EP3088714A1 - Auslöserverfahren zum anfahren eines aktiven regenerationszyklus eines partikelfilters in einem fahrzeug - Google Patents

Auslöserverfahren zum anfahren eines aktiven regenerationszyklus eines partikelfilters in einem fahrzeug Download PDF

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Publication number
EP3088714A1
EP3088714A1 EP15165317.7A EP15165317A EP3088714A1 EP 3088714 A1 EP3088714 A1 EP 3088714A1 EP 15165317 A EP15165317 A EP 15165317A EP 3088714 A1 EP3088714 A1 EP 3088714A1
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EP
European Patent Office
Prior art keywords
drive
vehicle
particle filter
cycle
style
Prior art date
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Granted
Application number
EP15165317.7A
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English (en)
French (fr)
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EP3088714B1 (de
EP3088714B8 (de
Inventor
Muthukumaraswamy DHARMALINGAM
Harsha Mahaveera
Venkatasubramaniyan Kuppusamy
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.)
Vitesco Technologies GmbH
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Continental Automotive GmbH
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Publication date
Application filed by Continental Automotive GmbH filed Critical Continental Automotive GmbH
Priority to EP15165317.7A priority Critical patent/EP3088714B8/de
Publication of EP3088714A1 publication Critical patent/EP3088714A1/de
Publication of EP3088714B1 publication Critical patent/EP3088714B1/de
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Publication of EP3088714B8 publication Critical patent/EP3088714B8/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/10—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0812—Particle filter loading
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/606—Driving style, e.g. sporty or economic driving

