional view of a first embodiment DPF of the invention.
- FIG. 3 is a schematic sectional view of a second embodiment DPF of the invention.
- FIG. 1 shows a schematic diagram of an exemplary diesel engine 20 for powering a motor vehicle.
- Engine 20 has a processor-based engine control system 22 that processes data from various sources to develop various control data for controlling various aspects of engine operation.
- the data processed by control system 22 may originate at external sources, such as sensors, and/or be generated internally.
- Control system 22 includes an injector driver module 24 for controlling the operation of electric-actuated fuel injectors 26 that inject fuel into combustion chambers in the engine cylinder block 28 .
- a respective fuel injector 26 is associated with each cylinder and comprises a body that is mounted on the engine and has a nozzle through which fuel is injected into the corresponding engine cylinder.
- a processor of engine control system 22 can process data sufficiently fast to calculate, in real time, the timing and duration of injector actuation to set both the timing and the amount of fueling.
- Engine 20 further comprises an intake system having an intake manifold 30 mounted on block 28 .
- An intercooler 32 and a compressor 34 of a turbocharger 36 are upstream of manifold 30 .
- Compressor 34 draws air through intercooler 32 to create charge air that enters each engine cylinder from manifold 30 via a corresponding intake valve that opens and closes at proper times during engine cycles.
- Engine 20 also comprises an exhaust system through which exhaust gases created by combustion within the engine cylinders can pass from the engine to atmosphere.
- the exhaust system comprises an exhaust manifold 38 mounted on block 28 . Exhaust gases pass from each cylinder into manifold 38 via a respective exhaust valve that opens and closes at proper times during engine cycles.
- Turbocharging of engine 20 is accomplished by turbocharger 36 that further comprises a turbine 40 associated with the exhaust system and coupled via a shaft to compressor 34 . Hot exhaust gases acting on turbine 40 cause the turbine to operate compressor 34 to develop the charge air that provides boost for engine 20 .
- the exhaust system further comprises a DOC 41 and DPF 42 downstream of turbine 40 for treating exhaust gas before it passes into the atmosphere through an exhaust pipe 44 .
- DOC 41 and the DPF 42 are shown as separate components, it is also possible that the DOC 41 and the DPF 42 share a common housing.
- DPF 42 physically traps a high percentage of DPM in exhaust gas passing through it, preventing the trapped DPM from passing into the atmosphere.
- Oxidation catalyst 46 within the DOC 41 oxidizes hydrocarbons (HC) in the incoming exhaust gas to CO2 and H2O and converts NO to NO2 . The NO2 is then used to reduce the carbon particulates trapped in DPF 42 .
- a first embodiment DPF 42 is shown in FIG. 2 .
- the DPF includes a housing 47 having an inlet 48 and an outlet 49 and containing a filter media or filter material throughout.
- the filter media is composed of (but not limited to) cordierite, silicon carbide, aluminum titanate, mullite or other porous ceramic material, or woven metal or ceramic fibers.
- Ceramic or refractory materials for diesel particulate filters are described in U.S. Pat. Nos. 6,942,708; 4,510,265; and 4,758,272, herein incorporated by reference.
- a washcoat 54 of platinum group metals (PGM), e.g., Pt and Pd is applied to the surface and pore structure of a relatively thin band 55 of filter media 50 within an inlet portion of the DPF media on the upstream side of the DPF 42 .
- the relatively thin band 55 can be up to about 25% of the length of the media 50 .
- the maximum bed temperature should be limited so that the PGM does not sinter excessively. Also, the interaction between the washcoat and filter material may lead to lower tolerance to thermal events (peak bed temperature, axial/radial thermal gradient). In order to prevent excessive PGM sintering or filter failure induced from the washcoat-filter material interaction, the soot mass limit (SML) can be lowered so that an active DPF regeneration event is commanded more frequently for equivalent volume of filter.
- SML soot mass limit
- a second embodiment DPF 42 a is shown in FIG. 3 .
