Search Images Maps Play YouTube News Gmail Drive More »
Sign in
Screen reader users: click this link for accessible mode. Accessible mode has the same essential features but works better with your reader.

Patents

  1. Advanced Patent Search
Publication numberUS20060236680 A1
Publication typeApplication
Application numberUS 11/284,143
Publication dateOct 26, 2006
Filing dateNov 21, 2005
Priority dateApr 26, 2005
Also published asUS7861521, US20090235649, WO2006115632A1
Publication number11284143, 284143, US 2006/0236680 A1, US 2006/236680 A1, US 20060236680 A1, US 20060236680A1, US 2006236680 A1, US 2006236680A1, US-A1-20060236680, US-A1-2006236680, US2006/0236680A1, US2006/236680A1, US20060236680 A1, US20060236680A1, US2006236680 A1, US2006236680A1
InventorsWenzhong Zhang, Theodore Angelo
Original AssigneeWenzhong Zhang, Angelo Theodore G
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Method for regenerating a diesel particulate filter
US 20060236680 A1
Abstract
A method is disclosed for regenerating a diesel particulate filter without excessively increasing NO2 emissions. The system includes a fuel delivery device, an oxidation catalyst, and a diesel particulate filter. During a first operational mode, the fuel injection device injects a relatively smaller amount of fuel into the exhaust stream to reduce the capacity of the oxidation catalyst to oxidize NO in the exhaust stream to NO2. At a determined time, a second operational mode is initiated where a relatively larger amount of fuel is injected into the exhaust stream and is oxidized within the oxidation catalyst, thereby raising the exhaust temperature sufficiently to combust substantially all of the soot trapped on the diesel particulate filter.
Images(3)
Previous page
Next page
Claims(20)
1. A method for injecting fuel into an exhaust system of a diesel engine that includes an oxidation catalyst and a diesel particulate filter for regenerating the diesel particulate filter, the method comprising:
injecting fuel at a first fuel injection rate a majority of the engine operational time to reduce the formation of NO2 in the oxidation catalyst; and
injecting fuel at a second fuel injection rate a minority of the engine operational time to fully regenerate the diesel particulate filter.
2. The method of claim 1 wherein the injection of fuel at the first fuel injection rate comprises 50 to 95 percent of the engine operational time and the injection of fuel at the second fuel injection rate comprises 0.001 to 5 percent of the engine operational time.
3. The method of claim 1 wherein the first fuel injection rate is selected so that the ratio of NO2 to NOx in the exhaust gas emitted to the atmosphere is no more than 20 percent greater than the ratio of NO2 to NOx emitted from the engine.
4. A method for injecting fuel into an exhaust system of a diesel engine that includes an oxidation catalyst and a diesel particulate filter for regenerating the diesel particulate filter, the method comprising:
determining whether the diesel particulate filter requires regeneration;
injecting fuel at a first fuel injection rate when the diesel particulate filter does not require regeneration, said first fuel injection rate being insufficient to regenerate the diesel particulate filter; and
injecting fuel at a second fuel injection rate when the diesel particulate filter requires regeneration, said second fuel injection rate being sufficient to regenerate the diesel particulate filter.
5. The method of claim 4 wherein the first fuel injection rate is determined from a pressure measured in an air intake manifold, an oxygen content measured in the exhaust stream, a temperature measured in the exhaust stream at the turbocharger outlet, and the engine power output.
6. A method for reducing NO2 emissions in an exhaust system for conveying an exhaust stream from an engine, the system including a substrate positioned within the exhaust stream, the method comprising:
injecting fuel into the exhaust stream at a location between the engine and the substrate, the injection of fuel taking place for a majority of an operating time of the engine.
7. The method of claim 6, wherein the substrate is catalyzed.
8. The method of claim 6, wherein the substrate includes corrugated metal.
9. The method of claim 6, wherein the substrate includes ceramic.
10. The method of claim 7, wherein the substrate includes corrugated metal.
11. The method of claim 7, wherein the substrate includes ceramic.
12. The method of claim 7, wherein the substrate comprises an oxidation catalyst.
13. The method of claim 6, wherein the fuel is injected at a rate dependent upon a mass flow rate of NO2 in the exhaust stream.
