EP1344908A1 - Dispositif d'échappement avec un filtre de particules pour moteurs Diesel - Google Patents

Dispositif d'échappement avec un filtre de particules pour moteurs Diesel Download PDF

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Publication number
EP1344908A1
EP1344908A1 EP02027731A EP02027731A EP1344908A1 EP 1344908 A1 EP1344908 A1 EP 1344908A1 EP 02027731 A EP02027731 A EP 02027731A EP 02027731 A EP02027731 A EP 02027731A EP 1344908 A1 EP1344908 A1 EP 1344908A1
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EP
European Patent Office
Prior art keywords
exhaust system
particle
exhaust
particle filter
particle filters
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP02027731A
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German (de)
English (en)
Inventor
Peter Dr. Zacke
Gerd Dr. Gaiser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Eberspaecher Climate Control Systems GmbH and Co KG
Original Assignee
J Eberspaecher GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by J Eberspaecher GmbH and Co KG filed Critical J Eberspaecher GmbH and Co KG
Publication of EP1344908A1 publication Critical patent/EP1344908A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
    • F01N2410/04—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device during regeneration period, e.g. of particle filter

Definitions

  • the invention relates to an exhaust system for diesel engines with a Particle filter that can be regenerated by oxidation of the filtered particles is equipped.
  • the exhaust system according to the invention is intended on the one hand for motor vehicles, which have a diesel engine as the drive motor.
  • the following description is mostly based on a motor vehicle.
  • the exhaust system according to the invention also for stationary diesel engines be provided, e.g. to drive electricity generating sets, Pumps or the like are used.
  • the regeneration of the particle filter by oxidation of the filtered particles is only possible if the exhaust gas flow on the inflow side is suitable for this Minimum temperature. You can go through this minimum temperature Reduce the catalyst coating of the particle filter. Still it is in the technical reality unavoidable, the exhaust gas flow for assisted regeneration to supply heat energy to the particle filter. This is especially true because diesel engines generally do not operate for long periods (e.g. near full load), in which the exhaust gas is high Temperature. In this respect, it is known to periodically regenerate the Particle filter to work, i.e. when a certain loading condition is reached of the particle filter to start a regeneration phase in which the regeneration is supported by additional heat energy supply.
  • the invention is based on the technical problem, the supported regeneration with less energy consumption than with full-flow regeneration to be able to carry out, but only little construction work for the exhaust system to increase.
  • the exhaust system according to the invention realizes the principle that in normal operation (i.e. there is no one supported by additional heat energy supply Regeneration process instead) the two particle filters parallel in terms of flow be flowed through, but that during a supported regeneration process that supports particle filter to be regenerated by only one comparatively low partial flow of the total exhaust gas mass flow is flowed through. This partial flow can be reduced by an additional Energy supply to that required for the regeneration of the particulate filter in question Bring temperature. Because in normal operation the two particle filters are flowed through, the need is avoided according to the invention, everyone of the two particle filters to be designed in such a size as for normal operation would be common with only one existing particle filter. That with a supported Regeneration process of a particle filter that is not currently supported regenerated, other particle filter for this operating phase at high Load conditions of the diesel engine can be undersized, is in purchase taken.
  • diesel engines then have comparatively low exhaust gas temperatures, if they are operated in the partial load range. Through operation in the partial load range Over a certain period of time, the increasing particle loading of the two particle filters. In motor vehicles one has these low load conditions especially when at low speeds and retrieval of high torque is driven. This is typical of this Driving in city traffic, especially with not yet warm Engine.
  • the problems are with powerful vehicles, i.e. measured on Vehicle weight of high installed engine power, particularly pronounced.
  • Stochastic Regeneration can occur come when a heavily loaded particulate filter exhaust gas is comparatively high Temperature is supplied (typical case: after an hour in winter Stop-and-go urban traffic on the highway).
  • Temperature typically supplied (typical case: after an hour in winter Stop-and-go urban traffic on the highway).
  • Regeneration begins at individual points in the particle filter Oxidation releases a large amount of heat, causing self-acceleration regeneration with the risk of damage to the particle filter leads. In this respect, it is advisable to do this by timely regeneration ensure that no starting situation for the risk of stochastic regeneration is present.