- a washcoat 64 of platinum group metals (PGM), e.g., Pt and Pd is applied to the surface and pore structure of a relatively thin band 65 of filter media 50 within an outlet portion of the DPF media on the downstream side of the DPF 42 .
- the relatively thin band 55 can be up to about 25% of the length of the media 50 . Although this will not increase the rate of passive regeneration over that generated by the DOC, it will allow for HC/CO slip mitigation during active regeneration. Since the coating is on the downstream side, HC/CO will be in contact with a catalyst even if it traverses the filter.
- the coating 64 will not be in direct contact with soot, there will not be any accelerated soot burn during conditions such as drop-to-idle. This in turn should minimize the peak bed temperature and prevent ring-cracking, pitting or melting. Though the coating of this embodiment will be exposed to higher peak temperatures than if the coating was placed on the inlet of the DPF on the upstream side, this should not be detrimental since this coating is not intended to perform, enhance or promote passive regeneration.
- the function of the washcoat in this configuration is to burn any HC/CO slip during active regeneration.
Abstract
A diesel particulate filter has a thin band of washcoated filter material either on the inlet of the upstream side or the outlet of the downstream side. The washcoating is with platinum group metals (PGM), e.g., Pt and Pd added to the surface and pore structure of a DPF. The PDF should provide comparable or improved distance between active regeneration and/or should prevent HC/CO slip during active DPF regeneration.
Description
- This invention relates generally to motor vehicles, such as trucks, that are powered by internal combustion engines, particularly diesel engines that have exhaust gas treatment devices for treating exhaust gases passing through their exhaust systems.
- A known system for treating exhaust gas passing through an exhaust system of a diesel engine comprises a diesel oxidation catalyst (DOC) that oxidizes hydrocarbons (HC) to CO2 and H2O and converts NO to NO2 , and a diesel particulate filter (DPF) that traps diesel particulate matter (DPM). DPM includes soot or carbon, the soluble organic fraction (SOF), and ash (i.e. lube oil additives etc.). The DPF is located downstream of the DOC in the exhaust gas flow. The combination of these two exhaust gas treatment devices prevents significant amounts of pollutants such as hydrocarbons, carbon monoxide, soot, SOF, and ash, from entering the atmosphere. The trapping of DPM by the DPF prevents black smoke from being emitted from a vehicle's exhaust pipe.
- The DOC oxidizes hydrocarbons (HC) and converts NO to NO2 . The organic constituents of trapped DPM within the DPF, i.e., carbon and SOF, are oxidized within the DPF, using the NO2 generated by the DOC, to form CO2 and H2O, which can then exit the exhaust pipe to atmosphere.
- The rate at which trapped carbon is oxidized to CO2 is controlled not only by the concentration of NO2 or O2 but also by temperature. Specifically, there are three important temperature parameters for a DPF.
- The first temperature parameter is the oxidation catalyst's “light off” temperature, below which catalyst activity is too low to oxidize HC. Light off temperature is typically around 180-200° C.
- The second temperature parameter controls the conversion of NO to NO2 . This NO conversion temperature spans a range of temperatures having both a lower bound and an upper bound, which are defined as the minimum temperature and the maximum temperature at which 40% or greater NO conversion is achieved. The conversion temperature window defined by those two bounds extends from approximately 250° C. to approximately 450° C.
- The third temperature parameter is related to the rate at which carbon is oxidized in the filter. Reference sources in relevant literature call that temperature the “Balance Point Temperature” (or BPT). It is the temperature at which the rate of oxidation of particulate, also sometimes referred to as the rate of DPF regeneration, is equal to the rate of accumulation of particulate. The BPT is one of the parameters that determines the ability of a DPF to enable a diesel engine to meet expected tailpipe emissions laws and/or regulations.
- Typically, a diesel engine runs relatively lean and relatively cool compared to a gasoline engine. That factor makes natural achievement of BPT problematic.
- Therefore, a DPF requires regeneration from time to time in order to maintain particulate trapping efficiency. Regeneration involves the presence of conditions that will burn off trapped particulates whose unchecked accumulation would otherwise impair DPF effectiveness. While “regeneration” refers to the general process of burning off DPM, two particular types of regeneration are recognized by those familiar with the regeneration technology as presently being applied to motor vehicle engines.