14. The method of claim 13, wherein the mass flow rate of NO2 is a predicted mass flow rate.
15. The method of claim 6, wherein the fuel is injected whenever a temperature of the exhaust stream is sufficient to support the catalyzed production of NO2.
16. The method of claim 15, wherein the temperature is greater than 180 degrees C.
17. The method of claim 6, wherein the injection of fuel does not cause the substrate to regenerate.
18. The method of claim 6, wherein the injection of fuel does not cause the substrate to exceed a temperature of 500 degrees C.
19. The method of claim 6, wherein the fuel is injected at a rate selected so that the ratio of NO2 to NOx in the exhaust gas emitted to the atmosphere is no more than 20 percent greater than the ratio of NO2 to NOx emitted from the engine.
20. The method of claim 6, wherein an operating time of the engine is 24 hours, and wherein the injection of fuel takes place for at least 12 of the 24 hours.
Description
    CROSS REFERENCE TO RELATED APPLICATION
  • [0001]
    This application claims the benefit of U.S. Provisional Patent Application Ser. No. 60/674,943, filed Apr. 26, 2005, which application is hereby incorporated by reference in its entirety.
  • TECHNICAL FIELD
  • [0002]
    The present disclosure relates generally to diesel engine exhaust systems. More particularly, the present disclosure relates to systems and methods for controlling diesel engine exhaust emissions.
  • BACKGROUND
  • [0003]
    Vehicles equipped with diesel engines may include exhaust systems that have diesel particulate filters for removing particulate matter from the exhaust stream. With use of the diesel particulate filters, soot or other carbon-based particulate matter may accumulate on the filters. As particulate matter accumulates on the diesel particulate filters, the restriction of the filters increases, causing the buildup of undesirable back pressure in the exhaust systems. High back pressures decrease engine efficiency and reduce engine performance. Therefore, to prevent diesel particulate filters from becoming excessively loaded, diesel particulate filters should be regularly regenerated by burning off (i.e., oxidizing) the particulates that accumulate on the filters. Under most diesel engine operating conditions, however, the engine exhaust temperature is too low to cause the diesel particulate filter to completely self-regenerate. Thus, it is necessary to provide a means for initiating regeneration of the diesel particulate filter.
  • [0004]
    There are a number of methods for regenerating diesel particulate filters known to those skilled in the art. One known method is to operate the engine fuel injection apparatus so as to inject a quantity of fuel late in the combustion stroke of the engine piston, causing the fuel to burn and raise the exhaust temperature sufficiently to initiate regeneration without substantially increasing the engine output torque. Alternatively, a diesel particulate filter may be heated by an electrical heating element to a temperature sufficient to initiate regeneration. Although these systems are generally effective for initiating regeneration of a diesel particulate filter, each has certain drawbacks in application.
  • [0005]
    Another method for regenerating a diesel particulate filter involves positioning a fuel injector and an oxidation catalyst upstream of a diesel particulate filter. To initiate regeneration, the fuel injector injects hydrocarbon fuel into the exhaust stream, which is oxidized in the oxidation catalyst to raise the temperature of the exhaust stream sufficiently to initiate regeneration of the diesel particulate filter. An example of such a system is disclosed in U.S. patent application Ser. No. 11/016,345, filed Dec. 16, 2004 (Attorney Docket Number 758.1794USU1), which is herein incorporated by reference in its entirety.
  • [0006]
    Diesel exhaust contains nitrogen oxides (NOx), which consist primarily of nitric oxide (NO) and nitrogen dioxide (NO2). Typically, the NO2 in the exhaust stream is a relatively small percentage of total NOx, such as in the range of 5 to 20 percent but usually in the range of 5 to 10 percent. Although nitrogen oxides have been a regulated constituent of diesel exhaust for some time, recent developments have suggested that emissions of NO2 should be regulated separately from overall NOx emissions for environmental and health reasons. Therefore, it is desired that a diesel exhaust treatment system does not cause excessive increases in the amount of NO2 within the exhaust stream. One regulation proposed in California requires that the ratio of NO2 to NOx in the exhaust gas downstream from an exhaust treatment system be no more than 20 percent greater than the ratio of NO2 to NOx in the exhaust gas upstream from the exhaust treatment system. In other words, if the engine-out NOx mass flow rate is (NOx)eng, the engine-out NO2 mass flow rate is (NO2)eng, and the exhaust-treatment-system-out NO2 mass flow rate is (NO2)sys, then the ratio ( NO 2 ) sys - ( NO 2 ) eng ( NOx ) eng
    must be less than 0.20.
