DE102022002629A1 - A system for reducing particulate matter deposits in an exhaust aftertreatment component - Google Patents

Abstract

A system for reducing particulate matter deposits in an exhaust aftertreatment component is disclosed. The system includes a flow control mechanism located upstream of the component. The flow control mechanism is configured to vary the cross section of an inlet end of the component. The system includes a coil positioned near the inlet end of the component. An ECU is communicatively coupled to the mechanism and the spool. The ECU is configured to determine the exhaust gas flow rate into the component based on vehicle operating parameters. Based on the flow rate determination, the ECU operates the mechanism to vary the cross-section of the inlet end of the component. Further, the coil is operated by the ECU to heat the exhaust gas flowing through the component. The heating of the exhaust burns the particulate matter in the component and the particulate matter is expelled from the component.

Description

In the following description, particular emphasis is placed on the invention and the manner in which it is intended to be carried out.

The present disclosure generally relates to the field of motor vehicles. In particular, but not exclusively, the present disclosure relates to an exhaust aftertreatment unit in a vehicle. Other embodiments of the present disclosure describe a mechanism for varying the cross section of an exhaust aftertreatment component in the vehicle.

Vehicles powered by internal combustion engines emit gases into the atmosphere that can cause global warming. In order to reduce these emissions from vehicles, various systems have been employed in the engine and in the exhaust system of vehicles. Such systems are commonly referred to as emission control systems. The emission control systems can be used in the engine and in the exhaust system of the vehicles to limit the emission of harmful gases from such components of the vehicles. The main sources of these gases in vehicles are the engine exhaust, crankcase, fuel tank and carburetor. The exhaust pipe emits burned and unburned hydrocarbons, carbon monoxide, nitrogen oxides, sulfur and traces of various acids, etc. The crankcase is a secondary source of unburned hydrocarbons and, to a lesser extent, carbon monoxide. Furthermore, hydrocarbons are constantly evaporating from the fuel in the fuel tank and carburetors, resulting in emissions, albeit small amounts.

A variety of systems for controlling emissions from all of the sources defined above are continually being developed to reduce the level of emissions. These systems are constantly being improved in order to meet the strict emission standards that are imposed on the various vehicles.

Typically, vehicles with exhaust aftertreatment units are used to control emissions. The exhaust aftertreatment units include a Selective Catalytic Reduction (SCR) system, Diesel Particulate Filter and DOC [Diesel Oxidation Catalyst]. In the SCR system, a reducing agent such as urea is sprayed onto the exhaust gas before it is subjected to purification treatment in the SCR system. The systems mentioned above can be installed in vehicles, in particular in vehicles that run on diesel fuel. The oxidation catalyst set forth above comprises a noble metal dispersed on a refractory metal oxide support known for use in treating diesel engine exhaust to convert both gaseous hydrocarbon and carbon monoxide pollutants to carbon dioxide and water by catalyzing the oxidation of these pollutants. Such catalysts are generally included in so-called diesel oxidation catalysts (DOC) which are placed in the exhaust gas flow path of diesel engines to treat the exhaust gas before it is released into the atmosphere. Typically, the diesel oxidation catalysts are formed on ceramic or metallic substrate supports onto which one or more catalyst coatings are deposited. In addition to converting gaseous HC and CO emissions, oxidation catalysts containing platinum group metals (typically dispersed on a refractory oxide support) promote the oxidation of nitrogen oxide (NO) to NO ₂ . The system retains the pollutants from the exhaust gas and releases the exhaust gases into the atmosphere. However, due to the strict emission standards for diesel engines, research has led to the introduction of a similar aftertreatment system. Particulate matter is one such emission component that is more strictly regulated in emission standards. Stringent particulate standards have led to the use of particulate traps in the exhaust system. These devices act like a filter, capturing the particulate matter in the exhaust gas.

Diesel Particulate Filters are used in many diesel engine systems to trap particulates produced by the combustion of hydrocarbon fuels such as regular diesel fuel, biodiesel, and various blends. These particles can include a variety of organic and inorganic species, with soot and ash being of particular interest. A typical design uses a filter media, such as a ceramic or metallic media, positioned in a filter body and adapted to trap particulates carried in the exhaust stream between an inlet and an outlet of the filter.

Diesel particulate filters are often classified based on whether they regenerate "actively" or "passively" in response to soot build-up. Regeneration generally involves initiating combustion of the soot accumulated in the filter media. Active regeneration uses an external mechanism, such as introducing a combustible fuel into the exhaust stream, to raise the temperature in the filter to a point sufficient to initiate combustion of the soot. Catalytic converters are often used in passive systems to promote the combustion of accumulated soot at normal filter operating temperatures. In either case, regeneration of the filter does little, if anything, to remove the accumulated ash. Because ash accumulates much more slowly than soot, diesel particulate filters are typically cleaned of ash when the diesel particulate filter is taken out of service for maintenance or other reasons. Cleaning a diesel particulate filter from soot/ash tends to be a relatively labor intensive process. While certain strategies for monitoring soot/ash accumulation have been proposed, they are not without shortcomings. As a result, the soot/ash can be over- or under-loaded. The removal of soot from the filter is complicated by the different speeds of exhaust gases at different engine operating parameters.