- “Passive regeneration” is generally understood to mean regeneration that can occur anytime that the engine is operating under conditions that burn off DPM without initiating a specific regeneration strategy embodied by algorithms in an engine control system. “Active regeneration” is generally understood to mean regeneration that is initiated intentionally, either by the engine control system on its own initiative or by the driver causing the engine control system to initiate a programmed regeneration strategy, with the goal of elevating temperature of exhaust gases entering the DPF to a range suitable for initiating and maintaining burning of trapped particulates.
- Active regeneration may be initiated even before a DPF becomes loaded with DPM to an extent where regeneration would be mandated by the engine control system on its own. When DPM loading beyond that extent is indicated to the engine control system, the control system forces active regeneration, and that is sometimes referred to simply as a forced regeneration.
- The creation of conditions for initiating and continuing active regeneration, whether forced or not, generally involves elevating the temperature of exhaust gas entering the DPF to a suitably high temperature.
- There are several methods for initiating a forced regeneration of a DPF such as retarding the start of main fuel injections or post-injection of diesel fuel to elevate exhaust gas temperatures entering the DPF while still leaving excess oxygen for burning the trapped particulate matter. Post-injection may be used in conjunction with other procedures and/or devices for elevating exhaust gas temperature to the relatively high temperatures needed for active DPF regeneration.
- These methods are able to increase the exhaust gas temperature sufficiently to elevate the catalyst's temperature above catalyst “light off” temperature and provide excess HC that can be oxidized by the catalyst. Such HC oxidation provides the necessary heat to raise the temperature in the DPF above the BPT.
- However, during such short rich operation, the exhaust gas in enriched with hydrocarbons (HC) and carbon monoxide (CO) while the oxygen concentration in the exhaust gas is drastically depleted.
- The amount of HC and CO generated by the engine during the rich operation typically exceeds the stoichiometric quantity of NOx that is to be reduced over the catalyst. This excess of reductant, while necessary for high NOx reduction efficiencies, leads to HC and CO breakthroughs at the DOC outlet (“HC/Co slip”), wherein the HC/CO slip cannot be oxidized to CO2 and H2O.
- Traditional coated DPF have a washcoat throughout the filter to prevent HC/CO slip and increased emissions. However, a coated DPF has a lower soot-mass-limit to prevent deactivation of the catalyst from high bed temperatures generated during active regeneration.
- Uncoated DPF are used in conjunction with a DOC and operated in a passive manner (no active filter regeneration) or if used with an active regeneration then have a reduced rate of passive regeneration compared to a coated filter or have an increased risk of HC/CO slip. The time elapsed between active filter regeneration is decreased as a result of the lower rate of passive soot oxidation.
- The disclosed embodiments of the invention provide a DPF which has a thin band of washcoated filter material either on the inlet of the upstream side or the outlet of the downstream side. The washcoating is with platinum group metals (PGM), e.g., Pt and Pd added to the surface and pore structure of a DPF. The PDF should provide comparable or improved distance between active regeneration and/or should prevent HC/CO slip during active DPF regeneration. The embodiments of the invention should also reduce the cost of the after treatment system by minimizing the PGM applied to the filter. The after treatment system should operate and function in the same manner as a fully coated DPF although the interval between active regeneration could be increased or alternatively the size of the filter can be reduced.
- According to a first embodiment, a coating of platinum group metals (PGM), e.g., Pt and Pd is applied to the surface and pore structure of a relatively thin band of filter media within an inlet portion of the DPF media on the upstream side. Due to the presence of the coating, additional NO2 can thus be formed and therefore increase the rate of passive regeneration. In addition, since the coating is only on a front portion of the filter, it will be able to burn any HC/CO slip from the DOC during active regeneration while not being exposed to the exotherm from burning the HC/CO slip coupled with the burning of the storage soot on the filter. It is known that the temperature rise within the DPF is greater towards the rear of the DPF as opposed to the front. This exotherm becomes pronounced in situations where regeneration has been initiated but then is quickly interrupted (e.g. drop-to-idle). By having the coating only at the front of the filter, it will be possible to minimize HC/CO slip, maintain passive regeneration and increase the soot-mass-limit of the filter.