  • the invention creates optimal conditions that the particle filter with comparatively little additional energy expenditure can be regenerated early.
  • the exhaust system according to the invention can be operated as follows: If neither of the two particle filters has yet reached the limit of the loading condition with a supported regeneration process is the adjustable reducing element arrangement so that the two particle filters are flowed through in parallel. At high exhaust gas temperatures this state will last much longer than at times when on average relatively low load conditions are present. If now one of the particle filters the mentioned limit of the loading condition is reached, the adjustable reducing element arrangement becomes placed such that this particle filter has a much lower one Exhaust gas partial quantity is supplied as the other particle filter.
  • the particle filter to be regenerated supplied, preferably by means of an electrical heating device or by means of a fuel-burning burner or by means of a device for Feeding fuel into the line upstream of the particulate filter in question.
  • the oxygen required for the oxidation of the filtered particles is in the exhaust gas partial flow.
  • the adjustable reducing element arrangement again set so that both particle filters are flowed through. If at a supported regeneration process for the particle filters at an early stage started with particles before reaching the state of complete constipation it is, given the regeneration support, relatively short time ruled out that the second particle filter is not is still able to work until the first particle filter is regenerated.
  • the invention also has the advantage that the regeneration of a Particulate filters usually during an operating phase with partial load of the diesel engine takes place. During such operating phases, the other is different Particulate filters can easily handle the majority of the total exhaust gas mass flow enforce alone. If for a short time a high one with the diesel engine Performance is demanded, in the worst case you have an exhaust system with a slightly higher pressure drop than the design pressure drop.
  • the exhaust system points from the engine to at least inclusive the two strands on the particle filters. It is particularly preferred if the exhaust system has the two strands along its entire length.
  • the exhaust system preferably consists of another subarea of it Length (i.e. where it is not double-stranded) from a strand that is attached to its branched downstream end for the two flow parallel strands.
  • the reducing element arrangement preferably has one reducing element each upstream of the particulate filters. An arrangement of the respective reducing element quite close to the particle filter in question.
  • the reducing element arrangement each have a reducing element has downstream of the particle filters.
  • the respective reducing element may be positioned close behind the particulate filter in question, however even at a greater distance behind it.
  • the particle filters a piece downstream either a common one Silencers for both lines or a separate silencer for each line. In the latter case, the respective reducing element can even be behind the respective silencer.
  • the reducing elements downstream of the particle filters have the advantage that the Reducing elements are not contaminated by particles. It also applies that the exhaust gas temperature gets lower the further you go from the particulate filter moved downstream; the lower the exhaust gas temperature, the easier and the construction of the reducing element can be realized in a more durable manner.
  • the reducing element arrangement preferably has at least one exhaust gas flap on (the respective reducing element is designed as an exhaust flap).
  • Exhaust flaps are reliable, reliable and comparatively inexpensive to manufacture Components.
  • Valve-like elements are a possible alternative Called reducing element.
  • the reducer arrangement is not must necessarily have several reducing elements.
  • a cross-connection line is provided upstream of the two particle filters.
  • the cross-connection line can be provided relatively close to the two particle filters be, but also at a greater distance from it.
  • the cross-connection line is located behind the particle filter with two-pipe exhaust system functionally required.
  • an adjustable locking element particularly preferably in the form of a Exhaust flap, arranged. When the locking element is in the locked position two lines for normal operation of the exhaust system are decoupled in terms of flow.
  • the supported regeneration is preferably provided: an electrical one Heating device for the particulate filter and / or a fuel burning Burner for the particle filter in question and / or a fuel supply device upstream of the particulate filter in question.
  • the exhaust system according to the invention preferably has (electrical or electronic) control unit, to which signals are supplied which are relevant to the respective Pressure drop across the two particle filters are representative, and that the Adjustment of the reducing element arrangement or start and end of the respective supported regeneration controls.