Definitions

  • the invention relates to a trigger method with which an active regeneration cycle of a particle filter which is arranged in a vehicle can be started.
  • Particle filters in vehicles are designed to remove particulate matter (soot) from the exhaust gas of the combustion engine.
  • particle filters are used in diesel combustion engines to filter the exhaust gas of the diesel engine.
  • a particle filter retains bigger exhaust gas particles by forcing the gas to flow through the filter.
  • particulate filter technologies available, each designed around similar requirements such as fine filtration, minimum pressure drop, low cost, mass production suitability and product durability.
  • the particle filter gets clogged by the accumulating soot, such that the particle filter needs regeneration from time to time.
  • a certain program is run in a manner that elevates the exhaust temperature in conjunction with an extra fuel injection in the exhaust stream gas, such that fuel is injected to burn off the accumulated soot and convert it to ash.
  • the fuel can, for example, be injected into the combustion chambers of the combustion engine to create hotter than normal exhaust gases by which the particles in the particle filter are burned off.
  • the vehicle needs to be in a favorable current drive pattern, in which the regeneration cycle can be completed after being started.
  • the active regeneration cycle of the particle filter is triggered by various strategies. For a successful complete regeneration to happen with little fuel penalty, it is necessary that the current drive pattern is aiding the regeneration. For the regeneration to finish, once started, it is needed a minimum duration to stay in regeneration mode. During this duration of time, the drive pattern has to be maintained. This will reduce the fuel needed to raise and maintain the temperature for regeneration.
  • Object of the invention is to provide a trigger method with which a complete active regeneration cycle can be provided.
  • a trigger method to start an active regeneration cycle of a particle filter arranged in a vehicle comprises the following steps:
  • three different parameters are used to forecast if a successful complete regeneration cycle can be carried out. These three parameters are a general drive index of the vehicle which indicates in which manner the vehicle is generally driven, the current physical condition of the particle filter which indicates if it is already necessary to regenerate the particle filter, and a current drive pattern of the vehicle which indicates how the vehicle is driven at the moment.
  • the map which relates all three parameters to the decision if the regeneration of the particle filter is necessary or not, is deposited in advance of carrying out the trigger method, wherein from the map it can be drawn, if the overall situation of the vehicle is suitable to carry out the active regeneration cycle of the particle filter.
  • the vehicle in which the trigger method is carried out is a combustion engine, in particular a diesel combustion engine, wherein diesel is used as the combustion fuel.
  • the regeneration necessity is affirmed for a first general drive index if both the physical condition of the particle filter and the current drive pattern of the vehicle are sensed as being favorable for the active regeneration. Therefore, in the case a first general drive index is present in the vehicle, the active regeneration cycle is only carried out if the physical condition as well as the current drive pattern with which the vehicle is driven at the moment fulfill the requirement "favorable for the active regeneration".
  • the regeneration necessity is affirmed if the current drive pattern of the vehicle is sensed as being favorable for the regeneration independently of the sensed physical condition of the particle filter. Therefore, if the second general drive index of the vehicle is present, it is not necessary that the physical condition of the particle filter fulfills the requirement "favorable", but it is only required that the drive pattern of the vehicle at the moment is in the favorable state.
  • a first drive pattern is defined as being favorable for the regeneration, and a second drive pattern is defined as being unfavorable for the regeneration.
  • the first drive pattern is a drive pattern with a vehicle velocity of at least 50 km/h and the second drive pattern is a drive pattern with a vehicle velocity of less than 50 km/h.
  • a drive pattern can advantageously only be favorable for the regeneration if the velocity of the vehicle is high enough to attain the necessary temperature in the particle filter to burn off the particles.
  • a first drive pattern defined which corresponds to a sufficient high velocity of the vehicle and is therefore favorable for the regeneration.
  • a second drive pattern is defined in which the vehicle does not attain the necessary velocity and therefore the second drive pattern is defined as being unfavorable for the regeneration.
  • the regeneration necessity is affirmed if the drive pattern is sensed as being favorable for the regeneration.
  • the active regeneration cycle is preferably carried out if the drive pattern guarantees a sufficient temperature in the particle filter such that a successful regeneration cycle can be carried out.
  • a soot load of the particle filter is defined as being the physical condition of the particle filter to be sensed in step b).
  • the soot load corresponds to the portion of a surface of the particle filter which is clogged by particles such that this portion cannot be active anymore when filtering the exhaust gas of the vehicle.
  • a soot load of at least 50 % of the particle filter is defined as being favorable for the regeneration. It is preferred if the active regeneration cycle of the particle filter is only carried out if it is really necessary, as in order to carry out the regeneration cycle additional fuel is needed. In order to save fuel and energy, the regeneration cycle should not be carried out too often.
  • a threshold value from whereon it is okay to carry out the regeneration cycle is the defined favorable soot load.
  • the soot load of the particle filter is sensed by providing a pressure difference sensor in the particle filter.
  • the soot load i.e. the amount of particles being present in the particle filter
  • the soot load can preferably be monitored.
  • a temperature of an exhaust gas of the vehicle which is filtered by the particle filter is measured upstream the particle filter.
  • the temperature measurement enables additional monitoring if at the moment the situation in the vehicle is suitable to carry out the active regeneration cycle. Even if the drive pattern is in the favorable condition to carry out the active regeneration cycle as the vehicle velocity is at least 50 km/h, it is possible that the temperature in the exhaust gas and therefore in the particle filter is not yet high enough to successfully burn off the particles. Therefore, it is preferred to additionally monitor the temperature of the exhaust gas.
  • the general drive index of the vehicle is recorded by evaluating a predetermined number of recorded drive styles of successive drive cycles of the vehicle.
  • drive cycle By "drive cycle" of the vehicle an interval between a start of the vehicle and a stop of the vehicle is to be understood. During this drive cycle a plurality of drive patterns are present, wherein the vehicle drives at least 50 km/h or less than 50 km/h. Therefore, a “drive cycle” is the sum of all first drive patterns and second drive patterns. In this drive cycle the vehicle is driven in a drive style which is an average of all drive patterns being present during this drive cycle.
