US20060005534A1 - Method for operating a particulate filter disposed in an exhaust-gas region of an internal combustion engine and device for implementing the method - Google Patents

Method for operating a particulate filter disposed in an exhaust-gas region of an internal combustion engine and device for implementing the method Download PDF

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Publication number
US20060005534A1
US20060005534A1 US11/173,916 US17391605A US2006005534A1 US 20060005534 A1 US20060005534 A1 US 20060005534A1 US 17391605 A US17391605 A US 17391605A US 2006005534 A1 US2006005534 A1 US 2006005534A1
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Prior art keywords
oil
particulate
particulate filter
load state
ash
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Abandoned
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US11/173,916
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English (en)
Inventor
Ralf Wirth
Matthias Ziebell
Michael Kolitsch
Monika Scherer
Udo Kaess
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Robert Bosch GmbH
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Individual
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Assigned to ROBERT BOSCH GMBH reassignment ROBERT BOSCH GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ZIEBELL, MATTHIAS, SCHERER, MONIKA, KAESS, UDO, KOLITSCH, MICHAEL, WIRTH, RALF
Publication of US20060005534A1 publication Critical patent/US20060005534A1/en
Abandoned legal-status Critical Current

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    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • 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
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/04—Filtering activity of particulate filters
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • German Patent Application No. DE 199 06 287 describes a method and a device for controlling an internal combustion engine, in whose exhaust-gas region an exhaust-gas treatment device is arranged that includes a particulate filter which holds back the particulates contained in the exhaust gas. For proper operation of the particulate filter, it is necessary to know the particulate load state, which may be determined indirectly based on the differential pressure occurring at the particulate filter.
  • German Patent Application No. DE 102 48 431 describes a method for ascertaining the particulate-filter load state, in which the flow resistance of the exhaust gases is utilized as a measure for the particulate load state.
  • the flow resistance is ascertained from the differential pressure occurring at the particulate filter and the exhaust-gas volumetric flow. Taking into consideration the exhaust-gas temperature, it is possible to obtain the exhaust-gas volumetric flow from the exhaust-gas mass flow rate which can be at least approximately calculated from at least one known operating characteristic of the internal combustion engine, e.g., from an air signal provided by an air sensor.
  • the differential pressure occurring at the particulate filter is ascertained from a pressure signal provided by a pressure sensor situated upstream in front of the particulate filter, and the pressure downstream of the particulate filter which is determined with the aid of a pressure model of the exhaust-gas system existing downstream of the particulate filter, in which model the ambient-air pressure at the end of the exhaust-gas system is taken into account.
  • a particulate filter is regenerated by a burn-off of the particulates embedded in the particulate filter, which takes place in a temperature range of 500° C. -650° C., for example.
  • German Patent Application No. DE 101 08 720 describes a method and a device for operating a particulate filter situated in an exhaust-gas region of an internal combustion engine, in which the starting point is at least one operating characteristic that indicates the state of the internal combustion engine and/or the state of the particulate filter, and from which a characteristic quantity is determined that describes the intensity of the particulate burn-off. The characteristic quantity is compared to a threshold value. If the threshold value is exceeded, measures are initiated for reducing the reaction speed in order to prevent overheating of the particulate filter, the measures being directed toward interventions to reduce the oxygen content in the exhaust gas.
  • German Patent Application No. DE 196 02 599 describes a method for determining a quantity of motor oil in an internal combustion engine, in which the oil level is measured by an oil sensor. The method makes it possible to ascertain the oil level comparatively accurately during operation of a motor vehicle.
  • An object of the present invention is to provide a method for operating a particulate filter disposed in an exhaust-gas region of an internal combustion engine and a device for implementing the method which permit the most precise possible ascertainment of the particulate load state of the particulate filter.
  • the procedure of the present invention provides that the oil level of the internal combustion engine is sensed by an oil sensor, that an oil-consumption determination unit determines the oil consumption of the internal combustion engine based on the oil signal provided by the oil sensor, and that an ash-load determination unit determines a measure for the ash-load state of the particulate filter from the oil consumption.
  • ashes become embedded which result from the burning of motor oil, especially motor-oil additives.
  • the ash accumulating in the particulate filter cannot be removed from the embedded particulates within the framework of regenerating the particulate filter.
  • the knowledge of the ash load state may advantageously be taken into consideration during operation of the particulate filter.