  • [0007]
    An exhaust treatment system that includes a diesel oxidation catalyst will typically oxidize some of the NO present in the exhaust to form NO2. Moreover, because the exhaust typically flows through the oxidation catalyst at all times, and not only when the diesel particulate filter is being regenerated, the oxidation catalyst will typically cause a significant overall increase in the amount of NO2 emissions. Although total NOx emissions will generally remain the same, this increase in NO2 may be problematic under proposed diesel exhaust emissions regulations. Therefore, it is desired to create a diesel exhaust treatment system that provides for the regeneration of a diesel particulate filter without excessively increasing NO2 emissions.
  • SUMMARY
  • [0008]
    The present disclosure relates to a method for regenerating a diesel emissions control device without excessively increasing NO2 emissions. The system includes a fuel delivery device, an oxidation catalyst, and a diesel particulate filter. During a first operational mode, the fuel injection device injects fuel at a relatively smaller rate into the exhaust stream. The injected fuel enters the oxidation catalyst and favorably occupies catalytic reaction sites therein to reduce NO occupancy of the same sites and minimize the amount of NO that is oxidized to NO2.
  • [0009]
    At a determined time, such as when the exhaust backpressure becomes excessive or at predetermined time intervals, a second regeneration mode is initiated where fuel is injected at a relatively larger rate into the exhaust stream, where it oxidizes within the diesel oxidation catalyst and raises the exhaust temperature sufficiently to combust substantially all of the soot trapped on the diesel particulate filter. The system therefore enables regeneration of the diesel particulate filter without substantially increasing NO2 emissions.
  • BRIEF DESCRIPTION OF THE DRAWINGS
  • [0010]
    FIG. 1 schematically illustrates an exhaust system having features that are examples of inventive aspects in accordance with the principles of the present disclosure; and
  • [0011]
    FIG. 2 graphically illustrates the relationship between time and the engine power output, the exhaust temperature, the exhaust backpressure, and the fuel injection rate, in accordance with the principles of the present disclosure.
  • DETAILED DESCRIPTION
  • [0012]
    The present disclosure relates to a method for regenerating a diesel emissions control device, such as a diesel particulate filter. FIG. 1 illustrates an exhaust system 20 that is in accordance with the inventive aspects of the present disclosure. The system includes an engine 22 (e.g., a diesel engine) and an exhaust conduit 24 for conveying exhaust gas away from the engine 22. A fuel injection device 26 is positioned within exhaust conduit 24 and is adapted to inject fuel into the exhaust stream. An oxidation catalyst 28 is positioned downstream in the direction of exhaust flow from the fuel injection device 26. Downstream from the oxidation catalyst 28 is a diesel particulate filter 30. It will be appreciated that the oxidation catalyst 28 and the diesel particulate filter 30 function to treat the exhaust gas that passes through the conduit 24.
  • [0013]
    The system further includes controller 32 that functions to control the rate that fuel is dispensed by the fuel supply device 26 into the exhaust conduit 24. The controller 32 interfaces with a number of sensing devices or other data inputs that provide data representative of the exhaust gas traveling through the conduit 24. This data may include the temperature, pressure, and mass flow of the exhaust gas. The controller 32 can use this data to determine the rate that fuel should be dispensed into the exhaust gas stream. Controller 32 provides output control signals to fuel injection device 26 via control line 34.