There is known prior art relating to the use of vehicle exhaust systems. The patent, number CN111350574A and CN209687581 U discloses, for example, a system having an exhaust pipe portion fixed between an exhaust gas cooler and a DOC catalyst. The exhaust gas cooler is connected to an inlet pipe, which is connected to an air recirculation valve. A front portion is connected to an exhaust pipe. The OOC catalyst is connected to a first bypass tube. The rear end of a second bypass pipe is divided into two branch pipes. The branch pipes are fixed to a pyrolyzer. A rear exhaust pipe is fixed to a rear portion. The pyrolyzer is connected to a urea liquid inlet pipe and a pyrolysis chamber. Another patent KR101222785B1 relates to a turbo aftertreatment reduction device for reducing smoke in the vehicle.

Although the prior art discloses the use of an exhaust emission system in the vehicle, the configuration of such an exhaust emission system does not solve some of the problems highlighted above.

The present disclosure is directed to overcoming one or more of the above limitations or other limitations associated with the prior art.

One or more deficiencies of conventional systems are overcome and additional advantages are provided by the assembly and system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, a system for reducing particulate matter deposits in an exhaust aftertreatment component of an exhaust aftertreatment unit is disclosed. The system includes a flow control mechanism located upstream of the exhaust aftertreatment component. The flow control mechanism is configured to vary the cross section of an inlet end of the exhaust aftertreatment component. The system further includes a coil positioned near the inlet end of the exhaust aftertreatment component. The coil encloses at least a portion of the exhaust aftertreatment component and is configured to selectively heat exhaust gas flowing through the exhaust aftertreatment component. The system further includes an electronic control unit (ECU) communicatively coupled to the flow control mechanism and the spool. The ECU is configured to determine the exhaust gas flow rate into the exhaust aftertreatment component based on vehicle operating parameters received from an engine management system [EMS]. Based on the flow rate determination, the ECU controls the flow control mechanism to vary the area of the inlet end of the exhaust aftertreatment component. The coil is also operated to heat the exhaust gas flowing through the exhaust aftertreatment component. Heating the exhaust burns the particulate matter deposit in the exhaust aftertreatment component, and varying the area of the flow control mechanism increases the flow rate of the exhaust. As a result, the particulate matter deposit is thrown out of the exhaust aftertreatment component.

In one embodiment of the disclosure, the flow control mechanism includes a plurality of plates movably coupled to a housing of the exhaust aftertreatment component. The flow control mechanism further includes an actuator coupled to each of the plurality of plates.

In an embodiment of the disclosure, the actuator is at least one of a pneumatic actuator, an electric actuator, or a hydraulic actuator.

In one embodiment of the disclosure, the engine management system signal corresponds to vehicle operating conditions, including engine speed, throttle opening degree, exhaust mass flow rate, and exhaust gas temperature.

In one embodiment of the disclosure, each of the plurality of plates includes a linear guide plate and a vane pivotally connected to the linear guide plate. The vane is configured to pivot between a first position and a second position when actuated by the actuator to vary the cross-section of the exhaust aftertreatment component inlet.

In one embodiment of the disclosure, the flow control mechanism includes a resilient member disposed between a free end of each of the plurality of plates and a wall of the exhaust aftertreatment component.

In one embodiment of the disclosure, the airfoil of each of the plurality of panels is defined with an aerodynamic surface profile.

In an embodiment of the disclosure, the coil is at least one of an electric heating coil, a magnetic coil, and a magnetic heating pad connectable to an external power source.

In a further non-limiting embodiment of the disclosure, a method for reducing particulate matter deposits in an exhaust aftertreatment component of an exhaust aftertreatment unit is disclosed. The method includes first determining, by an electronic control unit [ECU], the flow rate of exhaust gas into the exhaust aftertreatment component based on vehicle operating parameters received from an engine management system [EMS]. Based on the flow rate determination, the ECU controls a flow control mechanism to vary the area of an inlet end of the exhaust aftertreatment component. The ECU operates a coil to heat the exhaust gas flowing through the exhaust aftertreatment component. Heating the exhaust burns the particulate matter in the exhaust aftertreatment component, and varying the area through the flow control mechanism increases the flow rate that expels the particulate matter from the exhaust aftertreatment component.

