US20140048029A1 - Process for operating an engine supplied with a fuel containing a catalyst for regenerating a particulate filter - Google Patents

Process for operating an engine supplied with a fuel containing a catalyst for regenerating a particulate filter Download PDF

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Publication number
US20140048029A1
US20140048029A1 US14/004,832 US201214004832A US2014048029A1 US 20140048029 A1 US20140048029 A1 US 20140048029A1 US 201214004832 A US201214004832 A US 201214004832A US 2014048029 A1 US2014048029 A1 US 2014048029A1
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Prior art keywords
fuel
compound
colloidal dispersion
catalyst
particulate filter
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US14/004,832
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English (en)
Inventor
Virginie Harle
Michael Lallemand
Thierry Segue-Long
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Rhodia Operations SAS
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Rhodia Operations SAS
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Assigned to RHODIA OPERATIONS reassignment RHODIA OPERATIONS ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HARLE, VIRGINIE, LALLEMAND, MICHAEL, SEGUE-LONG, THIERRY
Publication of US20140048029A1 publication Critical patent/US20140048029A1/en
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    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/12—Inorganic compounds
    • C10L1/1216—Inorganic compounds metal compounds, e.g. hydrides, carbides
    • 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
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/12—Inorganic compounds
    • C10L1/1208—Inorganic compounds elements
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/06—Use of additives to fuels or fires for particular purposes for facilitating soot removal
    • 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
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • 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
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/16—Hydrocarbons
    • C10L1/1616—Hydrocarbons fractions, e.g. lubricants, solvents, naphta, bitumen, tars, terpentine
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/22—Organic compounds containing nitrogen
    • C10L1/234—Macromolecular compounds
    • C10L1/238—Macromolecular compounds obtained otherwise than by reactions involving only carbon-to-carbon unsaturated bonds
    • C10L1/2383—Polyamines or polyimines, or derivatives thereof (poly)amines and imines; derivatives thereof (substituted by a macromolecular group containing 30C)
    • 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
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/04—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by adding non-fuel substances to combustion air or fuel, e.g. additives
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging

Definitions

  • the present invention relates to a method for operating an internal combustion engine, notably a diesel engine, supplied with a fuel containing a catalyst for regenerating a particulate filter.
  • This method applies to motor vehicles equipped with a catalyzed particulate filter for eliminating the black smoke from the exhaust gases of the engine.
  • PFs particulate filters
  • the PF is regenerated by periodically increasing the temperature upstream of the PF to a temperature that is high enough to burn off the soot and thus regenerate the PF.
  • This temperature is typically above 650° C. and fuel is therefore generally burnt in the engine (post-injection) or on an oxydation catalytic converter upstream of the PF in order to achieve this level of heat.
  • the temperature of the exhaust gases also tends to drop with new combustion technologies such as homogenous charge combustion of the HCCl type. It is also very low, often below 250° C., when the vehicle is used under certain conditions such as during use in town.
  • a second important parameter is the duration of the PF regeneration, i.e. the length of time for which the temperature upstream of the PF needs to be kept at a high level. Beyond the economic and environmental impact of greater additional fuel consumption, in some instances, such as for journeys around town which are often of short duration, it is not possible to maintain these conditions for longer enough to regenerate the PF.
  • the second way is generally more effective and allows the PF to be regenerated under all running conditions, notably during town driving, and more economically and in a way that is more environmentally friendly.
  • the major disadvantage with the FBC technology lies in the complexity of implementing it, notably in ensuring that the fuel has the most constant possible additive concentration as is currently implemented in vehicles fitted with this technology.
  • the objective will be to maintain an additive concentration that does not change significantly in the fuel, i.e. an additive concentration that typically exhibits variations in concentration of under 20% or even of under 10%.
  • the current methods for metering the additive also call for high-precision metering pumps that has to be controlled using an additional and dedicated electronic unit.
  • This electronic unit is generally dependent on the vehicle electronic central control unit or ECU.
  • This metering device needs to be managed very accurately in order to ensure that the additive content in the fuel is high enough to allow a good regeneration of the PF but no so high as to cause premature fouling of the PF with the inorganic residues from PF regeneration which remain trapped within it.
  • the ECU communicates this information to the computer and the computer informs the pump how much additive to inject into the tank in order to keep the additive concentration in the fuel constant at all times.
  • the method of the invention is a method for operating an internal combustion of a vehicle equipped with an exhaust system comprising a catalyzed particulate filter (CSF), in which the engine is supplied with a fuel containing a catalyst for regenerating the particulate filter, and it is characterized in that the catalyst concentration in the fuel varies discontinuously.
  • CSF catalyzed particulate filter
  • the method of the invention allows the CSF to be regenerated effectively, notably at low temperature, without requiring the complex systems of the prior art for keeping the concentration in the fuel at a constant value.
  • FIG. 1 gives the catalyst concentration of a fuel over time and as a function of the level of fill of the fuel tank.
  • the essential feature of the method of the invention is that the catalyst concentration in the fuel varies discontinuously. What that means is that, unlike in the known methods, this concentration is not constant but can vary over time and what is more that it varies non-continuously. Thus, in a very short space of time or instantaneously it can adopt different values. It may be zero and vary within ranges which may, for example, vary by a factor 0 to 30, more particularly from 0 to 20. More particularly still, these ranges may vary from 0 to 15 and notably from 0 to 5. This concentration can thus remain constant at a certain value for a certain length of time and then change in a very short space of time or instantaneously to another value and then remain constant for another period of time.
  • the method of the invention can be implemented in various alternative ways.
  • the method is implemented under conditions such that during the CSF charging period, the catalyst concentration in the fuel varies just once, such that it increases. Thus, it changes from a value V 0 which may be zero to a value V n such that V n >V 0 .
  • the filter charging period means the period during which the exhaust gases flow through the CSF and during which the latter becomes progressively laden with soot. These are all the engine operating periods outside of the filter regeneration period.
  • the catalyst concentration in the fuel varies several times, such that it increases.
  • V 0 which may be zero to a value V n and then to another value V n+1 , these values being such that V n+1 >V n >V 0 .
  • the number of times the variation occurs may be unlimited.
  • the catalyst concentration in the fuel can be made to vary several times such that it increases or decreases during the CSF charging period, it being possible for this concentration to be zero over a period time.
  • the invention can be used with any type of CSF regeneration catalyst.
  • These catalysts are well known. More particularly, and solely by way of example, this catalyst may take the form of a colloidal dispersion.
  • the colloids of this colloidal dispersion may be based on a compound of a rare earth and/or of a metal which is chosen from groups IIA, IVA, VIIA, VIII, IB, IIB, IIIB and IVB of the periodic classification.
  • They may more particularly be based on compounds of cerium and/or iron.
  • colloidal dispersions which contain detergent compositions.
  • colloidal dispersions By way of example of colloidal dispersions mention may be made of those described in patent applications EP 671205, WO 97/19022, WO 01/10545 and WO 03/053560, the latter two notably describing dispersions based on compounds of cerium and of iron respectively, these dispersions also containing an amphiphilic agent.
  • the quaternary ammonium salt may be the product of reaction:
  • the quaternizing agent may include dialkyl sulfates, benzyle halides, hydrocarbyl substituted carbonates; hydrocarbyl substituted epoxides in combination with an acid or mixtures thereof.
  • Catalyzed PFs are also well-known. They generally comprise a catalyst based on at least one metal selected from platinum or metals in the platinum group such as palladium for example. Combinations of platinum with these metals or even of these metals with one another are of course possible.
  • the metal of the catalyst can be incorporated into the filter or applied to the filter in a known way. It may for example be included in a coating (washcoat) which is itself applied to the filter.
  • This washcoat may be selected from alumina, titanium oxide, silica, spinelles, zeolites, silicates, crystalline aluminium phosphates or mixtures thereof. Alumina may more particularly be used.
  • the washcoat may also contain reducible materials capable of assisting directly or indirectly in the burning of the soot. By way of example mention may be made of material based on cerium oxides, such as cerine, mixed oxides based on cerium and zirconium, possibly doped, or even oxides of manganese.
  • the PF catalyst is a catalyst to assist with burning off the soot, it is therefore present on the filter in relatively low quantity, namely in general in a quantity of at most 70 g/foot 3 (2.5 g/dm 3 ).
  • This quantity is expressed in terms of mass of elemental metal, for example mass of platinum, with respect to the volume of the PF.
  • This quantity can more particularly be at most 60 g/foot 3 (2.1 g/dm 3 ) and more particularly still, of at most 50 g/foot 3 (1.8 g/dm 3 ).
  • the mass concentration of regeneration catalyst in the fuel notably when this is in the form of a colloidal dispersion, will advantageously be comprised between 0 and 30 ppm, this content being expressed in terms of elemental metal such as iron in the case of an iron-based colloidal dispersion.
  • the catalyst content of the soot emitted by the engine expressed in terms of mass of elemental metal, may be comprised between 0 and 8%, depending on the regeneration catalyst content of the fuel, on the fuel consumption of the vehicle and on its production of soot.
