EP2171228B1 - Procédé de régénération d'au moins un agglomérateur de particules, et véhicule comprenant un système de post-traitement de gaz d'échappement - Google Patents

Procédé de régénération d'au moins un agglomérateur de particules, et véhicule comprenant un système de post-traitement de gaz d'échappement Download PDF

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Publication number
EP2171228B1
EP2171228B1 EP08760613A EP08760613A EP2171228B1 EP 2171228 B1 EP2171228 B1 EP 2171228B1 EP 08760613 A EP08760613 A EP 08760613A EP 08760613 A EP08760613 A EP 08760613A EP 2171228 B1 EP2171228 B1 EP 2171228B1
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Prior art keywords
combustion engine
internal combustion
exhaust gas
particle agglomerator
particle
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EP08760613A
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German (de)
English (en)
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EP2171228A1 (fr
Inventor
Jörg-Roman KONIECZNY
Rolf BRÜCK
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Vitesco Technologies Lohmar Verwaltungs GmbH
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Emitec Gesellschaft fuer Emissionstechnologie mbH
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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
    • F01N3/0231—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 using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
    • 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
    • F01N13/009—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 separate purifying devices arranged in series
    • F01N13/0097—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 separate purifying devices arranged in series the purifying devices are arranged in a single housing
    • 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
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/04—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses characterised by the arrangement of an exhaust pipe, manifold or apparatus in relation to vehicle frame or particular vehicle parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • 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