  • [0014]
    The oxidation catalyst 28 can have a variety of known configurations. Exemplary configurations include substrates defining channels that extend completely therethrough. Exemplary oxidation catalyst configurations having both corrugated metal and ceramic substrates are described in U.S. Pat. No. 5,355,973, that is hereby incorporated by reference in its entirety. The substrates preferably include a catalyst. For example, the substrate can be made of a catalyst, impregnated with a catalyst or coated with a catalyst. Exemplary catalysts include precious metals such as platinum, palladium and rhodium, and other types of components such as base metals or zeolites.
  • [0015]
    In one non-limiting embodiment, the oxidation catalyst 28 can have a cell density of at least 200 cells per square inch. A preferred catalyst for the oxidation catalyst 28 is platinum with a loading level greater than 30 grams/cubic foot of substrate. In other embodiments the precious metal loading level is in the range of 30-100 grams/cubic foot of substrate. In certain embodiments, the oxidation catalyst 28 can be sized such that in use, the oxidation catalyst 28 has a space velocity (volumetric flow rate through the oxidation catalyst/volume of the oxidation catalyst) less than 450,000/hour or in the range of 10,000-450,000/hour.
  • [0016]
    The diesel particulate filter 30 can have a variety of known configurations. An exemplary configuration includes a monolith ceramic substrate having a “honey-comb” configuration of plugged passages as described in U.S. Pat. No. 4,851,015 that is hereby incorporated by reference in its entirety. Wire mesh configurations can also be used. In certain embodiments, the substrate can include a catalyst. Exemplary catalysts include precious metals such as platinum, palladium and rhodium, and other types of components such as base metals or rare earth metal oxides.
  • [0017]
    The diesel particulate filter 30 preferably has a particulate mass reduction efficiency greater than 75%. More preferably, the diesel particulate filter 30 has a particulate mass reduction efficiency greater than 85%. Most preferably, the diesel particulate filter 30 has a particulate mass reduction efficiency equal to or greater than 90%. For purposes of this specification, the particulate mass reduction efficiency is determined by subtracting the particulate mass that enters the diesel particulate filter from the particulate mass that exits the diesel particulate filter, and by dividing the difference by the particulate mass that enters the diesel particulate filter.
  • [0018]
    The controller 32 is used to determine when the diesel particulate filter 30 is in need of regeneration. Any number of strategies can be used for determining when the diesel particulate filter 30 should be regenerated. For example, the controller 32 can initiate regeneration of the diesel particulate filter 30 when a pressure sensor 36 indicates that the back pressure in the exhaust conduit 24 exceeds a predetermined level. The controller 32 can also initiate regeneration of the diesel particulate filter 30 at predetermined time intervals. The controller 32 can also be programmed to delay regeneration if conditions of the exhaust system are not suitable for regeneration (e.g., if the exhaust flow rate or exhaust temperature is not suitable for controlled regeneration). For such an embodiment, the controller 32 can be programmed to monitor the operating conditions of the exhaust system and to initiate regeneration only when predetermined conditions suitable for regeneration have been satisfied.
  • [0019]
    An example of a control system is disclosed in PCT application PCT US04/18536, filed Jun. 10, 2004, entitled Method of Dispensing Fuel into Transient Flow of an Exhaust System, that is hereby incorporated by reference in its entirety.
  • [0020]
    In operation, the controller 32 may determine the correct time for regeneration by receiving input on the exhaust conduit backpressure from pressure sensor 36 and temperature sensor 38. Referring now to FIG. 2, the backpressure will generally increase steadily as the engine is operated and particulate matter is accumulated on the diesel particulate filter 30. During the time period labeled T1 on FIG. 2, the back pressure is less than the predetermined regeneration pressure labeled P1, indicating that the diesel particulate filter 30 is not in need of regeneration. A preferred value for P1 is 20 kilopascals. Therefore, during time T1, at times when the exhaust temperature is above a predetermined value ET1 the controller 32 operates the fuel injection device 26 so as to inject fuel at a relatively smaller rate, labeled as R1 on FIG. 2. ET1 is generally in the range of 180 degrees C. to 230 degrees C., and is preferably about 230 degrees C. Fuel injection is generally not required at temperatures below ET1 because the NOx content in the exhaust gas is sufficiently low that the amount of NO2 produced in the oxidation catalyst is relatively small. The time during which fuel is injected at rate R1 is denoted on FIG. 2 as TA, TB, etc.