- According to a second embodiment, a coating of platinum group metals (PGM), e.g., Pt and Pd is applied to the surface and pore structure of a relatively thin band of filter media within an outlet portion of the DPF media on the downstream side. Although this will not increase the rate of passive regeneration other than that from the DOC, it will allow for HC/CO slip mitigation during active regeneration. Since the coating is on the downstream side, HC/CO will be in contact with a catalyst even if it traverses the filter wall toward the inlet. Also, since the coating will not be in direct contact with soot, there will not be any accelerated soot burn during conditions such as drop-to-idle. This in turn will minimize the peak bed temperature and prevent ring-cracking, pitting or melting which could occur if the coating was on the upstream side and in contact with the soot. Though this configuration will be exposed to higher peak temperatures than if the coating was placed on the inlet of the DPF on the upstream side, the impact will not be as pronounced since this configuration is not relying on the coating to perform, enhance or promote passive regeneration. The function of the washcoat in this configuration is to burn any HC/CO slip during active regeneration.
- Numerous other advantages and features of the present invention will be become readily apparent from the following detailed description of the invention and the embodiments thereof, from the claims and from the accompanying drawings.
-
FIG. 1 is a schematic illustration of a representative diesel engine and control with an exhaust after-treatment device; -
FIG. 2 is a schematic sectional view of a first embodiment DPF of the invention; and -
FIG. 3 is a schematic sectional view of a second embodiment DPF of the invention. - While this invention is susceptible of embodiment in many different forms, there are shown in the drawings, and will be described herein in detail, specific embodiments thereof with the understanding that the present disclosure is to be considered as an exemplification of the principles of the invention and is not intended to limit the invention to the specific embodiments illustrated.
-
FIG. 1 shows a schematic diagram of anexemplary diesel engine 20 for powering a motor vehicle.Engine 20 has a processor-basedengine control system 22 that processes data from various sources to develop various control data for controlling various aspects of engine operation. The data processed bycontrol system 22 may originate at external sources, such as sensors, and/or be generated internally. -
Control system 22 includes aninjector driver module 24 for controlling the operation of electric-actuatedfuel injectors 26 that inject fuel into combustion chambers in theengine cylinder block 28. Arespective fuel injector 26 is associated with each cylinder and comprises a body that is mounted on the engine and has a nozzle through which fuel is injected into the corresponding engine cylinder. A processor ofengine control system 22 can process data sufficiently fast to calculate, in real time, the timing and duration of injector actuation to set both the timing and the amount of fueling. -
Engine 20 further comprises an intake system having anintake manifold 30 mounted onblock 28. Anintercooler 32 and acompressor 34 of aturbocharger 36 are upstream ofmanifold 30.Compressor 34 draws air throughintercooler 32 to create charge air that enters each engine cylinder frommanifold 30 via a corresponding intake valve that opens and closes at proper times during engine cycles. -
Engine 20 also comprises an exhaust system through which exhaust gases created by combustion within the engine cylinders can pass from the engine to atmosphere. The exhaust system comprises anexhaust manifold 38 mounted onblock 28. Exhaust gases pass from each cylinder intomanifold 38 via a respective exhaust valve that opens and closes at proper times during engine cycles. - Turbocharging of
engine 20 is accomplished byturbocharger 36 that further comprises aturbine 40 associated with the exhaust system and coupled via a shaft tocompressor 34. Hot exhaust gases acting onturbine 40 cause the turbine to operatecompressor 34 to develop the charge air that provides boost forengine 20. - The exhaust system further comprises a
DOC 41 andDPF 42 downstream ofturbine 40 for treating exhaust gas before it passes into the atmosphere through anexhaust pipe 44. Although theDOC 41 and theDPF 42 are shown as separate components, it is also possible that theDOC 41 and theDPF 42 share a common housing. -
DPF 42 physically traps a high percentage of DPM in exhaust gas passing through it, preventing the trapped DPM from passing into the atmosphere.Oxidation catalyst 46 within theDOC 41 oxidizes hydrocarbons (HC) in the incoming exhaust gas to CO2 and H2O and converts NO to NO2 . The NO2 is then used to reduce the carbon particulates trapped inDPF 42. - With regard to passive and active regeneration as mentioned above, U.S. Pat. No. 6,829,890; and U.S. Published Patent Applications 2008/0184696 and 2008/0093153 describe systems and methods for undertaking regeneration. These patents and publications are herein incorporated by reference.