Definitions

  • the present invention relates to a method for the regeneration of at least one particle agglomerator of an exhaust aftertreatment system of an internal combustion engine of a motor vehicle.
  • the invention also relates to a motor vehicle, comprising an internal combustion engine and an exhaust aftertreatment system, which is designed with at least one continuously regenerable particle agglomerator.
  • the invention relates in particular to the removal of soot particles of mobile internal combustion engines, such as diesel engines.
  • the particles entrained in the exhaust gas stream which essentially contain carbon
  • NO 2 nitrogen dioxide
  • particle agglomerators for example filters, particle separators and the like, in which the entrained particles are at least temporarily collected and deposited.
  • the particle agglomerator is heated to such a high level (eg, above 800 ° C.) that reaction of the carbon with the oxygen introduced in the exhaust gas begins.
  • burners, heating elements, electrically heatable filters or an exothermic conversion of hydrocarbons can be used as a source of heat energy.
  • the so-called continuous regenerative conversion of particles relies on conversion of the carbonaceous particles at lower temperatures, for example below 400 ° C., using nitrogen dioxide.
  • CRT process continuous regenerative conversion of particles
  • nitrogen dioxide has a high affinity for carbon, so that contacts of the Nitrogen dioxide with the soot particles regularly forms carbon dioxide and nitrogen.
  • an oxidation coating is provided upstream of the particle agglomerator or directly in the particle agglomerator.
  • this regular platinum-containing coating is expensive and may require additional exhaust treatment facilities that result in more complex exhaust aftertreatment systems.
  • a practicable and cost-effective method for the regeneration of at least one particle agglomerator is to be specified, which in particular allows an on-demand passive regeneration.
  • a suitable device for such a method is to be specified, which is characterized by a low pressure drop and a particularly high efficiency with small particles (for example, with a mean diameter of at most 500 nanometers).
  • the internal combustion engine is operated at least in an operating phase so that a sufficient proportion of nitrogen dioxide (NO 2 ) is generated directly in the exhaust gas to ensure a targeted implementation of carbonaceous particles with the at least one particle agglomerator.
  • NO 2 nitrogen dioxide
  • the first particle agglomerator subsequently arranged in the internal combustion engine is regenerated in the manner proposed here. It is dispensed with a thermal regeneration, so that the reaction of carbonaceous particles takes place at temperatures below 400 ° C or even below 300 ° C.
  • the particle agglomerator may be designed in the manner of a filter, a particle separator or similar simple devices for temporarily stopping the particles.
  • the internal combustion engine it is preferably a lean-burn engine, in which predominantly a combustion with excess air takes place, such as the diesel engine or a so-called lean-burn engine.
  • regeneration phase is understood as meaning a time interval in which the particle quantity in the particle agglomerator is reduced, in particular by at least 20% by weight, if appropriate by at least 40% by weight or even by at least 80% by weight.
  • the internal combustion engine itself as a nitrogen dioxide source for the regeneration of the particle agglomerator, so that it is possible to dispense with additional sources of nitrogen dioxide, such as, for example, upstream oxidation catalysts.
  • the method operates the internal combustion engine so that a proportion of the nitrogen dioxide (NO 2 ) is in the range of 25% by volume to 60% by volume of all nitrogen oxides present (NO x ).
  • the conditions in the combustion chamber of the internal combustion engine are adjusted so that the proportion of nitrogen oxides based on all generated nitrogen oxides reaches a significant range, in particular of more than 30 vol .-% or even 45 vol .-% (these ratios may possibly equally in mol .-% are used for regulation).
  • This concerns just the proportion of nitrogen dioxide during the operating phase, in which the regeneration of the particle agglomerator takes place.
  • the 25% by volume can be used as the lower limit and / or as the mean value during the operating phase. It is also preferably proposed that the proportion of nitrogen dioxide essentially does not exceed 60% by volume in order to still be able to generate sufficient power via the internal combustion engine.
  • the internal combustion engine actively generate nitrogen dioxide (NO 2 ) up to at least one particle agglomerator alone.
  • NO 2 nitrogen dioxide
  • the exhaust aftertreatment system between the internal combustion engine and the particle agglomerator concerned has no means or measures for targeted enrichment of the exhaust gas with nitrogen dioxide.
  • the method, or the device are particularly easy to perform and a targeted regeneration of the particle agglomerator can be controlled by the corresponding operation of the internal combustion engine.
  • redox processes can not be prevented in the exhaust gas itself, but these are generally not suitable for effecting a corresponding active, significant generation of nitrogen dioxide.
  • the method can be formed so that in the operating phase, an increase in the proportion of a recirculated into the internal combustion engine exhaust gas flow is effected.
  • EGR Exhaust Gas Recirculation
  • a targeted increase in the exhaust gas recirculation rate can lead to a significant increase in the nitrogen dioxide content in the exhaust gas and thus favor the regeneration proposed here.
  • the rate of the recirculated stream is preferably in the range up to 60% by volume, in particular in a range from 20% by volume to 50% by volume.
  • a lowering of the combustion chamber temperature in the internal combustion engine is carried out in the operating phase. It has been found that combustion processes that are carried out at a lower temperature usually produce a high proportion of nitrogen dioxide in the exhaust gas.
  • the combustion chamber temperature for this purpose is controlled according to a peak combustion temperature in a range below 450 ° C.
  • the exhaust aftertreatment system is designed for example with an exhaust gas turbocharger, which has a compression of the intake air flow result.
  • the boost pressure so the pressure in the combustion chamber of the internal combustion engine, the fuel-air mixture is usually in the range of 30 to 50 bar.
  • an increase in the charge pressure be made, for example, by at least 15%, possibly even 25%, of the previously regulated charge pressure.
  • the combustion is carried out, for example, with an even higher excess air.
  • the oxygen content in the fuel-air mixture can be increased by a value of at least 1% and, in particular, regulated in a range from lambda 1.05 to 1.1 (about 1% oxygen or 2% oxygen).
  • the so-called combustion air ratio (lambda) sets the actual air mass available for combustion m (AIR, in fact) . in relation to the minimum necessary stoichiometric air mass m (AIR , stoichiometric) , which is needed for complete combustion. This effect can, in particular for a short time, lead to the desired generation of nitrogen dioxides.
  • the internal combustion engine be operated in such a way that carbonaceous particles having a mean diameter of at most 200 nanometers [nm] are produced in the exhaust gas.
  • the internal combustion engine is operated so that the average diameter is at most 100 nanometers.
  • this also preferably applies in an operating state of the internal combustion engine that does not coincide with the operating phase for regeneration of the particle agglomerator (regeneration phase).
  • the very small particles can be converted particularly favorably with the provided nitrogen dioxide to carbon dioxide and elemental nitrogen.
  • the outlet of the combustion chamber and the exhaust pipe are to be adjusted so that an excessive agglomeration of particles towards a size above the limit value mentioned here is avoided.
  • an active temperature increase of the exhaust gas is carried out.
  • the exhaust gas in the exhaust aftertreatment system is brought into contact with additional means for increasing the temperature, so that this has a target temperature for the significant implementation of the CRT method at the latest when contacting with the particles to be reacted.
  • the means of increasing the temperature include in particular (uncoated) (electrically operated) radiators, heat exchangers and the like.
