Abstract: This particulate matter reducing apparatus 10 is provided to burn and reduce particulate matter (“PM”) in an exhaust gas 1 of a diesel engine while collecting the PM on each filter 11 at a low collection rate of 50% or less in total. The filter 11 is composed of a wire mesh structure and is formed in a short column shape provided with a central through hole 12. The filter 11 is coaxially housed in an outer cylindrical casing 4 with a gap 14 provided within the casing and is retained by a pair of front and rear shielding plates 17 and 18. The pair of shielding plates 17 and 18 divides the inside of the outer cylindrical casing 4 in front and rear and is provided with one or more air holes 15 and 16 at the outer circumferential section or at the central section.

Abstract: A reducing apparatus 16 for carbon particles PM is provided with one or more filters 19 of a wire mesh structure. The filter 19 is formed in a substantially short column-shape and is provided with a central through-hole 21 and a pair of exhaust ducts 26. The filter 19 is situated within an outer cylindrical casing 4 on an axis perpendicular to the axis of the outer cylindrical casing 4. Exhaust gas 1 discharged from a diesel engine flows from an outer periphery 22 side of the filter 19 to the central through-hole 21 side, wherein the carbon particles PM contained in the exhaust gas 1 are captured, burned and reduced. A plurality of filters 19, each formed in a hollow cylinder-shape, can also be provided side by side in the same direction as the axis of the outer cylindrical casing 4.

Abstract: A safe, reliable system for automatically dosing diesel truck fuel tanks with a fuel additive is provided. The additive, such as a concentrated solution containing fuel borne catalyst (FBC), is fed by gravity and dosing is controlled with a signal from a switch located on the ignition switch and/or the fuel tank cap and filler spout. When the ignition switch is in the on position and/or the cap is removed, a solenoid opens a valve and permits a timed or otherwise measured amount of additive to flow into the tank while the cap is off. Replacing the cap and/or turning off the ignition switch preferably stops the flow of additive, the flow rate being set to supply a predetermined amount of additive during an average refueling interval.

Abstract: A method and apparatus are provided for reducing emissions of particulates from diesel engines. Exhaust is passed through a diesel particular filter having at least two stages comprised of (a) a catalyst section having a platinum group metal catalyst on contact surfaces within the catalyst section and (b) a filter section comprised of passages effective to remove particulates from a moving stream of combustion gases generated by combusting the fuel in the engine and holding them therein to permit their oxidation. Carbon removal is enhanced by utilizing levels of platinum group metal composition, cerium compositions, fuels and/or optional chemical enhancers to generate NO2 in the catalyst section in amounts sufficient to form cerium nitrates in the filter section. The cerium oxide is associated with and maintains dispersion of the platinum in the filter section, and the cerium nitrates are available at the surface and within the soot particles to provide enhanced soot oxidation at a lower balance point.

Abstract: A low-emissions diesel fuel comprises a catalyzed blend of fatty acid esters, preferably derived from soybean oil and/or tallow and aviation kerosene. The catalyzed blend is effective in lowering regulated emission pollutants, among which are NOx, particulates, hydrocarbons and carbon monoxide. The catalyst will comprise fuel-soluble platinum and/or cerium or iron. The cerium or iron are typically employed at concentrations of from 2 to 25 ppm and the platinum from 0.05 to 2 ppm, with preferred levels of cerium or iron being from 5 to 10 ppm, e.g., 7.5 ppm, and the platinum being employed at a level of from 0.1 to 0.5 ppm, e.g., 0.15 ppm. A preferred ratio of cerium and/or iron to platinum is from 75:1 to 10:1. The jet fuel component will typically be employed at a volume ratio to the fatty acid esters of from about 2:1 to about 5:1, e.g., about 4:1. The full range of blends extends from 50:1 to 1:50 with some benefit.