  • the configuration is preferably such that the control unit also receives signals are supplied for the respective exhaust gas temperature upstream of the particle filter, or representative in the two particle filters, or behind the two particle filters are. These signals can help in deciding whether to support regenerated should or should not be taken into account.
  • the control unit is particularly preferably designed such that it also the Operation of the electrical heating devices and / or the burners and / or the Controls fuel supply devices. This can vary depending on the temperature values mentioned in the previous paragraph.
  • the exhaust system according to the invention it is preferred in the exhaust system according to the invention to be catalyst-coated Provide particle filter, because this is for regeneration required temperature level is lowered and more often phases with automatic, unsupported regeneration can be achieved. Moreover the amount of additional regeneration to be supported is naturally increased Thermal energy reduced.
  • the adjustable Reducing element arrangement can be designed so that it supports one No regeneration process for the particulate filter in question Feeds a subset of the total exhaust gas mass flow, i.e. the inflow from exhaust gas to the particulate filter in question effectively blocks; the one for oxidation In this case the oxygen required for filtering out particles can come from other Source, especially a surplus of air Fuel burning burner.
  • the exhaust system is preferably provided for a diesel engine that has a Engine with a V-shaped cylinder arrangement.
  • a diesel engine that has a Engine with a V-shaped cylinder arrangement.
  • the two-tier system the exhaust system from the engine up to and including the particulate filters easy to implement.
  • the inventive design of the exhaust system especially with powerful Vehicles like to use V-diesel engines, so here particularly recommends the inventive design of the exhaust system.
  • the exhaust system is preferably for a diesel engine with a row Cylinder arrangement provided.
  • the latter version is particularly recommended for larger numbers of cylinders, especially engines with six cylinders arranged in series.
  • the particular burner that burns fuel is the particular one Device for supplying fuel upstream from a catalytic Converter provided, which in turn is upstream from an associated one Particulate filter is provided.
  • a catalytic Converter which may anyway in the exhaust system for the combustion of CO and Unwanted hydrocarbons undesirably contained in the exhaust gas the additional fuel supplied can be particularly thorough burns, especially at a comparatively low temperature.
  • first strand 4a from engine 2 to end 6a as a separate one Continuous strand
  • second strand 4b from the engine 2 to the end 6b as own strand continuous
  • first catalytic exhaust gas converter 8a for oxidation of CO and hydrocarbons
  • first particle filter 10a downstream of the first exhaust gas converter 8a
  • first muffler 12a downstream of that first particle filter 10a
  • first muffler 12a downstream of that first particle filter 10a
  • the exhaust system 4 and the modifications of the first embodiment are each an exhaust system 4 for an engine 2 with a V-shaped cylinder arrangement, specifically a V6 engine.
  • FIG. 1 shows a cross connection line 14 between the first Strand 4a and the second strand 4b, positioned downstream of the Exhaust gas converters 8a and 8b and upstream of the particle filters 10a and 10b.
  • an exhaust flap 16a or 16b is arranged in each line 4a or 4b.
  • An exhaust flap 18 is seated in the cross connection line 14.
  • Fig. 1 shows the exhaust system 4 in the normal operating state.
  • the flap 18 is closed, the first flap 16a and the second flap 16b are fully open.
  • the first flap 16a and the second flap 16b together an "adjustable (flow) reducing element arrangement".
  • both Particulate filters 10a and 10b each with half of the total exhaust gas mass flow flows through the engine 2.
  • Fig. 2 shows an operating state in which the flap 18 is fully open, the first flap 16a is only partially open, and the flap 16b is still completely is open.
  • the first particulate filter 10a becomes comparative only from one small partial flow of the total exhaust gas mass flow of the engine 2 flows through, while the vast majority of the total exhaust gas mass flow goes through the second particle filter 10b.
  • the first particle filter 10a can therefore be regenerated with little additional heat energy become.
  • the flaps 18, 16a, 16b are again set as shown in FIG. 1.
  • Fig. 3 shows an analog regeneration situation when the second particle filter 10b is flowed through by a greatly reduced exhaust gas partial flow.
  • Fig. 4 shows a modification in which the flap 18 in the cross-connection line 14 has been waived. Functional for regeneration nothing changed.
  • a first heating device 20a is additionally assigned to the first one Particulate filter 10a, and a second heating device 20b, assigned to the second Particulate filter 10b, shown.
  • Each of the heaters 20a and 20b is made up from an elongated electrical heating element, which e.g. spiral or is curved in a meandering shape and close to the inflow side of the actual particle filter 10a or 10b within the respective particle filter housing is arranged. If the heating element in question by electricity flows through and is consequently at a higher temperature a corresponding amount of heat to the passing portion of the Exhaust gas released.