- A
first embodiment DPF 42 is shown inFIG. 2 . The DPF includes ahousing 47 having aninlet 48 and anoutlet 49 and containing a filter media or filter material throughout. The filter media is composed of (but not limited to) cordierite, silicon carbide, aluminum titanate, mullite or other porous ceramic material, or woven metal or ceramic fibers. - Ceramic or refractory materials for diesel particulate filters are described in U.S. Pat. Nos. 6,942,708; 4,510,265; and 4,758,272, herein incorporated by reference.
- A
washcoat 54 of platinum group metals (PGM), e.g., Pt and Pd is applied to the surface and pore structure of a relativelythin band 55 offilter media 50 within an inlet portion of the DPF media on the upstream side of theDPF 42. The relativelythin band 55 can be up to about 25% of the length of themedia 50. - Due to the presence of the PGM, additional NO2 can thus be formed and therefore increase the rate of passive regeneration within the
DPF 42. In addition, since thecoating 54 is only on a front portion of theDPF 42, it will be able to burn any HC/CO slip from the DOC during active regeneration while not being exposed to the exotherm from burning the HC/CO slip coupled with the burning of the storage soot on the filter. It is known that the temperature rise within the DPF is greater towards the rear of the DPF as opposed to the front. This exotherm becomes pronounced in situations where regeneration has been initiated but then is quickly interrupted (e.g. drop-to-idle). By having the coating only at the front of the filter, it will be possible to minimize HC/CO slip, maintain passive regeneration and increase the soot-mass-limit of the filter. - The maximum bed temperature should be limited so that the PGM does not sinter excessively. Also, the interaction between the washcoat and filter material may lead to lower tolerance to thermal events (peak bed temperature, axial/radial thermal gradient). In order to prevent excessive PGM sintering or filter failure induced from the washcoat-filter material interaction, the soot mass limit (SML) can be lowered so that an active DPF regeneration event is commanded more frequently for equivalent volume of filter.
- A second embodiment DPF 42 a is shown in
FIG. 3 . A washcoat 64 of platinum group metals (PGM), e.g., Pt and Pd is applied to the surface and pore structure of a relatively thin band 65 offilter media 50 within an outlet portion of the DPF media on the downstream side of theDPF 42. The relativelythin band 55 can be up to about 25% of the length of themedia 50. Although this will not increase the rate of passive regeneration over that generated by the DOC, it will allow for HC/CO slip mitigation during active regeneration. Since the coating is on the downstream side, HC/CO will be in contact with a catalyst even if it traverses the filter. - Also, since the coating 64 will not be in direct contact with soot, there will not be any accelerated soot burn during conditions such as drop-to-idle. This in turn should minimize the peak bed temperature and prevent ring-cracking, pitting or melting. Though the coating of this embodiment will be exposed to higher peak temperatures than if the coating was placed on the inlet of the DPF on the upstream side, this should not be detrimental since this coating is not intended to perform, enhance or promote passive regeneration. The function of the washcoat in this configuration is to burn any HC/CO slip during active regeneration.
- From the foregoing, it will be observed that numerous variations and modifications may be effected without departing from the spirit and scope of the invention. It is to be understood that no limitation with respect to the specific apparatus illustrated herein is intended or should be inferred.