  • a particulate-load determination unit determines the particulate-load state of the particulate filter, and that the ash-load state is taken into consideration when determining the particulate-load state. This measure is particularly advantageous if the particulate-load state is determined from the differential pressure occurring at the particulate filter. For example, the influence of the ash-load state on the differential pressure may be determined experimentally and utilized later for correction of the particulate-load state.
  • a further refinement of this embodiment provides that the exhaust-gas pressure upstream of the particulate filter is sensed by a pressure sensor, and that the exhaust-gas pressure downstream of the particulate filter is ascertained with the aid of a pressure model of the exhaust-gas system existing downstream of the particulate filter, in which model the ambient-air pressure occurring at the end of the exhaust-gas system is taken into account.
  • a measure for the temperature in the particulate filter is taken into account when ascertaining the particulate-load state.
  • the temperature may be calculated with the aid of an exhaust-gas temperature model.
  • the temperature may moreover be sensed by at least one temperature sensor situated in the region of the particulate filter.
  • the temperature sensor may be arranged in front of and/or in and/or after the particulate filter.
  • One particularly advantageous refinement provides that a threshold value predefined for the maximum permissible particulate-load state of the particulate filter or a predefined tolerance range is stipulated as a function of the ascertained ash-load state.
  • This refinement takes into account that for safety reasons, the maximum permissible particulate-load state must be reduced as the ash-load state increases.
  • the layer thickness of the embedded particulates increases given the same particulate-load state.
  • the danger of overheating may develop which can be decreased by reducing the maximum permissible particulate-load state.
  • a particulate-filter service-life determination unit using a filter-replacement signal, indicates a necessary replacement of the particulate filter.
  • the device according to the present invention for implementing the method according to the present invention relates first to a control device that is adapted for implementing the method.
  • control device includes an oil sensor which provides an oil signal that is at least one measure for the oil level.
  • the device of the present invention further provides that a pressure sensor arranged upstream of the particulate filter is embodied as a differential-pressure sensor which ascertains the pressure difference between the exhaust-gas pressure upstream of the particulate filter and the ambient-air pressure.
  • the control device preferably includes at least one electrical memory in which the functions are stored as a computer program.
  • FIG. 1 shows a technical environment in which a method of the present invention proceeds.
  • FIG. 2 shows a functional correlation between an ash-load state and a differential pressure.
  • FIG. 3 shows functional correlations between the particulate-load state and a differential pressure.
  • FIG. 1 shows an internal combustion engine 10 that has an air sensor 11 and a throttle valve 12 situated in its intake region.
  • a temperature sensor 21 and a pressure sensor 22 are provided upstream in front of a particulate filter 20 .
  • a further exhaust-gas treatment device 23 is connected downstream of particulate filter 20 .
  • a fuel-metering device 25 is assigned to internal combustion engine 10 .
  • Oil level 26 in internal combustion engine 10 is detected by an oil sensor 27 .
  • a control device 30 receives an air signal ml from air sensor 11 , a speed signal N from internal combustion engine 10 , an oil signal H from the oil sensor, an exhaust-gas temperature T from the temperature sensor and a pressure signal p from pressure sensor 22 .
  • Control device 30 provides a throttle-valve signal DR to throttle valve 12 , and a fuel signal mE to fuel-metering device 25 .
  • Pressure sensor 22 provides pressure signal p as a function of exhaust-gas pressure pvPF of exhaust-gas mass flow msabg upstream of particulate filter 20 and as a function of ambient-air pressure pU. Downstream of particulate filter 20 , exhaust-gas pressure pnPF of exhaust-gas mass flow msabg occurs after particulate filter 20 . Ambient-air pressure pU occurs at the end of the exhaust-gas region.
  • Control device 30 includes an oil-consumption determination unit 31 that emits an oil-consumption signal 32 to an ash-load determination unit 33 .
  • Ash-load determination 33 provides an ash-load state mAsh to a particulate-load determination unit 34 , a threshold establishment unit 35 and a particulate-filter service-life determination unit 41 .
  • the particulate-filter service-life determination provides a filter-replacement signal 42 .