The summary above is for illustrative purposes only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, other aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

• 1 ein schematisches Blockdiagramm eines Systems zum Reduzieren von Feinstaubablagerungen in einer Abgasnachbehandlungskomponente gemäß einer Ausführungsform der vorliegenden Offenbarung veranschaulicht.
• 2 eine vergrößerte Ansicht eines Abschnitts der Abgasnachbehandlungskomponente von 1 veranschaulicht, die einen Mechanismus zum Variieren des Volumens der Abgasnachbehandlungskomponente gemäß einer Ausführungsform der vorliegenden Offenbarung darstellt.
• 3a bis 3c schematische Ansichten der Abgasnachbehandlungskomponente von 1 mit dem Betrieb des Mechanismus von 2 in verschiedenen Positionen gemäß verschiedenen Ausführungsformen der vorliegenden Offenbarung veranschaulichen.

The novel features and characteristics of the disclosure are set forth in the appended claims. However, the disclosure itself, as well as a manner of use, other objects and advantages thereof, are best understood by reference to the following detailed description of an embodiment when read in conjunction with the accompanying drawings. One or more embodiments will now be described, by way of example only, with reference to the accompanying drawings, in which like reference numbers represent like elements and in which:

• 1 1 illustrates a schematic block diagram of a system for reducing particulate matter deposits in an exhaust aftertreatment component according to an embodiment of the present disclosure.
• 2 12 is an enlarged view of a portion of the exhaust aftertreatment component of FIG 1 12 illustrates a mechanism for varying the volume of the exhaust aftertreatment component in accordance with an embodiment of the present disclosure.
• 3a until 3c schematic views of the exhaust aftertreatment component of FIG 1 with the operation of the mechanism of 2 in different positions according to different embodiments of the present disclosure.

The figures represent embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily appreciate from the following description that alternative embodiments of the structures and methods illustrated herein may be used without departing from the principles of the disclosure described herein.

While the embodiments described in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the figures and are described below. However, the disclosure is not intended to be limited to the precise form disclosed, but on the contrary, the disclosure is intended to cover all modifications, equivalents, and cover alternatives that fall within the scope of the disclosure.

It should be noted that one skilled in the art could be motivated by the present disclosure and modify various features of the system or method without departing from the scope of the disclosure. Therefore, such modifications are considered part of the disclosure. Accordingly, the drawings only show the specific details that are important for understanding the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skill in the art having the benefit of the present description. Additionally, the mechanism of the present disclosure may be employed in any type of vehicle, including commercial vehicles, passenger cars, and the like. However, for the sake of simplicity, neither the vehicle nor the complete exhaust aftertreatment unit of the vehicle is illustrated in the drawings of the disclosure.

As used in the disclosure, the terms "comprises...a, an," "comprising," or other variations thereof are intended to cover non-exclusive inclusion such that a system and method that includes a list of components does not include only those components, but may also include other components not expressly listed or pertaining to such a system, method, assembly or apparatus. In other words, one or more elements in a system or device continued with "comprising...a, an" does not, without further limitation, exclude the presence of other or additional elements in the system or device.

Embodiments of the present disclosure disclose a system for reducing particulate matter deposits in an exhaust aftertreatment component of an exhaust aftertreatment unit. In one embodiment, the system of the present disclosure may be deployed in vehicles that are not limited to any particular variant. The system of the present disclosure significantly increases the life of the exhaust aftertreatment component of the exhaust aftertreatment unit. The system also improves the service life of the combustion engine. The system can be inexpensive, easy to maintain, and can be used in a wide variety of vehicles. The system allows for continuous monitoring of exhaust back pressure and provides advantages over brake-specific fuel economy.

The system of the present disclosure may include a flow control mechanism located upstream of the exhaust aftertreatment component. The flow control mechanism may include a plurality of plates movably coupled to a housing of the exhaust aftertreatment component at an inlet end and an outlet of the exhaust aftertreatment component. Furthermore, each of the plurality of plates can be coupled to an actuator. In one embodiment, the actuator may be at least one of a pneumatic actuator, an electric actuator, a hydraulic actuator, and the like. Each of the plurality of plates includes a linear guide plate and a blade rotatably connected to the linear guide plate. The blade may be configured to pivot between a first position and a second position when actuated by the actuator. Pivoting between the first and second positions may vary the cross section at the inlet end of the exhaust aftertreatment component. In one embodiment, the airfoil of each of the plurality of panels is defined with an aerodynamic surface profile.