Claims (10)
1. A diesel particulate filter, comprising:
a housing having an inlet and an outlet and containing a diesel particulate filter material therein wherein a band of said filter material includes a washcoat with platinum group metals added to the surface and pore structure of the filter material.
2. The diesel particulate filter according to claim 1 , wherein said band is located adjacent to said inlet.
3. The diesel particulate filter according to claim 1 , wherein said band is located adjacent to said outlet.
4. The diesel particulate filter according to claim 1 , wherein said platinum group metals comprises at least one metal selected from Pt and Pd.
5. An exhaust gas after treatment system for a diesel engine, comprising:
a containment defining a flow path for exhaust gas;
a diesel oxidation catalyst unit arranged in the flow path;
a diesel particulate filter unit arranged in the flow path downstream of the diesel oxidation unit, wherein the diesel particulate filter comprises a housing having an inlet and an outlet and containing a diesel particulate filter material therein wherein a band of said filter material includes a washcoat with platinum group metals added to the surface and pore structure of the filter.
6. The diesel particulate filter according to claim 5 , wherein said band is located adjacent to said inlet.
7. The diesel particulate filter according to claim 6 , wherein said platinum group metals comprises at least one metal selected from Pt and Pd.
8. The diesel particulate filter according to claim 5 , wherein said band is located adjacent to said outlet.
9. The diesel particulate filter according to claim 8 , wherein said platinum group metals comprises at least one metal selected from Pt and Pd.
10. The diesel particulate filter according to claim 5 , wherein said platinum group metals comprises at least one metal selected from Pt and Pd.
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/546,994 US20110047992A1 (en) | 2009-08-25 | 2009-08-25 | Partial coating of platinum group metals on filter for increased soot mass limit and reduced costs |
EP10008679A EP2290203A1 (en) | 2009-08-25 | 2010-08-19 | Partial coating of platinum group metals on filter for increased soot mass limit and reduced costs |
CN201010268149XA CN101994547A (en) | 2009-08-25 | 2010-08-24 | Partial coating of platinum group metals on filter for increased soot mass limit and reduced costs |
BRPI1003072-7A BRPI1003072A2 (en) | 2009-08-25 | 2010-08-25 | platinum group metal partial coating on soot mass limit filter and reduced costs |
JP2010187854A JP2011047405A (en) | 2009-08-25 | 2010-08-25 | Partial coating of platinum group metal on filter increasing soot mass limit and reducing cost |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/546,994 US20110047992A1 (en) | 2009-08-25 | 2009-08-25 | Partial coating of platinum group metals on filter for increased soot mass limit and reduced costs |
Publications (1)
Publication Number | Publication Date |
---|---|
US20110047992A1 true US20110047992A1 (en) | 2011-03-03 |
Family
ID=43383644
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/546,994 Abandoned US20110047992A1 (en) | 2009-08-25 | 2009-08-25 | Partial coating of platinum group metals on filter for increased soot mass limit and reduced costs |
Country Status (5)
Country | Link |
---|---|
US (1) | US20110047992A1 (en) |
EP (1) | EP2290203A1 (en) |
JP (1) | JP2011047405A (en) |
CN (1) | CN101994547A (en) |
BR (1) | BRPI1003072A2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9863298B2 (en) | 2014-11-03 | 2018-01-09 | Caterpillar Inc. | Compression ignition engine system with improved regeneration via controlled ash deposits |
US11808188B2 (en) | 2019-06-26 | 2023-11-07 | Cataler Corporation | Particulate filter |
Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4857089A (en) * | 1987-01-28 | 1989-08-15 | Ngk Insulators, Ltd. | Ceramic honeycomb filter for purifying exhaust gases |