  • Particulate-load determination 34 determines particulate-load state mParticulate as a function of a differential pressure dp and as a function of exhaust-gas temperature T. Differential pressure dp is provided by a differential-pressure determination unit 36 as a function of pressure signal p and ambient-air pressure pU which is detected by an ambient-air-pressure sensor 37 . Particulate-load state mParticulate and a threshold value Lim are fed to a regeneration coordinator 38 that emits a regeneration signal 39 to a regeneration control 40 .
  • FIG. 2 shows a functional correlation between ash-load state mAsh and differential pressure dp which holds true given a constant exhaust-gas volumetric flow Vs.
  • FIG. 3 shows functional correlations between particulate-load state mParticulate and differential pressure dp.
  • Ash-load state mAsh is indicated in unit percentage.
  • a first characteristic curve 50 holds true for an ash-load state mAsh of zero %, a second characteristic curve 51 for an ash-load state mAsh of 20%, and a third characteristic curve 52 for an ash-load state mAsh of 50%.
  • Threshold value Lim is plotted.
  • the method of the present invention operates as follows:
  • Control device 30 initially establishes fuel signal mE, fed to fuel-metering device 25 , as well as throttle-valve signal DR as a function of air signal ml and/or speed signal N and/or torque setpoint signal MFa.
  • exhaust-gas mass flow msabg carries along particulates that are formed during the combustion process of the fuel in internal combustion engine 10 , especially upon combustion of fuel additives. The particulates become embedded in particulate filter 20 .
  • Further exhaust-gas treatment device 23 situated downstream of particulate filter 20 is a catalytic converter or a muffler, for example.
  • Oil sensor 27 The motor oil necessary for operating internal combustion engine 10 is monitored by oil sensor 27 , at least with respect to fluid level 26 .
  • Oil sensor 27 emits oil signal H to control device 30 , in which oil-consumption determination 31 determines oil-consumption signal 32 .
  • the oil consumption is determined based on the decrease of fluid level 26 .
  • An increase of fluid level 26 due to a replenishment of consumed motor oil must be taken into account when evaluating a change in fluid level 26 .
  • Ash-load determination 33 assigns ash-load state mAsh of particulate filter 20 to oil-consumption signal 32 with the aid of a correlation stored in ash-load determination 33 .
  • the correlation is preferably determined experimentally.
  • the knowledge of ash-load state mAsh may be taken into consideration particularly advantageously during operation of particulate filter 20 .
  • ash-load state mAsh may be used to signal that it is necessary to replace particulate filter 20 .
  • particulate-filter service-life determination 41 outputs filter replacement signal 42 .
  • Ash-load state mAsh may moreover be taken into account especially advantageously in the determination of particulate-load state mParticulate of particulate filter 20 .
  • particulate-load determination 34 determines particulate-load state mParticulate as a function of differential pressure dp which occurs at particulate filter 20 , and as a function of exhaust-gas temperature T. Ash-load state mAsh has an influence on differential pressure dp, which is shown in FIG. 2 .
  • the correlation is a function of the form of particulate filter 20 .
  • particulate-load state mParticulate of particulate filter 20 is the flow resistance of particulate filter 20 which, according to the related art indicated at the outset, results from the quotient of differential pressure dp and exhaust-gas volumetric flow Vs.
  • Exhaust-gas volumetric flow Vs is calculated from exhaust-gas mass flow msabg, taking into account exhaust-gas temperature T that is detected by temperature sensor 21 .
  • exhaust-gas mass flow msabg is proportional to air signal ml.
  • the fuel burned in internal combustion engine 10 may be taken into account with inclusion of fuel signal mE. If an exhaust-gas recirculation is present, the influence on exhaust-gas mass flow msabg may likewise be included.
  • the three characteristic curves 50 , 51 , 52 shown in FIG. 3 indicate the correlation between differential pressure dp and particulate-load state mParticulate in percentage.
  • the correlation, shown in FIG. 2 , between ash-load state mAsh and differential pressure dp is expressed in FIG. 3 in that, given low particulate-load state mParticulate, second characteristic curve 51 , which corresponds to an ash-load state mAsh of 20%, is at a lower differential pressure dp than in the case of a lower ash-load state mAsh, which is plotted in FIG. 3 with first characteristic curve 50 , corresponding to an ash-load state of zero %.
  • first characteristic curve 50 corresponding to an ash-load state of zero %.
  • third characteristic curve 52 lies above first characteristic curve 50 , that is to say, the increased ash-load state, indicated with 50% in the example, given the same particulate-load state mParticulate, leads—as expected—to a higher differential pressure dp.