The system further includes a coil that can be positioned near the inlet end of the exhaust aftertreatment component. The coil is at least one of an electric heating coil, a magnetic heating coil, a magnetic heating pad, or the like. The coil may enclose at least a portion of the exhaust aftertreatment component. The coil may be configured to selectively heat the exhaust gas flowing through the exhaust aftertreatment component. The system includes an electronic control unit [ECU] that may be communicatively coupled to the flow control mechanism and the spool. The ECU may be configured to perform the following functions, which may be described below, among other functions. The ECU may be configured to determine the exhaust gas flow rate into the exhaust aftertreatment component based on vehicle operating parameters received from an engine management system [EMS]. Once the flow rate has been determined by the ECU, the ECU can actuate the flow control mechanism to vary the area of the inlet end of the exhaust aftertreatment component. In one embodiment, vehicle operating parameters correspond to engine speed, throttle opening degree, exhaust mass flow rate, and exhaust gas temperature. At the same time, the ECU can operate the coil to heat the exhaust gas flowing through the exhaust aftertreatment component. The heating of the exhaust gas ver burns the particulate matter deposits in the exhaust aftertreatment component. The burned particulate matter can be discharged by increasing the flow speed by varying the cross section of the flow control mechanism. Driving the burned particulate matter deposits away from the exhaust aftertreatment component reduces the deposits in the component.

In the following sections, the present disclosure is presented with reference to 1 until 3c described. In the figures, the same element or elements having similar functions are indicated by the same reference numerals. For the purposes of promoting an understanding of the principles of the disclosure, reference will now be made to specific embodiments illustrated in the drawings and specific language will be used to describe the same. It should be understood, however, that no limitation on the scope of the disclosure is intended, and such changes and further modifications in the illustrated methods and such further applications of the principles of the invention illustrated therein are contemplated as would occur to one skilled in the art , to which the invention belongs, would normally come to mind.

The following detailed description is merely exemplary in nature and is not intended to limit application or uses. There is no intention to be bound by any theory presented in the preceding prior art or summary or the following detailed description. It is understood that the disclosure can take various alternative orientations and sequences of steps unless expressly stated otherwise. It should also be understood that specific devices or components illustrated in the accompanying drawings and described in the following description are merely exemplary embodiments of the inventive concepts defined in the appended claims. Therefore, unless the claims expressly state otherwise, specific dimensions or other physical characteristics relating to the disclosed embodiments are not to be considered as limiting. Preferred embodiments of the present disclosure will be described below with reference to the accompanying drawings. While some specific terms are used that are directed in a certain direction, the use of these terms or words is merely to facilitate understanding of the present invention with reference to the drawings.

Accordingly, it should be noted that the meaning of these terms or words should not unduly limit the technical scope of the present disclosure. It is also to be understood that the phraseology and terminology used herein is for the purpose of description only and should not be regarded as limiting. Unless otherwise specified or limited, the terms "mounted," "connected," "supported," and "coupled" and variations thereof are used broadly and include both direct and indirect attachments, connections, supports, and couplings. Additionally, the terms "connected" and "coupled" are not limited to physical or mechanical connections or couplings. It should be understood that this disclosure is not limited to the specific devices, methods, uses, conditions, or parameters described and/or shown herein, and that the terminology used herein is for the purpose of describing particular embodiments by way of example and is not intended to be limiting of the claimed invention.

The present disclosure generally relates to a system (100) for reducing particulate matter deposits in an exhaust aftertreatment component of an exhaust aftertreatment unit. The exhaust gas aftertreatment component is denoted generally by the reference numeral 103 in the figures. In an exemplary embodiment, the exhaust aftertreatment component (103) [as in 1 shown] may be, but is not limited to, a diesel particulate filter. The present disclosure is to be explained below with reference to the particle filter. In some other embodiments, the exhaust aftertreatment component (103) may also include a diesel oxidation catalyst (DOC), a selective catalytic reduction unit [SCR], and the like. The system (100) can be used in an automotive diesel engine. While the embodiments described herein depict an automotive diesel engine as an exemplary diesel machine utilizing the particulate filter (103), it should be understood that the present disclosure may be equally applicable to other diesel engines that utilize the functionality of the particulate filter (103) disclosed herein. 103) require. The machine using diesel engines may include, for example, a mobile machine such as a vehicle such as an automobile, a bus, or the like. Furthermore, the machine may also include various other mobile machines such as a motor grader, a compactor, a grader, a tractor and the like. In some embodiments, the machine may include a stationary machine that employs a diesel engine, such as a generator, pump, compressor, or any of a variety of other stationary machines. While the present disclosure is well suited for filtering the combustion byproducts of a diesel engine, it may be equally applicable to filtering the combustion byproducts of a gasoline powered engine.