  • the general drive index of the vehicle i.e. the manner in which the vehicle is predictably generally driven over a longer time slot, is an average of a plurality of drive styles. Preferably, at least three drive styles, which happen successively, are used to record the general drive index of the vehicle.
  • the drive style of a drive cycle is recorded as being a first drive style, which is in particular a fast drive style, or as being a second drive style, which is in particular a slow drive style.
  • the first drive style is corresponding to a drive style in the drive cycle where the vehicle is driven mostly on a highway. In this case, the vehicle mostly has a velocity of more than 50 km/h and mostly drives in the first drive pattern. But it is also possible that the vehicle is driven mainly in the city where the vehicle velocity is less than 50 km/h and where the drive style is therefore a slow drive style, which is defined as being the second drive style.
  • the drive style of a considered drive cycle is a first drive style or a second drive style the number of the first drive patterns in the drive cycle and the number of the second drive patterns in the drive cycle are counted.
  • the drive style in this drive cycle is recorded as being the first drive style.
  • the drive style in this drive cycle is recorded as being the second drive style.
  • the time duration of each counted first and second drive patterns in the drive cycle is recorded and the number of the first and second drive patterns in the drive cycle are weighted, if at least one of the counted first drive patterns in the drive cycle exceeds a predefined threshold time duration.
  • a first drive pattern i.e. a velocity of more than 50 km/h
  • the predefined threshold time duration is defined as being a time duration needed to complete the active regeneration cycle after the start of the active regeneration cycle, which in particular is a time duration of at least 10 minutes. If the time duration of at least one of the first drive patterns in the drive cycle is exceeding this threshold time duration, the drive style of the drive cycle is recorded as being the first drive style.
  • a first general drive index is recorded if at evaluation of the predetermined number of drive styles the first drive style predominates.
  • the first general drive index is in particular a fast general drive index.
  • a second general drive index is recorded if at evaluation of the predetermined number of drive styles the second drive style predominates.
  • the second general drive index is in particular a slow general drive index.
  • the trigger for starting the active regeneration cycle is based on the physical condition of the particle filter, the current drive pattern of the vehicle and the general drive index of the vehicle which gives the probability if a favorable drive pattern of the vehicle to carry out the active regeneration cycle can be met again in the future.
  • the active regeneration cycle is triggered to make use of the seldom favorable drive pattern to reduce the fuel penalty.
  • the active regeneration cycle is only started when the soot load in the particle filter is high enough. Knowing that this vehicle has a record of frequenting the favorable drive pattern the active regeneration cycle will be started at the next favorable drive pattern after exceeding the predefined soot load limit.
  • step d the active regeneration cycle of the particle filter is started.
  • the trigger method is carried out in an electronic control unit of the vehicle.
  • a warn signal is put out by the electronic control unit.
  • the predefined threshold value can be a critical value of the particle filter which, for example, can be a soot load of 100 %.
  • Fig. 1 shows a vehicle 10, in particular a car, which comprises a particle filter 12 being arranged in the vehicle 10 to filter exhaust gases 14 being a product of a combustion process of a combustion engine.
  • a pressure difference sensor 16 is arranged which can sense the pressure difference over the particle filter 12. Additionally, upstream the particle filter 12 in an exhaust pipe 18, a temperature sensor 20 is arranged to measure the temperature of the exhaust gas 14 near the particle filter 12. Further, a velocity sensor 22 is provided in the vehicle 10 which can measure the velocity of the vehicle 10 when in a driving state.
  • the pressure difference measured by the pressure difference sensor 16 in the particle filter 12 gives information about the soot amount, i.e. the amount of particles which have already been filtered out by the particle filter 12 and therefore are at the moment clogging the particle filter 12 such that in this region where the clogging particles are present the particle filter 12 is not effective anymore.
  • All sensors - pressure difference sensor 16, temperature sensor 20 and velocity sensor 22 - transmit the sensed values to an electronic control unit 24 which is provided in the vehicle 10 to control, regulate and monitor all functions of the vehicle 10, in particular the functions of a combustion engine arranged in the vehicle 10.
  • the electronic control unit 24 is shown in greater detail in fig. 2 .
  • the electronic control unit 24 comprises a recording device 26 to record values measured by the different sensors 16, 20, 22 arranged in the vehicle 10. Therefore, the recording device 26 comprises a velocity recording element 28, which records the velocity values sensed by the velocity sensor 22, a temperature recording element 30, which records the temperature of the exhaust gas 14 sensed by the temperature sensor 20, and a pressure difference recording element 32, which records the pressure difference prevailing in the particle filter 12 measured by the pressure difference sensor 16. Additionally, in the recording device 26 there is provided at least one further recording element 34 which records additional information about for example the driving behavior of the vehicle 10.
  • the electronic control unit 24 comprises a memory device 36 in which a plurality of control maps are stored, for example a map 38, which relates a general drive index GI of the vehicle 10, a physical condition of the particle filter 12 and a current drive pattern DP of the vehicle 10 to the necessity if an active regeneration cycle should be carried out.
  • a map 38 which relates a general drive index GI of the vehicle 10, a physical condition of the particle filter 12 and a current drive pattern DP of the vehicle 10 to the necessity if an active regeneration cycle should be carried out.
  • the electronic control unit 24 comprises a processing device 40 in which at least an index calculator 42 and a trigger calculator 44 are provided.
  • the index calculator 42 With the index calculator 42 a general drive index GI of the vehicle 10 is calculated based on a statistic processing of a plurality of drive patterns DP of the vehicle 10.
  • the calculated general drive index GI is transmitted to an index memory 46 in the memory device 36.
  • the values of the velocity in the velocity recording element 28, the pressure difference in the pressure difference recording element 32 and the general drive index GI in the index memory 46 are transmitted to the trigger calculator 44 together with the map 38, which is stored in the memory device 36. Based on this data the trigger calculator 44 carries out a trigger method with which it can be decided if an active regeneration cycle should take place or not. The trigger method will be later explained in greater detail.
  • the trigger calculator 44 transmits the calculated result to a signal output device 48.
  • This signal output device 48 can put out a signal to carry out the active regeneration cycle, in case in the trigger calculator 44 the result is obtained that the active regeneration cycle should take place.