  • [0021]
    The rate R1 is calculated based on a predicted mass flow rate of engine output NOx emissions (in milli-moles per second). This calculation is based on the engine power output, the air intake manifold pressure, the oxygen content in the exhaust stream, and the exhaust temperature at the outlet of the turbocharger. The mechanics of this calculation are disclosed in previously referenced and incorporated U.S. patent application Ser. No. 11/016,345, filed Dec. 16, 2004 (Attorney Docket Number 758.1794USU1). The flow rate R1 is then calculated by multiplying the predicted NOx mass flow rate by a constant F. The constant F is calculated by multiplying the C1-based average molecular weight of the hydrocarbon fuel (milli-grams/milli-mole) by a factor that is in the range of 1 to 5, and preferably is in the range of 1 to 3. For example, a typical C1 value for diesel fuel is C1H1.93. The actual number within this range is determined based on the catalytic surface area within the oxidation catalyst, the catalyst composition, and the required NO2 emission level. The rate R1 is not a fixed value but varies continuously according to the engine operating conditions. It is desired that rate R1 be as low as possible while maintaining the required NO2 emission level in order to minimize fuel consumption.
  • [0022]
    At some time, the back pressure within the exhaust conduit 24 will reach a predetermined level P1 or a certain time interval will be reached. At this time, the controller 32 will operate the fuel injection device 26 so as to inject fuel at a relatively larger rate, labeled as R2 on FIG. 2. To promote a controlled and efficient regeneration of the diesel particulate filter 30, R2 is selected to cause the temperature of the exhaust gas exiting the oxidation catalyst 28 to have a target temperature in the range of 500 to 700 degrees C. Preferably, the exhaust temperature is in the range of 550 to 650 degrees C., and most preferably the temperature of the gas exiting the oxidation catalyst is about 600 degrees C. Thus, the rate R2 that fuel is dispensed upstream of the oxidation catalyst 28 is preferably selected so that upon oxidation of the fuel within the oxidation catalyst 28, the exhaust gas exiting the oxidation catalyst 28 is within the target temperature range. The value of R2 required to achieve the target temperature range will depend on a number of variables, including the temperature of the exhaust exiting the engine and the mass flow rate of the exhaust.
  • [0023]
    The controller 32 will continue to operate the fuel injection device 26 at rate R2 for time T2, until the exhaust backpressure reaches the level labeled as P2 in FIG. 2. At this point, the controller 32 will revert to the smaller fuel injection rate R1, so long as the exhaust temperature remains above temperature ET1. The total time that the system operates at fuel injection rate R1 is labeled T3, defined as the sum of TA+TB+TC+ . . . Tn. A typical value for T3 is 50 to 95 percent of engine operating time and a typical value for T2 is 2 to 20 minutes. A typical value for T3+T2 may range for 50 percent of the engine operating time to over 95 percent of the engine operating time. In accordance with the above-specified example percentage for T3, for a 24 hour engine operating period, T3 may be 12 to 22.8 hours. The sum of T2 plus T3 does not necessarily equal 100 percent of engine operating time because there are periods of time where the exhaust temperature is below the target value so no injection is required.
  • [0024]
    The fuel dispensed into the exhaust conduit 24 by the fuel supply device 26 is oxidized within oxidation catalyst 28. During time T3, the injection of fuel at rate R1 raises the temperature of the exhaust, but does not raise the exhaust temperature to the level required to initiate full regeneration of the diesel particulate filter 30. For example, the injection of fuel at rate R1 may raise the temperature of the exhaust by 100 degrees Centigrade. Instead of causing regeneration of the diesel particulate filter 30, the fuel is dispensed into the exhaust stream and favorably occupies catalytic reaction sites within the oxidation catalyst 28 in order to reduce the oxidation of NO to NO2. Because these reaction sites are favorably occupied, in part, by the injected fuel molecules, fewer sites are available to oxidize NO to NO2 and consequently less NO2 is produced by the oxidation catalyst 28.