The machine may further include an engine system having an internal combustion engine, such as a compression-ignition engine (ie, the diesel engine). The engine system may include an intake manifold. The intake manifold may be configured to route intake air to the engine. The engine system may further include an exhaust line that directs the combustion by-products (due to combustion of the intake air with fuel) via the exhaust aftertreatment unit to the exhaust outlet. The present disclosure may relate to the particulate filter (103), but the same should not be considered a limitation of the present disclosure. The particulate filter (103) [as in 1 shown] may be fluidically arranged between an exhaust gas inlet and an exhaust gas outlet. The particle filter (103) can include a filter medium with the particle filter housing. In one embodiment, the particulate filter (103) may be configured to capture soot or ash from the combustion/exhaust by-products flowing through the particulate filter (103). The soot particles deposited in the particle filter (103) can be removed periodically by a regeneration process. Regeneration is the process of burning off the accumulated soot from the particulate filter (103). Regeneration can be done by heating the exhaust gas flowing through the particulate filter (103) to a certain temperature, which allows the soot to be burned off. The heating is done by a coil (105) [as in 1 shown], which may be part of the system (100) and may cooperate with other components of the system (100). The coil (105) positionable near an inlet end (101) of the particulate filter (103). The coil (105) may enclose/surround at least a portion of the particulate filter (103). The coil (105) can be configured to selectively heat the exhaust gas flowing through the particulate filter (103). The coil (105) may be at least one of an electric heating coil, a magnetic heating coil, a magnetic heating pad, or the like. The coil (105) can be connected to an external power source such as a battery. In one embodiment, the coil (105) may be communicatively coupled to an Electronic Control Unit (3) [ECU]. In one embodiment, the ECU (3) may be configured to operate the coil (105) in a heating mode to selectively heat the exhaust gas flowing through the particulate filter (103). In the following, the system (100) for reducing particulate matter, ie soot or ash, contained in various sections of the particulate filter will be explained in detail. The system (100) for reducing the concentration of particulate matter can be implemented by the strategies employed in the present disclosure.

In 1 the system (100) is explained according to an embodiment of the present disclosure. The particulate filter (103) may include a housing. The housing of the particulate filter (103) may be defined with an inlet end (101) and an outlet end (102). The inlet (101) may be configured to allow exhaust gas to pass therethrough. When the exhaust gas passes through the particulate filter (103), the particulate matter can deposit in the particulate filter (103), thereby effectively reducing the particulate matter in the exhaust gas emitted into the atmosphere. In one embodiment, the particulate filter (103) may include one or more passageways (104). The one or more passageways (104) may extend from an inlet end of the housing to an outlet end of the housing (ie, from the inlet end (101) to the outlet end (102)). In one embodiment, the one or more passages (104) may be configured to carry the exhaust gas from the inlet end (101) to the outlet end (102). The one or more passages (104) may also be configured to capture particulate matter from the exhaust. In general, the amount of exhaust gas/flow rate of exhaust gases through the particulate filter (103) may depend on vehicle operating parameters/factors such as, but not limited to, engine speed (RPM), throttle opening degree, and the like. For example, the exhaust gas flow rate at the inlet end (101) of the particulate filter (103) may be lower when the engine speed is at lower/intermediate speeds. In such situations, the exhaust gas flowing through the passages can also be less, which can lead to a higher deposition of particulate matter in the particulate filter (103). In this situation, it is important to improve the flow speed of the exhaust gas through the particulate filter (103) in order to expel the particulate matter from the filter (103). A method for discharging the fine dust from the filter (103) can be explained in more detail later in the present disclosure. The exhaust gas flow velocity may be lower at the inlet end (101) of the particulate filter (103) when the engine speed is at lower/intermediate speeds. In such cases, the flow rate of the through ducts flowing exhaust gas are also sufficient to drive the fine dust out of the particle filter (103). In those cases where the available exhaust gas flow velocity at the inlet end (101) is lower, it may be necessary to vary the cross section of the inlet end (101) of the particulate filter (103) to increase the velocity.

In one embodiment, the cross section of the inlet end (101) of the particulate filter (103) can be varied by selectively activating and deactivating the one or more passages (104). Herein, selectively enabling and disabling the one or more passageways (104) may refer to covering or uncovering a selected number of passageways to allow or restrict exhaust gas flow therethrough. In one embodiment, disabling or covering the selected number of one or more passages (104) may restrict exhaust flow into the covered/disabled passages and redirect exhaust into the uncovered passages, thereby increasing the flow rate of exhaust through the particulate filter (103). will. The above condition may occur when the engine speed or the throttle valve opening degree is lower. In another embodiment, activating or enabling the one or more passages (104) may direct exhaust into the entire particulate filter.

The following can be based on 2 until 3c a flow control mechanism (10) for varying the cross section of the particulate filter (103) on the inlet side (101) will be explained. The one or more passageways (104) may also be referred to as passageways and may alternatively be used. As in the 3a until 3c shown, the area specified and illustrated with the letter "A" may denote the active area where the passages are uncovered and allow exhaust gas flow therethrough. The area specified and illustrated under the letter "B" may also denote the deactivated area in which the selected number of passageways are covered, thereby restricting the passage of exhaust gas therethrough. The flow control mechanism (10) for selectively varying the cross section of the particulate filter (103) by selectively activating and deactivating the passages is illustrated below. As in the 2 until 3c As shown, the flow control mechanism (10) can be provided at the inlet end (101) and the same should not be construed as a limitation of the present disclosure as the mechanism (10) can also be provided at the outlet end (102) to control that of FIGS Pipes to steer exiting exhaust gas.