  • the vehicle When implementing the method of the invention, the vehicle will run on a fuel containing a variable content of regeneration catalyst, it being possible for this content to be zero over certain periods.
  • the soot produced by the engine will be more or less rich in elements that take an active role in regenerating the CSF, depending on the level of additive in the fuel.
  • the CSF will alternately become laden with soot containing no or variable concentrations of regeneration catalyst additive.
  • the fuel used during the periodic regeneration of the CSF may or may not contain additive.
  • Regeneration is then performed in the conventional way under the control of the vehicle ECU using the technology chosen by the manufacturer.
  • the advantage of the invention is that the additive can be introduced into the fuel by simple systems which are less expensive than the known ones and the metering strategy of which is simpler and quicker to install on the vehicle. Notable preference is given to systems which require no interface with the central control system ECU of the vehicle, as this makes installing it on the vehicle simpler.
  • a first embodiment involves adding a dose of additive, generally liquid, by hand, this being poured into the vehicle fuel tank.
  • the dose of additive is calculated so that the content of substance that is active in regenerating the CSF is high enough to promote combustion of the soot trapped in the CSF.
  • the elemental iron content of the fuel just after manual application of additive may advantageously be comprised between 2 and 30 ppm in terms of mass of metallic iron, more particularly between 5 and 20 ppm in terms of mass of metallic iron.
  • This simple means allows additive to be added to the fuel when necessary: in particular at a regular frequency when the vehicle is used predominantly in town—for example by adding additive every 1000 to 3000 km. This means may also be used when the indicator lamp on the vehicle instrument panel signals a fault with the pollution reduction means.
  • FIG. 1 illustrates one example of a curve of regeneration catalyst concentration in the fuel that can be obtained when a dose of additive is regularly added to the tank by hand, in this instance every 2200 km (or 44 hours of running).
  • This example considers a fixed fuel consumption of 6 l/100 km, a fixed speed of 50 km/h so a fixed fuel consumption of 3 l/h.
  • Event 1, denoted Ev 1 in the FIGURE a volume of regeneration catalyst making it possible to achieve a metallic iron content of 15 ppm in the 40 liters of fuel present in the tank), the iron content increases sharply, in this instance passing from 0 to 15 ppm.
  • the FIGURE also indicates the periods of CSF regeneration (identified with stars in the FIGURE)—regenerations occurring at regular 700 km intervals, namely every 14 hours of operation. It will be noted for example that the soot loading of the CSF that corresponds to the first regeneration has come about with a vehicle operating 50% of the time on a fuel containing no additive and 50% of the time on a fuel to which 15 ppm by weight of iron has been added. Example 1 hereinbelow illustrates the benefit to be had through a CSF regeneration engine test carried out under these charging conditions.
  • Another embodiment can be used by fitting the vehicle with a simple and autonomous means, i.e. a means not connected to the centrally ECU of the vehicle, for introducing the regeneration catalyst.
  • This means may consist in adding a small FBC tank, typically of 1 l or less and a metering pump that allows a given quantity of additive to be injected into the fuel tank at regular intervals.
  • the pump can be less complicated and therefore less expensive because the quantity injected will be fixed.
  • No interface with the ECU is required because the pump can be programmed to inject for example at regular intervals (intervals in time such as every 5 to 10 hours and/or intervals in terms of distance such as every 1000 to 3000 km).
  • Local devices located on the pump such as the application of power or a GPS chip may inform the pump that the vehicle is driving along or may provide the distance that the vehicle has covered.
  • the exhaust line mounted downstream is a commercial line made up of an oxidation catalytic converter containing a washcoat based on platinum and on alumina followed by a commercial CSF containing a washcoat based on platinum and on alumina (total filter volume 3 L).
  • the fuel used is a commercial fuel in accordance with standard EN590 DIN 51628 containing less than 10 ppm of sulfur and containing 7% by volume of FAME or fatty acid methyl ester.
  • the fuel has added to it the quantity of FBC additive that will make it possible to achieve various metallic iron contents expressed in the form of ppm by mass with respect to the mass of the fuel.
  • the FBC additive used is an additive based on a colloidal dispersion of particles of iron such as dispersion C of example 3 of patent application WO 2010/150040, the elemental iron content of this additive being 4.3% by mass of metallic iron.
  • the iron content of the additive-containing fuel is monitored directly in the organic liquid using the X-ray fluorescence technique.
  • the test is performed in two successive steps: a CSF soot charging step, followed by a step of regenerating the CSF.
  • the conditions for these two steps are strictly identical for the various tests, the exception being the kind of fuel used (whether or not it contains additive).
  • the charging phase is performed by running the engine at a speed of 3000 revs/min (rpm) and using a torque of 45 Nm for approximately 6 hours.
  • This charging phase is halted when the CSF has become ladened with 12 g of particulates (or soot).
  • the temperature of the gases upstream of the CSF is 230 to 235° C. Under these conditions, particulate emissions are around 2 g/h.
  • the CSF is removed and weighed in order to check the mass of particulates with which it has become laden during this phase.
  • the CSF is then refitted on the test bed and heated up by the engine which is returned for 30 minutes to the charging running conditions (3000 rpm/45 Nm).
  • the engine conditions are then altered (torque 80 Nm/2200 rpm) and the engine central control unit (ECU) oversees a post-injection, allowing the temperature upstream of the CSF to be raised to 500° C. and regeneration thereof to begin. These conditions are maintained for 60 minutes, this time being measured from the start of the post-injection.
  • the fuel used for regeneration corresponds to the last fuel used for the CSF charging phase.
  • test 1 Three reference tests (not in accordance with the invention) were carried out either using a fuel containing no additive (test 1) or using a fuel to which additive is added throughout the charging and regeneration of the CSF (test 10 with a fuel additive content at 15 ppm of iron and test 11 with a fuel additive content at 3 ppm of iron).
  • tests were carried out using a fuel containing no additive at the start of CSF charging (fuel No. 1) then a fuel containing additive (fuel No. 2) at the end of charging (tests 2 to 5 and 8 to 9) or, in the reverse order i.e. fuel containing additive at the start of charging followed by a fuel containing no additive (tests 6 to 7).
  • Each of the tests represents either a respective charging time with and without an additive-containing fuel, or a variation in the amount of FBC additive contained in the fuel.
  • Table 1 compares the results obtained during CSF regeneration expressing the % of soot burnt in total, i.e. at the end of the regeneration period (1 hour) or at the start of regeneration (20 minutes).
  • test 1 when a fuel containing no additive is used (test 1), regeneration is incomplete (60% after 1 hour) and also occurs far more slowly (39% regeneration after 20 minutes).
  • Charging the CSF using an alternation of fuel containing no additive and then fuel containing additive (or vice versa) allows a great increase in the effectiveness of CSF regeneration.
  • Test 2 represents the CSF charging conditions described for the charging of the CSF at the time of its first regeneration in FIG. 1 .
  • the CSF was charged while varying the FBC (the same one as in example 1) concentration in the fuel more frequently.
  • Table 3 compares the results obtained during CSF regeneration expressing the % of soot burnt in total, i.e. at the end of the regeneration period (1 hour) or at the start of regeneration (20 minutes).