  • [0025]
    During time T2, fuel is injected at rate R2 to raise the temperature of the exhaust gas exiting the oxidation catalyst 28 to a temperature above the combustion temperature of the particulate matter accumulated on the diesel particulate filter 30. In this manner, by oxidizing fuel in the oxidation catalyst 28, sufficient heat is generated to cause regeneration of the diesel particulate filter 30. Preferably, the rate that fuel is dispensed into the exhaust stream is also controlled to prevent temperatures from exceeding levels which may be detrimental to the diesel particulate filter 30. For example, temperatures above 800 degrees Centigrade may be detrimental. Preferably, exhaust temperature sensor 38 is positioned downstream of the oxidation catalyst 28 and provides input to controller 32. If controller 32 senses that the exhaust temperature is excessive, it can reduce the amount of fuel injected by fuel injection device 26.
  • [0026]
    In one preferred embodiment, time T3 constitutes a majority of the operating time and time T2 constitutes a minority of operating time. More preferably, time T3 constitutes approximately 50 to 95 percent of operating time and time T2 constitutes approximately 0.001 to 5 percent of the operating time.
  • [0027]
    It will be appreciated that the specific dimensions disclosed herein are examples applicable for certain embodiments in accordance with the principles of the disclosure, but that other embodiments in accordance with this disclosure may or may not include such dimensions.
Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US2990800 *Feb 13, 1959Jul 4, 1961Chard Clifford RAnchor
US4372111 *Mar 3, 1980Feb 8, 1983Texaco Inc.Method for cyclic rejuvenation of an exhaust gas filter and apparatus
US4416674 *Mar 22, 1982Nov 22, 1983Texaco Inc.Filter for treating a particle-carrying gaseous stream
US4449362 *Dec 2, 1981May 22, 1984Robertshaw Controls CompanyExhaust system for an internal combustion engine, burn-off unit and methods therefor
US4652286 *Jan 28, 1985Mar 24, 1987Matsushita Electric Industrial Co., Ltd.Exhaust gas filter
US4686827 *Apr 9, 1986Aug 18, 1987Ford Motor CompanyFiltration system for diesel engine exhaust-II
US4902487 *May 13, 1988Feb 20, 1990Johnson Matthey, Inc.Treatment of diesel exhaust gases
US5157007 *Mar 11, 1991Oct 20, 1992Degussa AgCatalyst for purification of exhaust gases of diesel engines and method of use
US5207990 *May 30, 1991May 4, 1993Nissan Motor Co., Ltd.Exhaust gas purifying device for internal combustion engine
US5372111 *Feb 26, 1992Dec 13, 1994Robert Bosch GmbhFuel injection pump with speed governor
US5522218 *Aug 23, 1994Jun 4, 1996Caterpillar Inc.Combustion exhaust purification system and method
US5741989 *Nov 27, 1996Apr 21, 1998First Technology Safety Systems, Inc.Lower leg for crash test dummy
US5746989 *Jul 30, 1996May 5, 1998Toyota Jidosha Kabushiki KaishaMethod for purifying exhaust gas of a diesel engine
US5996337 *May 11, 1998Dec 7, 1999Engelhard CorporationDynamic calorimetric sensor system
US6023930 *May 26, 1999Feb 15, 2000Mitsubishi Heavy Industries, Ltd.Black smoke eliminating device for internal combustion engine and exhaust gas cleaning system including the device
US6119448 *Aug 26, 1998Sep 19, 2000Man Nutzfahrzeuge AgMethod for metering a reducing agent into NOx -containing exhaust gas of an internal combustion engine
US6199375 *Aug 24, 1999Mar 13, 2001Ford Global Technologies, Inc.Lean catalyst and particulate filter control system and method
US6293096 *Jun 23, 1999Sep 25, 2001Southwest Research InstituteMultiple stage aftertreatment system