Abstract: A simple, reliable system is provided for automatically dosing vehicle fuel tanks with a fuel additive, particularly a concentrate containing a fuel borne catalyst (FBC), using gravity as the means of injection, preferably with no electronics or complex mechanical parts. The system includes a supply line for feeding fuel additive by gravity from an additive reservoir and opening into a filler spout of a fuel tank, a ball-in-seat valve at the end of the supply line biased in normally closed position and operable to an open position by mechanically pressing a release on the ball-in-seat valve, and a pivotable lever positioned within the filler spout and including a projection capable of mating with the ball-in-seat valve release upon pivotable movement. Upon insertion of a filler hose into the filler spout, the filler hose moves the lever and projection to press the release on the ball-in-seat valve thereby dispensing additive.

Abstract: Described are a gasoline fuel additive which meets the needs of the art with regard to the problems associated with inactivation of catalytic converters. The fuel additive will comprise platinum, preferably as platinum COD and cerium, preferably in a form dispersible or soluble in gasoline, e.g., cerium octoate, cerium oleate and/or cerium stearate. Dosage rates for the gasoline will provide from about 0.05 to about 2.0 ppm platinum and from about 1 to about 100 ppm cerium. Ratios of the platinum to cerium are preferably within the range of from 1:5 to 1:100.

Abstract: A safe, reliable system for automatically dosing diesel truck fuel tanks with a fuel additive is provided. The additive, such as a concentrated solution containing fuel borne catalyst (FBC), is fed by positive feed means in pulsed doses while the engine is on. The frequency and amount of FBC injection is controlled as a function of the time the engine is operated and predetermined values for rate of fuel consumption and intended additive concentrations in the fuel.

Abstract: A low-emissions diesel fuel comprises fungible aviation kerosene grade 55, 50–300 ppm detergent, 25–500 ppm lubricity additive and a bimetallic, fuel soluble platinum and cerium fuel borne catalyst (e.g., 0.1–2.0 ppm platinum COD and 5–20 ppm cerium oleate). The fuel can be used as is or in the form of an emulsion. A method of reducing the emissions of pollutants from a diesel engine, comprising running the engine on a fuel as defined. Retarding engine timing can further reduce NOx and the use of a diesel particulate filter and/or diesel oxidation catalyst can provide further reductions in carbon monoxide, unburned hydrocarbons and particulates.

Abstract: Residual fuels, as well as lighter distillate fuels, are combusted with greater efficiency by utilizing low concentrations of specific bimetallic or trimetallic fuel-borne catalysts. The catalysts reduce fouling of heat transfer surfaces by unburned carbon while limiting the amount of secondary additive ash which may itself cause overloading of particulate collector devices or emissions of toxic ultra fine particles when used in forms and quantities typically employed. By utilizing a fuel containing a fuel-soluble catalyst comprised of platinum and at least one additional metal comprising cerium and/or iron, production of pollutants of the type generated by incomplete combustion is reduced. Ultra low levels of nontoxic metal combustion catalysts are able to be employed for improved heat recovery and lower emissions of regulated pollutants.

Abstract: A safe, reliable SCR system for reducing NOx emissions from an internal combustion engine hydrolyzes urea or like reagent under sufficient pressure to assure generation of ammonia, without production of solids that could foul injectors or catalysts. The heat for hydrolysis can be provided by the exhaust or an auxiliary means.

Abstract: An injector for delivery of a fluid into a stream of hot gas is disclosed. The injector has a valve body with an elongated chamber in fluid communication with an orifice. A valve seat surrounds the orifice. A valve plunger is disposed within the chamber, an end of the plunger being adapted to sealingly interengage the seat. The plunger is slidably movable between an open and a closed position to open and close the orifice. A fluid inlet and an outlet are disposed within the valve body to deliver fluid to an annular fluid passageway in the chamber adjacent to the valve seat. Fluid is circulated through the annular passageway to cool the valve and a portion of the fluid is expelled through the orifice when the orifice is opened. The plunger is biased into the closed position by a coil spring and movable into the open position by a solenoid actuator mounted atop the valve body.

Abstract: Urea is pyrolyzed in a chamber designed to facilitate gasification of the urea by pyrolysis with conversion of urea to ammonia and isocyanic acid (HNCO) with water vapor and carbon dioxide. The product gases are introduced into exhaust gases from a lean-burn engine, preferably upstream of a turbocharger. The exhaust gases are then contacted with an SCR catalyst.