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Organic Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Inorganic Chemistry (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Solid Fuels And Fuel-Associated Substances (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Catalysts (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
  • Liquid Carbonaceous Fuels (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
US14/004,832 2011-03-17 2012-03-15 Process for operating an engine supplied with a fuel containing a catalyst for regenerating a particulate filter Abandoned US20140048029A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR11/00799 2011-03-17
FR1100799A FR2972766B1 (fr) 2011-03-17 2011-03-17 Procede de fonctionnement d'un moteur alimente par un carburant contenant un catalyseur de regeneration d'un filtre a particules
PCT/EP2012/054549 WO2012123540A1 (fr) 2011-03-17 2012-03-15 Procede de fonctionnement d'un moteur alimente par un carburant contenant un catalyseur de regeneration d'un filtre a particules

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US (1) US20140048029A1 (fr)
EP (1) EP2686410A1 (fr)
JP (2) JP2014511960A (fr)
KR (1) KR101605597B1 (fr)
CN (1) CN103502402B (fr)
BR (1) BR112013023746A2 (fr)
FR (1) FR2972766B1 (fr)
WO (1) WO2012123540A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110124738A1 (en) * 2008-01-28 2011-05-26 Sven Schroeder Chromate-free corrosion protection for fuel tanks
EP2134452B1 (fr) 2007-03-06 2017-05-17 Rhodia Opérations Procede de fonctionnement d'un moteur diesel en vue de faciliter la regeneration d'un filtre a particules sur la ligne d'echappement

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20200165947A1 (en) * 2016-05-17 2020-05-28 Corning Incorporated Porous ceramic filters and methods for filtering

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2668203A1 (fr) * 1990-10-23 1992-04-24 Peugeot Procede et dispositif d'introduction automatique d'un additif dans le reservoir de carburant d'un vehicule automobile et leur utilisation dans le cas d'un vehicule a moteur diesel.
FR2714694A1 (fr) * 1993-12-30 1995-07-07 Peugeot Procédé et dispositif de dosage variable d'additif de régénération pour filtre à particules.
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CN103502402A (zh) 2014-01-08
WO2012123540A1 (fr) 2012-09-20
KR20130133867A (ko) 2013-12-09
KR101605597B1 (ko) 2016-03-22
EP2686410A1 (fr) 2014-01-22
FR2972766A1 (fr) 2012-09-21
FR2972766B1 (fr) 2015-08-07
JP2014511960A (ja) 2014-05-19

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