  • Fig. 6 shows a modification in which the particulate filter 10a and 10b, inclusive electric heaters 20a and 20b spatially with the silencers 12a and 12b, each in a common housing, summarized are.
  • the second embodiment shown in FIG. 7 differs from that first embodiment in that the exhaust system 4 to a diesel engine 2 is connected with a row-shaped cylinder arrangement. Act specifically it is an R4 engine.
  • the exhaust system is, in contrast to the first Embodiment, near the engine 2 initially single-stranded.
  • the individual exhaust gas flows from the four cylinders the exhaust system branches into a common pipe 4 at a junction 24 in two strands 4a and 4b.
  • a cross-connection line 14 is not available. Otherwise, the execution is as described in the first embodiment.
  • Fig. 8 shows a modification in which the flaps 16a and 16b each downstream are arranged by the relevant silencer 12a or 12b.
  • Fig. 9 shows a variation in which the flaps 16a and 16b are respectively downstream from the concerned particle filter 10a and 10b, but upstream from one - here for Both strands 4a and 4b common - silencer 12 are positioned.
  • Silencers 12a and 12b are available for both strands 4a and 4b. at 7 could alternatively be a common silencer 12 be present.
  • an electrical or electronic control unit 30 located in the exhaust system shown in Fig. 10, which otherwise the in Fig. 1 to Fig. 3 corresponds to the exhaust system shown, an electrical or electronic control unit 30 located.
  • the corresponding pressure difference signals are supplied to control unit 30 via signal lines 32a and 32b.
  • the exhaust gas temperature becomes short by a suitable temperature sensor after outflow from the actual first particle filter 10a, analogously in the second particle filter 10b.
  • Corresponding temperature signals are over Signal lines 34a and 34b supplied to the controller 30.
  • the controller 30 gives Commands to the first flap 16a and the first via control lines 36a and 38a Heating device 20a, analog via control lines 36b and 38b to the second Flap 16b and the second heater 20b.
  • the controller also gives 30 via a control line 40 commands to the flap 18.
  • the controller 30 provides a partially closed State of the first flap 16a.
  • the first heater 20a switched on.
  • the position of the first flap 16a / or the Magnitude of the current through the first heater 20a can in the course of Regeneration of the first particle filter 10a can be varied so that the determined Temperature just behind the first particle filter 10a in a desired one Temperature range remains.
  • the Controller 30 opens the first flap 16a completely, closes the flap 18 and turns off the power supply to the first heater 20a. Runs analogously assisted regeneration of the second particle filter 10b.
  • Fig. 11 shows a modification of the exhaust system 4 of Fig. 5, with a schematically drawn, first fuel supply device 42a to a Place a little upstream of the first particle filter 10a, and one schematically drawn, second fuel supply device 42b to a point briefly upstream of the second particle filter 10b, both in place of the electrical Heaters 20a and 20b.
  • 12 are the Electric heaters 20a and 20b replaced by fuel burning ones Burners 44a and 44b.
  • the exhaust system 4 according to FIG. 13 differs differs from the exhaust system according to FIG. 9 only in that the branch point 24 into the two strands 4a and 4b downstream from a single catalytic Exhaust gas converter 8 is located.
  • the flaps 16a and 16b alternatively between the particle filter 10a or 10b and silencer 12a or 12b, or alternatively behind the silencer 12a or 12b can sit.
  • the embodiments of the exhaust system described with reference to FIGS. 11 and 12 can be modified in that in each case between the fuel supply device 42a or 42b or between the burners 44a and 44b, respectively and the associated particle filter 10a or 10b a (further) catalytic one Converter sits. This favors a complete combustion of the additional supplied fuel even at a comparatively low temperature.
  • FIG. 14 an embodiment of an exhaust system 4 is drawn, in which the respective fuel supply device 42a or 42b upstream of this Catalytic exhaust gas converter 8a or 8b assigned to line 4a or 4b (instead of between the exhaust gas converter 8a or 8b and the particle filter 10a or 10b).
  • the cross connection line 14 is located upstream from the fuel supply devices 42a and 42b.
  • the by means of the fuel supply devices 42a or 42b supplied fuel burns in the catalytic in question Exhaust gas converter 8a or 8b particularly thoroughly. You can also do the same proceed with the positioning of the burners 44a and 44b.
  • exhaust system 4 also without a catalytic converter Exhaust gas converter 8a or 8b or 8 can be built and that (per Line) there may be several silencers in a row.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
EP02027731A 2002-03-15 2002-12-11 Dispositif d'échappement avec un filtre de particules pour moteurs Diesel Withdrawn EP1344908A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10211565 2002-03-15
DE2002111565 DE10211565A1 (de) 2002-03-15 2002-03-15 Abgasanlage mit Partikelfilter für Dieselmotoren