With reference to 2 Figure 12, which illustrates an enlarged view of a portion of the particulate filter (103) employing the flow control mechanism (10) to vary the cross section of the inlet end of the particulate filter (103). the inside 2 The portion illustrated may be the inlet end (101) and a similar arrangement may also be provided at the outlet end (102) and should be understood as one of the various modifications of the present disclosure. The flow control mechanism (10) may hereinafter be referred to as mechanism (10) and can be used alternatively. In one embodiment, provision may be made at the inlet end (101) and at the outlet end (102) to accommodate various components of the mechanism (10). In one embodiment, the mechanism (10) may include a plurality of plates (1) positioned at the inlet end (101) and at the outlet end (102) of the housing of the particulate filter (103). The plurality of plates (1) can be operatively or movably coupled to the inlet end (101) and the outlet end (102).

The plurality of plates (1) may include a linear guide plate (1c) and a vane (1d). The vane (1d) may be rotatably connected to the linear guide plate (1c). In one embodiment, a free end of the blade (1d) can be connected to a surface of the wall of at least one of the inlet and outlet ends (101 and 102) by an elastic element (4). The blade (1d) of each of the plurality of panels (1) may be defined with an aerodynamic surface profile. In one embodiment, each of the plurality of panels (1) can be coupled to an actuator (2). In one embodiment, the linear guide plate (1c) can be coupled to the actuator (2). In some embodiments, the actuator (2) used can be at least one of a pneumatic actuator, an electric actuator, or a hydraulic actuator. The actuator (2) can be configured to operate the plurality of plates (1) between a first position (1a) and a second position (1b). It should be understood that the plurality of panels (1) can be actuated to various positions between the first position (1a) and the second position (1b) based on the requirements explained below in the present disclosure. In one embodiment, the actuator (2) can operate the plurality of plates (1) to selectively vary the cross-section of the inlet end of the particulate filter (103) by allowing exhaust gas flow through a selected number of passes, or this is restricted. The plurality of plates (1) can cover a selected number of passages, thereby blocking the passage of the exhaust gas through these selected passages. The actuator (2) can operate the linear guide plate (1c) out of the plurality of plates (1) in at least one of forward and backward directions. Once the linear guide plate (1c) is slid, the blade (1d) can pivotally move in an upward or downward direction to cover and uncover the plurality of passage pipes (104) which is in the 3a until 3c will be described in more detail. In one embodiment, a free end of the blade (1d) of the plurality of plates (1) can be connected to at least one of the inlet end (101) and the outlet end (102) by an elastic element (4). The elastic member (4) may be at least one of a spring or a bellows, but is not limited to the same(s). The elastic member (4) may be configured to hold the blade (1d) in position and to assist the blade (1d) to pivot up and down with respect to the fulcrum on the linear guide plate (1a). move when operated by the actuator (2).

The actuator (2) can be communicatively coupled to the electronic control unit [ECU] (3) of the vehicle. In one embodiment, the ECU (3) can be configured to trigger the actuator (2) to operate the plurality of panels (1). The ECU (3) may trigger the actuator (2) based on a number of engine parameters such as, but not limited to, at least one of an engine speed and a degree of throttle opening. In one embodiment, vehicle operating parameters including engine speed, throttle opening degree, exhaust gas flow rate, exhaust gas temperature and the like may be sent to the ECU (3) from an engine management system [EMS]. In one embodiment, the engine management system [EMS] acquires the operating parameters of the vehicle via one or more sensors (5, 6, 7 and 8). The actuator (2) can be actuated by the ECU (3) based on the conditions illustrated above. The movement of the plurality of panels (1) from the first position (1a) to the second position (1b) is described below for better understanding, the same movement can take place when the plurality of panels (1) between the second position (1b ) and the first position (1a). As soon as the actuator (2) is actuated, the plurality of panels (1) can start to translate from the first position (1a) to the second position (1b). The actuator (2) may be configured to pull the linear guide plate (1c) backward by retracting a telescopic cylinder of the actuator (2) connected to the linear guide plate (1c). When retracting the linear guide plate (1c), the blade (1d) can be rotatably supported upward from the first position (1a) to the second position (1b). The elastic element (4) can be configured to resist the movement of the blade (1d) and a smoother displacement of the blade (1d) from the first position (1a) to the second position (1b) (i.e. the release of one or multiple passes (104)). When moving the plurality of plates (1) between the first position (1a) and the second position (1b), the telescopic cylinder can extend the liner guide plate (1c) forward. Extension of the linear guide plate (1c) can pivotally displace the blade (1d) from the second position (1b) downward to the first position (1a). The resilient member (4) may be configured to smoothly displace the vane (1d) from the second position (1b) to the first position (1a) (i.e. to cover the selected passages of the one or more passages). It should be understood that the actuator (2) can stop the movement of the plurality of plates (1) in any position between the first and second positions (1a and 1b) based on the input received from the ECU (3).