  • the signal output device 48 can also put out a warn signal in order to induce manual cleaning of the particle filter 12.
  • Fig. 3 shows a flow chart representing the steps with which in the index calculator 42 it can be decided with which general drive index GI the vehicle 10 is normally driven.
  • a first step after the start of the method in the index calculator 42 it is counted during a drive cycle DC, i.e. during an interval between the start and the stop of the vehicle 10, how often the vehicle 10 attains a velocity of at least 50 km/h and how often the vehicle 10 attains a velocity of less than 50 km/h.
  • a velocity of 50 km/h and more corresponds to a first drive pattern DP 1 and a velocity of the vehicle 10 of less than 50 km/h corresponds to a second drive pattern DP 2 .
  • the time duration t of each drive pattern DP 1 , DP 2 is recorded.
  • the second step it is evaluated if at least one of the first drive patterns DP 1 in the considered drive cycle DC has a time duration t which is long enough to carry out a complete active regeneration cycle of the particle filter 12, for example 10 minutes. If this is the case, the drive style DS in the considered drive cycle DC is evaluated as being a fast drive style FDS. If the time duration of all first drive patterns DP 1 in the considered drive cycle DC does not exceed the threshold time duration to carry out a complete active regeneration cycle, it is determined which of the drive patterns DP 1 or DP 2 was predominating in the considered drive cycle DC based on the counted number of each drive pattern DP.
  • the drive style DS in the considered drive cycle DC is evaluated as being a fast drive style FDS
  • the drive style DS is evaluated as being a slow drive style SDS.
  • the drive style DS is evaluated. For a predefined number of drive cycles DC the number of fast drive styles FDS and slow drive styles SDS is counted in the next step. In a following step the number of fast drive styles FDS and slow drive styles SDS are compared and in case the number of fast drive styles FDS is predominating, it is determined and recorded that the vehicle 10 is generally driven in the first general drive index GI 1 . In case the number of slow drive styles is predominating, it is determined and recorded that the vehicle 10 is generally driven in the second general drive index GI 2 .
  • the general drive index GI of the vehicle 10 is calculated in the index calculator 42 according to the above described method, the general drive index GI is stored in the index memory 46.
  • the trigger calculator 44 When deciding if the active regeneration cycle of the particle filter 12 should be triggered, the trigger calculator 44 carries out the trigger method as described in the following with reference to fig 4 .
  • the current velocity of the vehicle 10 and therefore the current drive pattern DP of the vehicle 10 is measured by the velocity sensor 22 and fed via the velocity recording element 28 into the trigger calculator 44.
  • the velocity and therefore the drive pattern DP of the vehicle 10 is favorable to carry out the active regeneration cycle.
  • a favorable drive pattern DP is a velocity of at least 50 km/h where the temperature is high enough to guarantee an effective active regeneration cycle.
  • the value of the pressure difference measured by the pressure difference sensor 16 is fed to the trigger calculator 44 via the pressure difference recording element 32 and it is evaluated if the pressure difference indicates a critical soot value in the particle filter 12.
  • soot value in the particle filter 12 is critical, but the drive pattern DP of the vehicle 10 is currently not favorable to carry out the active regeneration cycle, a warn signal is put out by the signal output device 48 indicating that the particle filter 12 needs cleaning. In case the soot amount in the particle filter 12 is not critical, the method returns back to carry out the first step of evaluating the vehicle velocity.
  • the trigger calculator 44 uses information from the index memory 46 in which general drive index GI the vehicle 10 is generally driven. In case the general drive index GI of the vehicle 10 is the second general drive index GI 2 , the active regeneration cycle is carried out.
  • the general drive index GI of the vehicle 10 is the first general drive index GI 1
  • the pressure difference does not indicate a favorable state of the particle filter 12, for example because the particle filter 12 is not clogged enough
  • the method returns to the first step of evaluating the velocity of the vehicle 10.
  • the active regeneration cycle is carried out.
  • the drive patterns DP are monitored and the different drive styles DS are sorted according to the considered drive cycles DC, whereas the duration of each type of drive pattern DP is considered such that more weightage is given to the first drive pattern DP 1 which is the favorable drive pattern DP to carry out the active regeneration cycle.
  • the maximum duration after considering the weightage is identified and that drive style DS is assigned to the current drive cycle DC. This is stored over a number of drive cycles DC.
  • a map 38 is shown which represents a diagram showing in which situations the active regeneration cycle is favorable.
  • the active regeneration cycle is usually only favorable if a soot amount of at least 50 % is attained. This criterion holds in particular if the vehicle 10 is generally driven in the first general drive index GI 1 . But there are also vehicles 10 which are only seldom driven with the first drive pattern DP 1 and therefore the probability that a favorable drive pattern DP can be attained is low.
  • the second general drive index GI 2 it is already favorable to carry out the active regeneration cycle below the threshold value of 50 % soot amount as soon as a drive pattern DP is attained which is favorable to carry out active regeneration.
  • Fig. 6 shows a matrix which summarizes the above criteria.
  • GI unfavorable
  • F favorable
  • the active regeneration cycle is only carried out if the soot amount has attained a favorable (F) value. If the vehicle 10 is generally driven in the second drive index GI 2 , the active regeneration cycle is also carried out if the favorable (F) soot amount in the particle filter 12 is not yet attained.
  • Fig. 7 shows diagrams representing the statistic evaluation of the general drive index GI of a first vehicle 10.
  • the velocity v of the vehicle 10 is plotted against the time t
  • a current drive pattern DP of the vehicle 10 is plotted against the time t
  • the extracted drive style DS is plotted against the time t
  • the recorded general drive index GI is plotted against the time t.
  • the drive style DS of the first drive cycle DC is set to slow drive style DS according to for example a city driver.
  • the general drive index GI is the second general drive index GI 2 according to a slow general drive index GI.
  • Fig. 9 shows the situation for a third vehicle 10 which is often driven in a slow city drive, but occasionally goes, for example, to a highway for sufficiently long enough time to complete an active regeneration cycle. Therefore, after four drive cycles DC the general drive index GI is evaluated as being the first general drive index GI 1 .
  • the favorable drive pattern DP is the pattern in which the particle filter 12 inlet temperature is sufficiently high to start and successfully complete the active regeneration cycle with minimal fuel penalty.
  • the regeneration cycle is governed by the soot load and the inlet temperature of the particle filter 12. If the driver does not drive so as to have a high particle filter 12 inlet temperature, then it is better to start the active regeneration cycle at lower soot loads to avoid overloading and insufficient heat for successful regeneration.