  • Predefined threshold value Lim is entered in FIG. 3 . If, according to first characteristic curve 50 , no ash is yet embedded in particulate filter 20 , threshold value Lim may be set to the maximum permissible particulate-load state mparticulate of 100%. With increasing ash-load state mAsh, threshold value Lim for permissible particulate-load state mParticulate is reduced. In the exemplary embodiment shown according to FIG. 3 , given an ash-load state mAsh of 50% according to third characteristic curve 52 , threshold value Lim is reduced to, for example, 50% permissible particulate-load state mParticulate, as well.
  • the correlation between the reduction of permissible particulate-load state mParticulate as a function of existing ash-load state mAsh may be ascertained theoretically or with the aid of experiments. The goal is to ensure a burn-off of the particulates during the regeneration, without the danger of overheating particulate filter 20 .
  • the reduction of permissible particulate-load state mParticulate in relation to existing ash-load state mAsh may deviate considerably from the pattern shown in FIG. 3 . For example, given an ash-load state of 50% according to third characteristic curve 52 , threshold value Lim could be at only 20% of maximum possible particulate-load state mParticulate.
  • Threshold value Lim set in threshold establishment 35 as a function of ash-load state mAsh, as well as particulate-load state mParticulate determined in particulate-load determination 34 are fed to regeneration coordinator 38 which ascertains whether a regeneration of particulate filter 20 is necessary. If this is the case, regeneration coordinator 38 emits regeneration signal 39 to regeneration control 40 , which takes suitable measures for regenerating particulate filter 20 .
  • regeneration control 40 influences fuel signal mE which is supplied to fuel-metering device 25 .
  • fuel signal mE causes fuel-metering device 25 to release at least one secondary injection that is supposed to occur after a main injection.
  • the post-injected fuel quantity burns—if at all—only in part in the cylinders of internal combustion engine 10 .
  • unburned fuel arrives in an optionally provided oxidation catalytic converter (not shown more precisely) situated upstream in front of particulate filter 20 .
  • the unburned fuel is converted in an exothermic reaction in the oxidation catalytic converter and contributes to the rise in the exhaust-gas temperature.
  • Particulate filter 20 may itself have a catalytically acting coating on which the exothermic reaction takes place, so that direct heating of particulate filter 20 is possible.
  • regeneration control 40 may influence throttle-valve signal DR for throttle valve 12 in such a way that the air flow is throttled, which leads to a further elevation of exhaust-gas temperature T.
  • the ignition temperature of the particulates embedded in particulate filter 20 is reached by the elevation of the exhaust-gas temperature to 500-650° C., for example.
  • the burn-off speed may be influenced by controlled influencing of the oxygen content in the exhaust gas.
  • Regeneration control 40 adjusts the oxygen content by influencing throttle-valve signal DR.
  • Differential-pressure determination 36 calculates differential pressure dp, occurring at particulate filter 20 , from pressure signal p provided by pressure sensor 22 , from ambient-air pressure pU measured by ambient-air-pressure sensor 37 , and with reference to a pressure model of the exhaust-gas system downstream of particulate filter 20 .
  • the exhaust-gas system downstream of particulate filter 20 includes further exhaust-gas treatment device 23 which is embodied at least as a catalytic converter and/or at least as a muffler, for instance.
  • the flow resistance of further exhaust-gas treatment device 23 and the flow resistance of the exhaust pipes are calculated as a function of exhaust-gas volumetric flow Vs, which—as already described—may be determined from exhaust-gas mass flow msabg with inclusion of exhaust-gas temperature T.
  • Exhaust-gas pressure pnPF downstream of particulate filter 20 which is the goal of the calculation with the aid of the pressure model, may be determined from the flow resistance, exhaust-gas volumetric flow Vs, as well as known ambient-air pressure pU.
  • Ambient-air-pressure sensor 37 is disposed within control device 30 , for example, since the ambient-air pressure may be utilized in particular for influencing fuel signal mE.