US6294141 *Oct 14, 1997Sep 25, 2001Johnson Matthey Public Limited CompanyEmission control
US6484495 *Dec 17, 2001Nov 26, 2002Isuzu Motors LimitedDevice for purifying exhaust gas of diesel engines
US6534021 *Oct 5, 1998Mar 18, 2003Emitec Gesellschaft Fuer Emissionstechnologie MbhHeat-resistant and regeneratable filter body with flow paths and process for producing the filter body
US6546721 *Apr 16, 2001Apr 15, 2003Toyota Jidosha Kabushiki KaishaExhaust gas purification device
US6582490 *Aug 23, 2001Jun 24, 2003Fleetguard, Inc.Pre-form for exhaust aftertreatment control filter
US6582495 *Feb 7, 2002Jun 24, 2003Institut Francais Du PetroleProcess for preparing supported zeolitic membranes by temperature-controlled crystallisation
US6669913 *Mar 9, 2000Dec 30, 2003Fleetguard, Inc.Combination catalytic converter and filter
US6673136 *May 31, 2001Jan 6, 2004Donaldson Company, Inc.Air filtration arrangements having fluted media constructions and methods
US6742331 *Jun 19, 2002Jun 1, 2004Isuzu Motors LimitedDevice for purifying exhaust gas of diesel engines
US6766641 *Mar 27, 2003Jul 27, 2004Ford Global Technologies, LlcTemperature control via computing device
US6805849 *Jan 28, 1999Oct 19, 2004Johnson Matthey Public Limited CompanySystem for NOx reduction in exhaust gases
US6813882 *Aug 7, 2002Nov 9, 2004Ford Global Technologies, LlcSystem and method for removing NOx from an emission control device
US6862881 *Dec 5, 2003Mar 8, 2005Caterpillar IncMethod and apparatus for controlling regeneration of a particulate filter
US6863874 *Oct 4, 1999Mar 8, 2005Johnson Matthey Public Limited CompanyProcess and apparatus for treating combustion exhaust gas
US6916450 *Aug 16, 2001Jul 12, 2005Nissan Motor Co., Ltd.Exhaust gas purifying system and method
US6973776 *Nov 3, 2003Dec 13, 2005Ford Global Technologies, LlcExhaust gas aftertreatment systems
US6983589 *May 7, 2003Jan 10, 2006Ford Global Technologies, LlcDiesel aftertreatment systems
US6990800 *Nov 19, 2003Jan 31, 2006Ford Global Technologies, LlcDiesel aftertreatment systems
US7000384 *Nov 12, 2003Feb 21, 2006Mitsubishi Fuso Truck And Bus CorporationExhaust emission control device of engine
US7007462 *Jul 21, 2004Mar 7, 2006Nissan Motor Co., Ltd.Combustion control apparatus for internal combustion engine
US7021047 *Jul 23, 2004Apr 4, 2006General Motors CorporationDiesel exhaust aftertreatment device regeneration system
US7055314 *Apr 29, 2004Jun 6, 2006Emitec Gesellschaft Fuer Emissionstechnologie MbhSystem having open particulate filter and heating element, for cleaning exhaust gases from mobile internal combustion engines
US7078004 *Jan 10, 2003Jul 18, 2006Engelhard CorporationDiesel oxidation catalyst
US7082753 *May 6, 2003Aug 1, 2006Catalytica Energy Systems, Inc.System and methods for improved emission control of internal combustion engines using pulsed fuel flow
US7111453 *Apr 5, 2005Sep 26, 2006Johnson Matthey Public Limited CompanyEmissions control
US7128772 *Apr 13, 2004Oct 31, 2006Emitec Gesellschaft Fuer Emissionstechnologie MbhFilter assembly, process for producing the filter assembly and filter body having the filter assembly
US20020170433 *Apr 17, 2002Nov 21, 2002Omg Ag & Co. KgProcess and device for removing soot particles from diesel engine exhaust gas
US20040013579 *May 11, 2001Jan 22, 2004Johannes SchallerDevice for treating exhaust gases
US20050132674 *Jul 1, 2004Jun 23, 2005Tetsuro ToyodaParticulate matter reducing apparatus
US20050198942 *May 9, 2005Sep 15, 2005Van Nieuwstadt MichielExhaust gas aftertreatment systems