  • targeted or controlled (non-catalytic and / or catalytic) temperature increase of the exhaust gas to improve the oxidation of nitrogen monoxide in the exhaust aftertreatment system can generally bring significant benefits in the implementation of the CRT process - is thus possibly also independent of the here Desirable according to the invention described method.
  • a motor vehicle comprising an internal combustion engine and an exhaust aftertreatment system
  • an internal combustion engine sole active nitrogen dioxide (NO 2 ) source up to at least one particle agglomerator and the at least one particle agglomerator a bypass filter (also " Semi-filter "is called).
  • NO 2 nitrogen dioxide
  • the motor vehicle proposed here is operated according to the method described here according to the invention, so that a non-thermal regeneration of the at least one particle agglomerator to desired operating phases is possible.
  • the proposed motor vehicle here is characterized by its particularly simple exhaust aftertreatment system, with a corresponding control of the internal combustion engine has a safe regeneration of the particle agglomerate result, so that clogging of the particle agglomerator and thus a pressure increase across the particle agglomerator is avoided.
  • bypass filter is characterized in that it provides a plurality of flow paths for the exhaust gas, the exhaust gas (theoretically) the possibility has to flow the particle agglomerator, without coming into contact with a filter material, or to flow through this.
  • the bypass filter can be formed in the manner of a honeycomb body, which is designed for example with channel walls which are at least partially formed with a gas-impermeable material and optionally may additionally comprise a filter medium.
  • the gas-impermeable material (preferably a metal foil) is now executed with elevations, guide vanes, which at least partially close (or deflect) the channel and thus cause a deflection of at least part of the exhaust gas flow toward the channel wall (or the filter medium).
  • the elevations are formed so that they do not completely close the channel at any point, thus allowing a bypass flow past the survey.
  • a possible structure of such a bypass filter is for example from the WO 01/80978 A1 or the WO 02/00326 A1 so that reference may be made in particular to these documents for explanation.
  • the at least one particle agglomerator has at least a first zone and a second zone in the flow direction of the exhaust gas, wherein the second zone extends as far as a downstream end side and the second zone comprises an oxidation catalytic converter.
  • the particle agglomerator can be subdivided into at least two zones extending in the axial direction and over the entire cross section of the particle agglomerator, wherein the downstream zone extending to the downstream end of the particle agglomerator is provided with an oxidation catalytic converter.
  • the first zone is preferably catalytically inactive - that is, for example, free of a coating.
  • the oxidation catalyst can be designed, for example, in the manner of a customary washcoat coating with a noble metal doping.
  • Fig. 1 is to schematically illustrate a possible structure for an exhaust aftertreatment system 2 of an internal combustion engine 3 of a motor vehicle 4, which is basically suitable for carrying out the method described here.
  • the motor vehicle 4 thus initially has an internal combustion engine 3, in particular a diesel engine, which has a plurality of combustion chambers 21 in which the supplied fuel burned air mixture and from which the exhaust gas is discharged through the exhaust pipe 19 into the environment.
  • an exhaust aftertreatment system 2 which has a branch for an exhaust gas recirculation 12 in the flow direction 7 after the internal combustion engine 3, so that regulated part of the exhaust gas stream can be fed back to the combustion chambers 21 of the internal combustion engine 3. Further downstream in the direction of the flow direction 7, a particle agglomerator 1 is shown. This is followed downstream of a turbocharger 13, wherein the passage of the exhaust gas 13 at the same time a turbine is driven, the Air quantity, which is supplied via the intake manifold 20 of the internal combustion engine 3, compressed.
  • the exhaust gas has flowed further in the direction of flow 7, the exhaust pipe 19, for example all the way into an underbody area of the motor vehicle 4, it is further freed from pollutants with further exhaust aftertreatment units 24.
  • the exhaust gas flows in the flow direction 7 an oxidation catalyst 11, a filter 22 and an SCR catalyst 23 (for the selective catalytic reaction of nitrogen oxide), wherein the exhaust gas is mixed before the SCR catalyst 23 with a reducing agent that only one corresponding reducing agent addition 25 is initiated.
  • the thus purified and reacted exhaust gas then flows finally through the exhaust pipe 19 into the environment.
  • the structure of the exhaust gas aftertreatment system 2 illustrated here permits, in particular, a discontinuous, targeted regeneration of the particle agglomerator 1 with nitrogen dioxides, which are provided specifically with the internal combustion engine 3.
  • Fig. 2 are schematically and exemplified different courses of the nitrogen dioxide concentration of the exhaust gas produced by the internal combustion engine for a regeneration of the particle agglomerator.
  • the abscissa 30 indicates the time while the ordinate 31 substantially illustrates the nitrogen dioxide concentration.
  • the nitrogen dioxide concentration is usually arranged below a predetermined regeneration field 28 during operation of the internal combustion engine 3. If a regeneration of the particle agglomerator now takes place, then the nitrogen dioxide concentration in the exhaust gas is adjusted via a regeneration phase 29 or an operating phase of the internal combustion engine such that it lies in regeneration field 28. Should the requirements of the internal combustion engine Change (eg, performance query, load range, ...) or be completed, the regeneration of the particle agglomerator, the internal combustion engine 3 can be operated again with a smaller proportion of nitrogen dioxide in the exhaust gas. Thus, a non-thermal regeneration of the particle agglomerator can be carried out discontinuously and at predetermined and / or calculated times.
  • the proportion of nitrogen dioxide in the exhaust gas is in principle regulated so that it is at regular intervals and / or permanently in the region of the regeneration field 28, as illustrated in particular by the second curve 27 shown in dashed lines.
  • FIG. 1 illustrates a detail of a variant embodiment of a particle agglomerator 1. It is designed with substantially smooth ultrafine wire layers 15 in the manner of a metallic nonwoven, between which structured metal foils 14 are provided, so that channels 16 extend along flow direction 7 or a corresponding axis of particle agglomerator 1 form. Inside these channels 16 channel fences 17 are formed by guide surfaces 32 in the metal foil 14, which cause a (partial) discharge of the exhaust gas flow to Feinstdrahtlage 15. Here, the channel galleries 17 and the guide surfaces 32 are formed so that the channel 16 is not completely closed, but a side stream 33 remains possible. As a result of the protuberance of the guide surface 32 of the metal foil 14, a passage opening 18 is formed, which allows the passage of exhaust gas to adjacent channels 16.
  • Fig. 3 illustrates that the exhaust gas containing nitrogen dioxide (NO 2 ), carbon (C) and oxygen (O 2 ) enters the particle agglomerator 1 and uses a reaction of the carbonaceous particles 5 contained therein with the nitrogen dioxide, so that nitrogen monoxide (NO), nitrogen (N 2 ), carbon dioxide (CO 2 ) and oxygen (O 2 ) finally leave the particle agglomerator 1 again.
  • NO nitrogen dioxide
  • N 2 nitrogen
  • CO 2 carbon dioxide
  • O 2 oxygen
  • a particle agglomerator 1 is shown, which first in the flow direction 7 has a first zone 8 and then a second zone 9, which extends to a rear end face 10.
  • the particle agglomerator 1 is designed over its entire length with smooth ultrafine wire layers 15 and structured metal foils 14, the metal foils 14 in adjacent channels 16 having mutually (oppositely disposed) tapered channel channels 17 which simultaneously allow a bypass 33 and a portion of the exhaust gas cause the fine wire layer 15.
  • the particles 5, preferably with a diameter 6 less than 200 nm are deposited in or on the walls (or the fine wire layer) of the particle agglomerator 1 and reacted with the nitrogen dioxide provided.
  • the first zone 8 has no oxidatively effective coating
  • the second zone 9 again generates in situ by means of a correspondingly provided oxidation catalytic converter 11 new nitrogen dioxide for regeneration of the particle agglomerator in the rear part.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (9)