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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)
EP15165317.7A 2015-04-28 2015-04-28 Auslöserverfahren zum anfahren eines aktiven regenerationszyklus eines partikelfilters in einem fahrzeug Active EP3088714B8 (de)

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EP15165317.7A EP3088714B8 (de) 2015-04-28 2015-04-28 Auslöserverfahren zum anfahren eines aktiven regenerationszyklus eines partikelfilters in einem fahrzeug

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EP3088714A1 true EP3088714A1 (de) 2016-11-02
EP3088714B1 EP3088714B1 (de) 2019-06-12
EP3088714B8 EP3088714B8 (de) 2019-07-17

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108952984A (zh) * 2017-05-26 2018-12-07 福特全球技术公司 用于微粒过滤器再生的系统和方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1195508A2 (de) * 2000-10-07 2002-04-10 DaimlerChrysler AG Verfahren zum Betrieb einer Abgasreinigungsanlage einer Brennkraftmaschine eines Kraftfahrzeugs
EP1203877A1 (de) * 2000-11-03 2002-05-08 Peugeot Citroen Automobiles SA Vorrichtung zur Regenerierung eines Partikelfilters in einer selbstgezündeten Brennkraftmaschine
EP1439294A2 (de) * 2003-01-16 2004-07-21 Nissan Motor Co., Ltd. Regeneration eines Dieselpartikelfilters
US20100154389A1 (en) * 2008-02-08 2010-06-24 Schumacher Sascha Procedure for regenerating an exhaust gas after treatment system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1195508A2 (de) * 2000-10-07 2002-04-10 DaimlerChrysler AG Verfahren zum Betrieb einer Abgasreinigungsanlage einer Brennkraftmaschine eines Kraftfahrzeugs
EP1203877A1 (de) * 2000-11-03 2002-05-08 Peugeot Citroen Automobiles SA Vorrichtung zur Regenerierung eines Partikelfilters in einer selbstgezündeten Brennkraftmaschine
EP1439294A2 (de) * 2003-01-16 2004-07-21 Nissan Motor Co., Ltd. Regeneration eines Dieselpartikelfilters
US20100154389A1 (en) * 2008-02-08 2010-06-24 Schumacher Sascha Procedure for regenerating an exhaust gas after treatment system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108952984A (zh) * 2017-05-26 2018-12-07 福特全球技术公司 用于微粒过滤器再生的系统和方法

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EP3088714B8 (de) 2019-07-17

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