Referring now to 3a until 3c , which shows the particle filter (103) together with the mechanism (10) in different positions. In 3a the plurality of panels (1) can be in the first position (1a). In this position, the plurality of panels (1) may be configured to disable (ie cover the inlet of the particulate filter) a number of passages of the one or more passages. The passages that are active or in the active area can be represented in the figures with the letter "A". The exhaust gas may only flow through the uncovered/activated passages. The deactivated passages can be represented in the figures with the letter "B". This condition may be reached when at least one of the engine speed or the degree of throttle opening is low and the flow rate of the exhaust gases may also be lower. As in 3b As shown, the plurality of panels (1) may be in an intermediate position, ie between the first position (1a) and the second position (1b). In the intermediate position, the plurality of panels (1) can be configured to cover or disable a smaller number of passages, thereby allowing the exhaust gas to flow into more passages than in the first position (1a). This condition increases the area at the inlet end (101) of the particulate filter (103). The exhaust gas is only allowed through the not covered/enabled passages. The disabled plurality of passages through which exhaust flow is blocked may be represented by the letter "B" in the figures. As in 3b displayed, the disabled passages may be smaller than in the case of FIG 3a . This condition may be achieved when at least one of the engine speed or the degree of throttle opening is in a medium range, and the exhaust gas flow may also be average. It will come with 3c continued, which illustrated the plurality of panels (1) in the second position (1b). In the second position (1b) all passages can be activated or uncovered. In this position, exhaust gas flows into all passages [as shown at A]. This condition may be achieved when at least one of engine speed or throttle opening degree is high, and the available exhaust flow may also be high. The conditions explained above should not be construed as limiting the present disclosure, as the plurality of plates (1) can be actuated to any position between the first position (1a) and the second position (1b). In some embodiments, by varying the position of the plurality of plates (1) as described above, the plurality of passages can be activated and deactivated, thereby varying the flow rate of the exhaust gas flowing through the particulate filter (103).

In operation, the ECU (3) can determine the flow rate of the exhaust gas into the particulate filter (103). The flow rate may be determined based on the above parameters received from the engine management system [EMS]. When the flow rate is lower (i.e. at low engine speeds) the ECU (3) can operate the flow control mechanism (10) to vary the cross section of the inlet end (101) of the particulate filter (103). Varying the cross-section allows the exhaust gas to flow through the particle filter (103) at a significantly increased speed. At the same time, the ECU (3) operates the coil (105) which encloses the particulate filter (103). The coil (105) can be operated in the heating mode to heat the exhaust gas flowing through the particulate filter (103). The heating of the exhaust gas burns the particulate matter deposits in the particulate filter (103). Due to the increased velocity of the exhaust gas created by varying the cross section at the inlet end (101), the increased flow velocity can help expel or drive the burnt particulate matter out of the particulate filter (103).

The system (100) of the present disclosure significantly increases the life of the exhaust aftertreatment component (103) of the exhaust aftertreatment unit. In addition, the system (100) improves the durability of the internal combustion engine. The system can be inexpensive, easy to maintain, and can be used in a wide variety of vehicles. The system allows for continuous monitoring of exhaust back pressure and provides advantages over brake-specific fuel economy.

It goes without saying that a person skilled in the art can develop a system with a similar configuration without departing from the scope of the present disclosure. Such modifications and variations can be made without departing from the scope of the present invention. Thus, it is intended that the present disclosure covers such modifications and variations as come within the scope of the appended claims and their equivalents.

With respect to the use of substantially any plural and/or singular terms herein, those skilled in the art can translate from the plural to the singular and/or from the singular to the plural as appropriate to the context and/or application . The various singular/plural permutations may be explicitly stated herein for the sake of clarity.