Abstract: Sulfur is removed from fossil fuels containing sulfur by incubation of the fuel with microbes isolated and purified from soil or water that selectively extract the sulfur without apparently utilizing the fuel as a carbon or energy source. Preferred biodesulfurization microbes remove at least about 20% of the sulfur. The microbes are obtained in a multi-step screen that first selects microorganisms that utilize dibenzothiophene (DBT) as a sole source of sulfur, and then tests these in incubations with fossil fuels; organisms that desulfurize DBT without metabolizing the DBT phenyl ring structures and desulfurize fuels only when a second carbon source devoid of sulfur is present are identified and employed in desulfurization processes. Two cultures, CDT-4 and CDT-4b, were particularly efficacious in the desulfurization of liquid fossil fuels.

Abstract: A safe, reliable SCR system for reducing NO.sub.x emissions from a lean-burn internal combustion engine utilizes urea in aqueous solution. A modular assembly is provided for mounting inside a urea reagent tank enables controlled feeding an aqueous urea solution to an injector. The assembly includes a reagent quality sensor, a reagent temperature sensor, a reagent level sensor and a pump.

Abstract: A method improves the operation of a diesel engine through the use of a fuel additive, a diesel particulate trap and a NO.sub.x -reducing catalyst. The operation of the NO.sub.x -reducing catalyst is enhanced by the introduction of urea or like compound upstream of the catalyst at temperatures effective for non-catalytic NO.sub.x reduction and the generation of ammonia. The additive comprises fuel-soluble compositions of platinum group metal in effective amounts to lower the emissions of unburned hydrocarbons and carbon monoxide from the trap. The catalytic activity provided to the exhaust system by the fuel additive is selective and preferably reduces the oxidation of SO.sub.2 to SO.sub.3. The platinum group metal compositions are preferably added in amounts effective to provide concentrations of the metal in the fuel of less than 1 part per million (ppm). Lithium and/or sodium compositions can be used in amounts effective to reduce the trap regeneration temperature, e.g.

Abstract: Operation of a diesel engine with low particulate emissions is achieved. A diesel engine is equipped with a platinum-catalyzed particulate trap. The engine is operated with a blend of diesel fuel and a fuel-soluble cerium composition to reduce the balance point of the trap with reduced cerium content. Preferably, the fuel will also contain a fuel-soluble organo-platinum group metal compound, or an effective platinum group metal compound can be added to the exhaust or combustion air.

Abstract: Emissions of pollutants from diesel engines are reduced by a combination of mechanical devices and fuel additives. In one series of embodiments, diesel emissions of NO.sub.x and particulates are reduced, simultaneously with gaseous hydrocarbons and carbon monoxide, by the combined use of exhaust gas recirculation or engine timing modification, with a particulate trap and a platinum group metal catalyst composition. In another embodiment, a multi-metal catalyst composition, comprising a combination of a platinum metal catalyst composition and at least one auxiliary catalyst metal composition, especially cerium or copper, is employed to provide catalyst metal to the exhaust system including a diesel trap to lower the balance point of the particulate trap (the temperature at which the rate of trap loading equals the rate of regeneration) while also lowering the emissions of carbon monoxide and unburned hydrocarbons. Data for platinum, copper and cerium catalysts establishes effective amounts.

Abstract: A safe, reliable SCR system for reducing NO.sub.x emissions from a lean-burn internal combustion engine utilizes urea in aqueous solution. Overheating and hydrolysis of the solution are prevented by maintaining the temperature of the urea solution sufficiently low that it is not permitted sufficient time at elevated temperature to hydrolyze the urea to such an extent that solids precipitate. In a preferred embodiment, an injector system similar to those used for fuel injection provides a constant feed to injectors and a return line. The feed and injection can be controlled to provide sufficient urea for NO.sub.x reduction and sufficient cooling capacity for the feed and injection system to avoid hydrolysis and deposits of hydrolysis products.

Abstract: Urea is pyrolyzed in a chamber designed to facilitate gasification of the urea by pyrolysis with conversion of urea to ammonia and isocyanic acid (HNCO) with water vapor and carbon dioxide. The product gases are introduced into exhaust gases from a lean-burn engine, preferably upstream of a turbocharger. The exhaust gases are then contacted with an SCR catalyst.