US20050232830 *Jun 6, 2005Oct 20, 2005Emitec Gesellschaft Fur Emissionstechnologie MbhHigh-temperature-resistant coated fiber layer and particulate trap with the coated fiber layer
US20060080953 *Nov 9, 2005Apr 20, 2006Emitech Gesellschaft FurMethod for regenerating a particle trap and exhaust system
US20060130464 *Dec 20, 2004Jun 22, 2006Detroit Diesel CorporationMethod and system for controlling fuel included within exhaust gases to facilitate regeneration of a particulate filter
US20060185352 *Aug 8, 2003Aug 24, 2006Johnson Matthey Pubic Limited CompanyExhaust system for a lean-burn ic engine
US20060272317 *Jun 3, 2005Dec 7, 2006Brown David BExhaust treatment diagnostic using a temperature sensor
US20070012031 *Jul 11, 2006Jan 18, 2007Mazda Motor CorporationFuel control for diesel engine having particulate filter
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US7862640Mar 19, 2007Jan 4, 2011Donaldson Company, Inc.Low temperature diesel particulate matter reduction system
US8069656 *May 9, 2008Dec 6, 2011Detroit Diesel CorporationMethod of controlling hydrocarbon accumulation in a particulate filter under certain operating conditions
US8127535 *Dec 23, 2008Mar 6, 2012Haldor Topsøe A/SMethod and system for purification of exhaust gas from diesel engines
US8161731May 12, 2008Apr 24, 2012Caterpillar Inc.Selective catalytic reduction using controlled catalytic deactivation
US8196392May 30, 2008Jun 12, 2012Caterpillar Inc.Exhaust system having regeneration temperature control strategy
US8404011 *Aug 12, 2009Mar 26, 2013Man Nutzfahrzeuge AgMethod and device for the regeneration of a particle filter arranged in the exhaust gas tract of an internal combustion engine
US8808418Jul 16, 2012Aug 19, 2014Donaldson CompanyLow temperature diesel particulate matter reduction system
US8931256 *Jan 31, 2013Jan 13, 2015Electro-Motive Diesel, Inc.Engine system with passive regeneration of a filter in EGR loop
US9021785Mar 14, 2013May 5, 2015Electro-Motive Diesel, Inc.Engine system for increasing available turbocharger energy
US20090178393 *Dec 23, 2008Jul 16, 2009Jesper NorskMethod and system for purification of exhaust gas from diesel engines
US20090277158 *May 9, 2008Nov 12, 2009Detroit Diesel CorporationMethod of controlling hydrocarbon accumulation in a particulate filter under certain operating conditions
US20090277159 *May 12, 2008Nov 12, 2009Caterpillar Inc.Selective Catalytic Reduction Using Controlled Catalytic Deactivation
US20090293456 *May 30, 2008Dec 3, 2009Caterpillar Inc.Exhaust system having regeneration temperature control strategy
US20100037768 *Aug 12, 2009Feb 18, 2010Man Nutzfahrzeuge AgMethod and device for the regeneration of a particle filter arranged in the exhaust gas tract of an internal combustion engine
US20120137658 *Dec 7, 2011Jun 7, 2012Loran SuttonTemp-A-Start Regeneration System
US20140208717 *Jan 31, 2013Jul 31, 2014Electro-Motive Diesel, Inc.Engine system with passive regeneration of a filter in egr loop
WO2009083415A1 *Dec 11, 2008Jul 9, 2009Renault S.A.SMethod for post-processing exhaust gases of a combustion engine
Classifications
U.S. Classification60/286, 60/301, 60/295
International ClassificationF01N3/10, F01N3/00
Cooperative ClassificationF01N3/0231, F01N3/0253, F01N2250/02, F01N3/035
European ClassificationF01N3/025B, F01N3/023B, F01N3/035
Legal Events
DateCodeEventDescription
Feb 27, 2006ASAssignment
Owner name: DONALDSON COMPANY, INC., MINNESOTA
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:ZHANG, WENZHONG;ANGELO, THEODORE G.;REEL/FRAME:017605/0218;SIGNING DATES FROM 20060110 TO 20060119