  1. Procédé de régénération d'au moins un agglomérateur de particules (1) d'une installation de post-traitement de gaz d'échappement (2) d'une machine à combustion interne (3) d'un véhicule automobile (4), dans le cas duquel la machine à combustion interne (3) est opérée au moins dans une phase d'opération de telle manière, qu'une part suffisante de dioxydes d'azote (NO2) est générée directement dans le gaz d'échappement, pour garantir une conversion visée de particules carbonées (5) dans l'au moins un agglomérateur de particules (1) de façon à ce que la machine à combustion interne (3) génère façon visée du gaz d'échappement grâce à un système réglé, dans le cas duquel une part des dioxydes d'azote (NO2) est présente dans la gamme de 25 % volumétriques à 60 % volumétriques, vu sur tous les dioxydes d'azote (NO2) présents, la machine à combustion interne (3) générant activement tout juste que du dioxyde d'azote (NO2) jusqu'à l'au moins un agglomérateur de particules (1).
  2. Procédé selon la revendication 1, dans le cas duquel dans la phase d'opération on effectue une augmentation de la part d'un flux de gaz d'échappement ramené dans la machine à combustion interne (3).
  3. Procédé selon l'une des revendications précédentes, dans le cas duquel dans la phase d'opération une baisse de la température de la chambre de combustion dans la machine à combustion interne (3) est effectuée.
  4. Procédé selon l'une des revendications précédentes, dans le cas duquel dans la phase d'opération une augmentation de la pression d'admission dans la machine à combustion interne (3) est effectuée.
  5. Procédé selon l'une des revendications précédentes, dans le cas duquel dans la phase d'opération une augmentation de la teneur en oxygène est effectuée dans la machine à combustion interne (3).
  6. Procédé selon l'une des revendications précédentes, dans le cas duquel la machine à combustion interne (3) est opérée de manière telle que dans le gaz d'échappement des particules carbonées(5) sont générées avec majoritairement un diamètre moyen (6) d'au maximum 200 nanomètres.
  7. Procédé selon l'une des revendications précédentes, dans le cas duquel au moins dans la phase d'opération une augmentation active de la température du gaz d'échappement est effectuée.
  8. Véhicule automobile (4) ayant une machine à combustion interne (3) et une installation de post-traitement de gaz d'échappement (2) qui est dotée d'au moins un agglomérateur de particules (1) pouvant être régénéré continuellement, la machine à combustion interne (3) étant l'unique source active de dioxyde d'azote (NO2) jusqu'à l'au moins un agglomérateur de particules (1), un réglage de la machine à combustion interne étant installé pour la mise en oeuvre du procédé selon l'une des revendications précédentes et l'au moins un agglomérateur de particules (1) étant un filtre en dérivation.
  9. Véhicule automobile (4) selon la revendication 8, dans le cas duquel l'au moins un agglomérateur de particules (1) a dans le sens d'écoulement (7) du gaz d'échappement une première zone (8) et une deuxième zone (9), la deuxième zone (9) s'étendant jusqu'à une face frontale (10) agencée en aval et la deuxième zone (9) comprenant un catalyseur d'oxydation (11).
EP08760613A 2007-07-13 2008-06-05 Procédé de régénération d'au moins un agglomérateur de particules, et véhicule comprenant un système de post-traitement de gaz d'échappement Active EP2171228B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007032734A DE102007032734A1 (de) 2007-07-13 2007-07-13 Verfahren zur Regeneration wenigstens eines Partikelagglomerators sowie Kraftfahrzeug umfassend eine Abgasnachbehandlungsanlage
PCT/EP2008/057038 WO2009010336A1 (fr) 2007-07-13 2008-06-05 Procédé de régénération d'au moins un agglomérateur de particules, et véhicule comprenant un système de post-traitement de gaz d'échappement