US5519993A (en) * | 1994-02-14 | 1996-05-28 | Ford Motor Company | Spark ignition engine exhaust system |
JP2003154223A (en) * | 2001-07-18 | 2003-05-27 | Ibiden Co Ltd | Filter with catalyst, method for manufacturing the same and exhaust gas control system |
US20030124037A1 (en) * | 1998-11-13 | 2003-07-03 | Engelhard Corporation | Catalyst and method for reducing exhaust gas emissions |
US20060057046A1 (en) * | 2004-09-14 | 2006-03-16 | Punke Alfred H | Pressure-balanced, catalyzed soot filter |
US7117843B2 (en) * | 2004-10-07 | 2006-10-10 | International Engine Intellectual Property Company, Llc | Emission reduction in a diesel engine using an alternative combustion process and a low-pressure EGR loop |
US7131271B2 (en) * | 2003-08-28 | 2006-11-07 | International Engine Intellectual Property Company, Llc | Clean, low-pressure EGR in a turbocharged engine by back-pressure control |
US7210469B1 (en) * | 2005-10-24 | 2007-05-01 | International Engine Intellectual Property Company, Llc | Oxidation catalyst coating in a heat exchanger |
US20070137187A1 (en) * | 2005-12-21 | 2007-06-21 | Kumar Sanath V | DOC and particulate control system for diesel engines |
US20080020922A1 (en) * | 2006-07-21 | 2008-01-24 | Li Cheng G | Zone catalyzed soot filter |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4510265A (en) | 1984-05-04 | 1985-04-09 | Engelhard Corporation | Platinum/silver vanadate catalyzed diesel exhaust particulate filter |
US4758272A (en) | 1987-05-27 | 1988-07-19 | Corning Glass Works | Porous metal bodies |
GB9919013D0 (en) * | 1999-08-13 | 1999-10-13 | Johnson Matthey Plc | Reactor |
US6942708B2 (en) | 2002-04-18 | 2005-09-13 | Rypos, Inc. | Bifilar diesel exhaust filter construction using sintered metal fibers |
US6829890B2 (en) | 2002-08-13 | 2004-12-14 | International Engine Intellectual Property Company, Llc | Forced regeneration of a diesel particulate filter |
JP2006022769A (en) * | 2004-07-09 | 2006-01-26 | Toyota Motor Corp | Exhaust emission control device for internal combustion engine |
JP2006175386A (en) * | 2004-12-24 | 2006-07-06 | Cataler Corp | Filter catalyst for exhaust gas cleaning of diesel engine and its production method |
US7685815B2 (en) | 2006-10-20 | 2010-03-30 | International Truck Intellectual Property Company, Llc | System and method for driver-initiated regeneration of a diesel particulate filter while a motor vehicle is parked |
DE102006051790A1 (en) * | 2006-11-03 | 2008-05-08 | Daimler Ag | Exhaust after-treatment system of an internal combustion engine |
KR100836367B1 (en) * | 2006-11-21 | 2008-06-09 | 현대자동차주식회사 | purification device for diminishing PM and NOx of diesel engine |
US7698888B2 (en) | 2007-02-06 | 2010-04-20 | International Engine Intellectual Property Company, Llc | System and method for calculating loading of a diesel particulate filter by windowing inputs |
JPWO2008126321A1 (en) * | 2007-03-30 | 2010-07-22 | イビデン株式会社 | Exhaust gas purification system |
JP2009057922A (en) * | 2007-08-31 | 2009-03-19 | Honda Motor Co Ltd | Exhaust emission control system |
-
2009
- 2009-08-25 US US12/546,994 patent/US20110047992A1/en not_active Abandoned
-
2010
- 2010-08-19 EP EP10008679A patent/EP2290203A1/en not_active Withdrawn
- 2010-08-24 CN CN201010268149XA patent/CN101994547A/en active Pending
- 2010-08-25 BR BRPI1003072-7A patent/BRPI1003072A2/en not_active Application Discontinuation
- 2010-08-25 JP JP2010187854A patent/JP2011047405A/en active Pending
Patent Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4857089A (en) * | 1987-01-28 | 1989-08-15 | Ngk Insulators, Ltd. | Ceramic honeycomb filter for purifying exhaust gases |
US5519993A (en) * | 1994-02-14 | 1996-05-28 | Ford Motor Company | Spark ignition engine exhaust system |
US20030124037A1 (en) * | 1998-11-13 | 2003-07-03 | Engelhard Corporation | Catalyst and method for reducing exhaust gas emissions |