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EP1344908A1 true EP1344908A1 (fr) 2003-09-17

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1672194A1 (fr) * 2004-12-20 2006-06-21 Institut Français du Pétrole Procédé de régénération d'un filtre à particules avec dispositif à combustion catalytique et installation de filtration utilisant un tel procédé
FR2892465A1 (fr) * 2005-10-20 2007-04-27 Renault Sas Systeme et procede de regeneration d'un filtre a particules et moteur a combustion interne
WO2008032187A1 (fr) * 2006-09-14 2008-03-20 Toyota Jidosha Kabushiki Kaisha Moteur à combustion interne et procédé de contrôle
FR2937377A1 (fr) * 2008-10-21 2010-04-23 Renault Sas Ligne d'echappement pour moteur a combustion interne et procede de filtration des particules de suies produites par ce moteur
CN104632338A (zh) * 2014-12-19 2015-05-20 桂林新艺制冷设备有限责任公司 一种汽车排气管
DE102016102325A1 (de) * 2016-02-10 2017-08-10 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Abgasanlage für einen Ottomotor
DE102017102874A1 (de) 2017-02-14 2018-08-16 Volkswagen Aktiengesellschaft Abgasnachbehandlungsanlage eines Verbrennungsmotors und Verfahren zur Beladung und/oder Regeneration von Partikelfiltern
DE102009040328B4 (de) * 2008-03-15 2020-11-26 Hjs Emission Technology Gmbh & Co. Kg Einrichtung zum Reduzieren der Partikelemission einer Brennkraftmaschine

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DE102018213469B4 (de) * 2018-08-10 2024-05-02 Bayerische Motoren Werke Aktiengesellschaft Erkennen einer Modifikation eines Partikelfilters für einen Abgasstrang eines Kraftfahrzeugs

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JPS5965512A (ja) * 1982-10-08 1984-04-13 Diesel Kiki Co Ltd 排ガス浄化装置
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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1672194A1 (fr) * 2004-12-20 2006-06-21 Institut Français du Pétrole Procédé de régénération d'un filtre à particules avec dispositif à combustion catalytique et installation de filtration utilisant un tel procédé
FR2879654A1 (fr) * 2004-12-20 2006-06-23 Inst Francais Du Petrole Procede de regeneration de filtre a particules avec dispositif a combustion catalytique et installation de filtration utilisant un tel procede
US7650748B2 (en) 2004-12-20 2010-01-26 Institut Francais Du Petrole Particle filter regeneration method with catalytic combustion device and filtration installation using such a method
FR2892465A1 (fr) * 2005-10-20 2007-04-27 Renault Sas Systeme et procede de regeneration d'un filtre a particules et moteur a combustion interne
WO2008032187A1 (fr) * 2006-09-14 2008-03-20 Toyota Jidosha Kabushiki Kaisha Moteur à combustion interne et procédé de contrôle
CN101548073B (zh) * 2006-09-14 2011-08-17 丰田自动车株式会社 内燃发动机及其控制方法
US8056337B2 (en) 2006-09-14 2011-11-15 Toyota Jidosha Kabushiki Kaisha Internal combustion engine and control method thereof
DE102009040328B4 (de) * 2008-03-15 2020-11-26 Hjs Emission Technology Gmbh & Co. Kg Einrichtung zum Reduzieren der Partikelemission einer Brennkraftmaschine
FR2937377A1 (fr) * 2008-10-21 2010-04-23 Renault Sas Ligne d'echappement pour moteur a combustion interne et procede de filtration des particules de suies produites par ce moteur
CN104632338A (zh) * 2014-12-19 2015-05-20 桂林新艺制冷设备有限责任公司 一种汽车排气管
DE102016102325A1 (de) * 2016-02-10 2017-08-10 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Abgasanlage für einen Ottomotor
DE102017102874A1 (de) 2017-02-14 2018-08-16 Volkswagen Aktiengesellschaft Abgasnachbehandlungsanlage eines Verbrennungsmotors und Verfahren zur Beladung und/oder Regeneration von Partikelfiltern

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