  • Pressure sensor 22 is preferably in the form of a differential-pressure sensor which measures exhaust-gas pressure pvPF upstream of particulate filter 20 in comparison to ambient-air pressure pU and provides the pressure difference as pressure signal p.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Processes For Solid Components From Exhaust (AREA)
US11/173,916 2004-07-10 2005-06-30 Method for operating a particulate filter disposed in an exhaust-gas region of an internal combustion engine and device for implementing the method Abandoned US20060005534A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004033412.9 2004-07-10
DE102004033412A DE102004033412A1 (de) 2004-07-10 2004-07-10 Verfahren zum Betreiben eines in einem Abgasbereich einer Brennkraftmaschine angeordneten Partikelfilters und Vorrichtung zur Durchführung des Verfahrens

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US (1) US20060005534A1 (de)
JP (1) JP2006029326A (de)
DE (1) DE102004033412A1 (de)
FR (1) FR2872853A1 (de)
IT (1) ITMI20051245A1 (de)

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US20040200198A1 (en) * 2003-04-08 2004-10-14 Nissan Motor Co., Ltd. Engine exhaust gas purification device
US20080295483A1 (en) * 2007-05-31 2008-12-04 Mark Scaife Method and system for maintaining aftertreatment efficiency
US20080295484A1 (en) * 2007-05-31 2008-12-04 Caterpillar Inc. Method and system for maintaining aftertreatment efficiency
US20090071131A1 (en) * 2006-02-28 2009-03-19 Johnson Matthey Public Limited Company Exhaust system comprising catalysed soot filter
US20090113874A1 (en) * 2007-11-02 2009-05-07 Caterpillar Inc. System and method for electrically regenerating a particulate filter assembly of a generator set
US20090143954A1 (en) * 2007-11-30 2009-06-04 Matthew Leustek Engine exhaust after-treatment system
US20100139382A1 (en) * 2007-01-22 2010-06-10 Holger Lienemann Method for evaluating the plausibility of a pressure difference value determined across a particle filter
US20100212299A1 (en) * 2009-02-25 2010-08-26 Jacob George Methods for determining when to regenerate exhaust gas particulate filters
US20110036070A1 (en) * 2008-03-15 2011-02-17 Hjs Fahrzeugtechnik Gmbh & Co Kg Method for Determining the Charge State of a Particle Filter Installed in the Exhaust Gas Line of an Internal Combustion Engine and Device for Reducing the Particle Emissions of an Internal Combustion Engine
WO2014079535A1 (de) * 2012-11-21 2014-05-30 Deutz Aktiengesellschaft Verfahren zur regeneration eines dieselpartikelfilters
US20150252707A1 (en) * 2013-07-18 2015-09-10 Komatsu Ltd. Exhaust gas processing device, diesel engine, and exhaust gas processing method
CN110410189A (zh) * 2019-07-02 2019-11-05 一汽解放汽车有限公司 柴油颗粒过滤器的故障诊断方法、装置、车辆及存储介质
US20210108586A1 (en) * 2019-10-14 2021-04-15 Ford Global Technologies, Llc Method and system for improving efficiency of a particulate filter
US11268425B2 (en) 2018-05-09 2022-03-08 Bayerische Motoren Werke Aktiengesellschaft Determination of an ash loading of a particulate filter for an internal combustion engine

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JP5562697B2 (ja) 2010-03-25 2014-07-30 三菱重工業株式会社 Ｄｐｆの再生制御装置、再生制御方法、および再生支援システム
JP2013245615A (ja) * 2012-05-25 2013-12-09 Toyota Motor Corp エンジンの排気浄化装置
FR3002588B1 (fr) * 2013-02-25 2015-03-27 Peugeot Citroen Automobiles Sa Procede de diagnostic de coherence de comportement d'un filtre a particules et calculateur moteur correspondant
JP6477621B2 (ja) * 2016-07-14 2019-03-06 トヨタ自動車株式会社 内燃機関の浄化装置
DE102018010415B3 (de) 2018-05-09 2021-11-04 Bayerische Motoren Werke Aktiengesellschaft Ermitteln einer Aschebeladung eines Partikelfilters für einen Verbrennungsmotor
AT524645B1 (de) * 2020-12-16 2022-11-15 Avl List Gmbh Verfahren zum Betrieb eines Partikelfilters unter Berücksichtigung der Aschemenge

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Cited By (25)

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US7147693B2 (en) * 2003-04-08 2006-12-12 Nissan Motor Co., Ltd. Engine exhaust gas purification device
US20040200198A1 (en) * 2003-04-08 2004-10-14 Nissan Motor Co., Ltd. Engine exhaust gas purification device
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