Publications (2)

Publication Number Publication Date
EP2171228A1 EP2171228A1 (fr) 2010-04-07
EP2171228B1 true EP2171228B1 (fr) 2011-08-17

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Country Status (8)

Country Link
US (1) US20100175371A1 (fr)
EP (1) EP2171228B1 (fr)
JP (1) JP2010533254A (fr)
AT (1) ATE520867T1 (fr)
DE (1) DE102007032734A1 (fr)
ES (1) ES2370288T3 (fr)
TW (1) TWI461601B (fr)
WO (1) WO2009010336A1 (fr)

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WO2010104422A1 (fr) 2009-03-12 2010-09-16 Volvo Lastavagnar Ab Procédé de fonctionnement d'un système de post-traitement d'échappement et système de post-traitement d'échappement
WO2014169967A1 (fr) * 2013-04-15 2014-10-23 Haldor Topsøe A/S Procédé et système de retrait de particules de suie, de cendres et de métaux lourds d'un gaz d'échappement de moteur

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US20100175371A1 (en) 2010-07-15
ES2370288T3 (es) 2011-12-14
DE102007032734A1 (de) 2009-01-15
JP2010533254A (ja) 2010-10-21
WO2009010336A1 (fr) 2009-01-22
TWI461601B (zh) 2014-11-21
EP2171228A1 (fr) 2010-04-07
ATE520867T1 (de) 2011-09-15
TW200907165A (en) 2009-02-16

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