Those skilled in the art will understand that the terms used herein, and in particular in the appended claims (e.g. in the bodies of the appended claims) are generally to be construed as "open-ended" terms (e.g. the term "including" should be interpreted as "including but not limited to", the term "comprising" should be interpreted as "at least including", the term "includes" should be interpreted as "including but not limited to", etc. ). Those skilled in the art will further understand that when a specific number of introduced claim recitation is intended, that intent is expressly recited in the claim, and that when such recitation is absent, no such intent is present. For example, and as an aid to understanding, the following appended claims may contain the use of introductory phrases "at least one" and "one, one or more" to introduce claim recitations. However, the use of such phrases should not be construed as implying that the preamble of a claim recitation by the indefinite articles "a, an" identifies a specific claim containing such a preamble citation is limited to inventions that contain only such a recitation, even if the same claim includes the introductory phrases "a, one or more" or "at least one, an" and indefinite articles such as "a, an" (e.g. “a, an” should typically be interpreted to mean “at least one” or “one, one or more”); the same applies to the use of definite articles used to introduce claim recitations. Furthermore, even when a specific number of initiated claim recitations is expressly stated, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the number recited (e.g., the mere recitation of "two recitations" without other modifiers typically at least two recitations or two or more recitations). Furthermore, where a convention analogous to "at least one of A, B, and C, etc." is used, such a construction is generally meant in the sense in which a person skilled in the art would understand the convention (e.g "a system (108) with at least one of A, B and C" would include systems containing A alone, B alone, C alone, A and B together, A and C together, B and C together and/or A, including but not limited to B and C together, etc.). In those cases where a convention analogous to "at least one of A, B, or C, etc." is used, such construction is generally meant in the sense in which one skilled in the art would understand the convention (e.g., would “a system (108) having at least one of A, B or C” includes systems containing A alone, B alone, C alone, A and B together, A and C together, B and C together and/or A, B and C together, etc., including but not limited to). Those skilled in the art will further understand that virtually any disjunctive word and/or phrase representing two or more alternative terms, whether in the specification, claims, or drawings, should be understood to mean that the possibilities exist , include one of the terms, a respective one of the terms, or both terms. For example, the phrase "A or B" is understood to include the possibilities "A" or "B" or "A and B." While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art . The various aspects and embodiments disclosed herein are intended for purposes of illustration and not limitation, with the true scope and spirit being indicated by the following claims.

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• CN 111350574A [0008]
• CN 209687581 U [0008]
• KR 101222785 B1 [0008]

Claims (10)

System (100) for reducing particulate matter deposits in an exhaust aftertreatment component (103) of an exhaust aftertreatment unit, the system (100) comprising: a flow control mechanism (10) disposed upstream of the exhaust aftertreatment component (103), the flow control mechanism (10) configured to vary the cross section of an inlet end (101) of the exhaust aftertreatment component (103); a coil (105) positioned near the inlet end (101) of the exhaust aftertreatment component (103), the coil (105) enclosing at least a portion of the exhaust aftertreatment component (103) and configured to selectively heat flowing exhaust gas; and an electronic control unit (3) [ECU] communicatively coupled to the flow control mechanism (10) and the spool (105), the ECU (3) being configured to, determining the flow rate of exhaust gas into the exhaust aftertreatment component (103) based on vehicle operating parameters received from an engine management system [EMS]; based on the determination of the flow rate, operating the flow control mechanism (10) to vary the area of the inlet end (101) of the exhaust aftertreatment component (103); and operating the coil (105) to heat the exhaust gas flowing through the exhaust aftertreatment component (103), wherein heating the exhaust burns the particulate matter deposits in the exhaust aftertreatment component (103), and varying the cross-section through the flow control mechanism (10) increases the flow rate that expels the particulate matter deposits from the exhaust aftertreatment component (103). system (100) after claim 1 , wherein the flow control mechanism (10) comprises: a plurality of plates (1) movably coupled to a housing (103) of the exhaust aftertreatment component (103), and an actuator (2) connected to each of the plurality of plates (1) is coupled. system (100) after claim 1 , wherein the actuator (2) is at least one of a pneumatic actuator, an electric actuator and a hydraulic actuator. system (100) after claim 1 , wherein vehicle operating conditions correspond to engine speed, throttle opening degree, exhaust mass flow rate and exhaust gas temperature. system (100) after claim 2 , wherein each of the plurality of plates (1) includes a linear guide plate (1c) and a vane (1d) rotatably connected to the linear guide plate (1c), the vane (1d) being configured to move between a first position (1a) and a second position (1b) when actuated by the actuator (2) to vary the cross section at the inlet of the exhaust aftertreatment component (103). system (100) after claim 2 comprises an elastic element (4) which is arranged between a free end of each of the plurality of plates (1) and a wall of the exhaust aftertreatment component (103). system (100) after claim 4 wherein the blade (1d) of each of the plurality of panels (1) is defined with an aerodynamic surface profile. system (100) after claim 1 wherein the coil (105) is at least one of an electric heating coil, a magnetic heating coil or a magnetic heating pad connectable to an external power source (D). A method for reducing particulate matter deposits in an exhaust aftertreatment component (103) of an exhaust aftertreatment unit, the method comprising: determining, by an electronic control unit (3) [ECU], the flow rate of the exhaust gas into the exhaust aftertreatment component (103) based on vehicle operating parameters received from an engine management system [EMS]; based on the determination of the flow rate, operating by the ECU (3) a flow control mechanism (10) to vary the cross-section of an inlet end (101) of the exhaust aftertreatment component (103); and the ECU (3) operating a coil (105) to heat the exhaust gas flowing through the exhaust aftertreatment component (103), wherein heating the exhaust burns the particulate matter deposits in the exhaust aftertreatment component (103), and varying the cross-section through the flow control mechanism (10) increases the flow rate that expels the particulate matter deposits from the exhaust aftertreatment component (103). Vehicle, comprising a system (100) according to claim 1 .

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