JP2003154223A (en) * | 2001-07-18 | 2003-05-27 | Ibiden Co Ltd | Filter with catalyst, method for manufacturing the same and exhaust gas control system |
US7131271B2 (en) * | 2003-08-28 | 2006-11-07 | International Engine Intellectual Property Company, Llc | Clean, low-pressure EGR in a turbocharged engine by back-pressure control |
US20060057046A1 (en) * | 2004-09-14 | 2006-03-16 | Punke Alfred H | Pressure-balanced, catalyzed soot filter |
US7117843B2 (en) * | 2004-10-07 | 2006-10-10 | International Engine Intellectual Property Company, Llc | Emission reduction in a diesel engine using an alternative combustion process and a low-pressure EGR loop |
US7210469B1 (en) * | 2005-10-24 | 2007-05-01 | International Engine Intellectual Property Company, Llc | Oxidation catalyst coating in a heat exchanger |
US20070137187A1 (en) * | 2005-12-21 | 2007-06-21 | Kumar Sanath V | DOC and particulate control system for diesel engines |
US20080020922A1 (en) * | 2006-07-21 | 2008-01-24 | Li Cheng G | Zone catalyzed soot filter |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9863298B2 (en) | 2014-11-03 | 2018-01-09 | Caterpillar Inc. | Compression ignition engine system with improved regeneration via controlled ash deposits |
US11808188B2 (en) | 2019-06-26 | 2023-11-07 | Cataler Corporation | Particulate filter |
Also Published As
Publication number | Publication date |
---|---|
JP2011047405A (en) | 2011-03-10 |
CN101994547A (en) | 2011-03-30 |
EP2290203A1 (en) | 2011-03-02 |
BRPI1003072A2 (en) | 2012-04-24 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP6011224B2 (en) | Exhaust gas purification system and exhaust gas purification method | |
US6978604B2 (en) | Soot burn-off control strategy for a catalyzed diesel particulate filter | |
EP1939422B1 (en) | Exhaust gas purifier for diesel engine | |
US7861521B2 (en) | Method for regenerating a diesel particulate filter | |
EP2282027A1 (en) | Heating exhaust gas for diesel particulate filter regeneration | |
JP2004225579A (en) | Exhaust emission control system | |
US20120144802A1 (en) | Exhaust system having doc regeneration strategy | |
EP2434114B1 (en) | Exhaust system and retrofitting method | |
JP2007198283A (en) | Exhaust emission control method and system | |
JP2010151058A (en) | Exhaust emission control device for diesel engine | |
CN112739891B (en) | Method for improving exhaust gas treatment by regeneration strategy and gasoline engine assembly | |
US7805931B2 (en) | Self-sustaining oxy-exothermal filter regeneration system | |
US20080202096A1 (en) | Particulate regeneration and engine control system | |
US20110047992A1 (en) | Partial coating of platinum group metals on filter for increased soot mass limit and reduced costs | |
JP2010196569A (en) | Exhaust emission control system and exhaust emission control method | |
JP2004176636A (en) | Exhaust emission control device for internal combustion engine | |
JP2005090249A (en) | Temperature control device | |
JP5151959B2 (en) | Exhaust gas purification system and exhaust gas purification method | |
JP2005291062A (en) | Filter device, and exhaust emission control device provided with the same | |
WO2011129051A1 (en) | Combustion/temperature increase control method and device for after-treatment burner system | |
JP2022054628A (en) | Exhaust emission control system for internal combustion engine | |
JP6197663B2 (en) | EGR control device | |
JP2022054626A (en) | Exhaust emission control system for internal combustion engine | |
JP2004339971A (en) | Exhaust emission control method and exhaust emission control system |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: INTERNATIONAL ENGINE INTELLECTUAL PROPERTY COMPANY Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:ADELMAN, BRAD;STROTS, VADIM;SANTHANAM, SHYAM;REEL/FRAME:023252/0536 Effective date: 20090601 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |