US20090241519A1 - Method for the operation of an emission control system located in an exhaust gas zone of an internal combustion engine - Google Patents

Method for the operation of an emission control system located in an exhaust gas zone of an internal combustion engine Download PDF

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Publication number
US20090241519A1
US20090241519A1 US12/301,578 US30157807A US2009241519A1 US 20090241519 A1 US20090241519 A1 US 20090241519A1 US 30157807 A US30157807 A US 30157807A US 2009241519 A1 US2009241519 A1 US 2009241519A1
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United States
Prior art keywords
exhaust gas
internal combustion
particle filter
combustion chamber
combustion engine
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.)
Abandoned
Application number
US12/301,578
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English (en)
Inventor
Horst Harndorf
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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
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Publication of US20090241519A1 publication Critical patent/US20090241519A1/en
Assigned to ROBERT BOSCH GMBH reassignment ROBERT BOSCH GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HARNDORF, HORST
Abandoned legal-status Critical Current

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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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • F02D33/02—Controlling delivery of fuel or combustion-air, not otherwise provided for of combustion-air
    • 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
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/0022—Controlling intake air for diesel engines by throttle control
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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

  • the invention relates to a method for operating an emission control system, which is located in the exhaust gas zone of an internal combustion engine and comprises a catalytic layer causing an oxidation reaction and a particle filter, according to the class of the independent claim 1 .
  • the subject matter of the invention at hand is also a computer program according to claim 9 as well as a computer program product according to claim 10 .
  • a method for the regeneration of a particle filter located in an exhaust gas zone of an internal combustion engine became known from the German patent DE 199 06 287 A1. Said method changes between different operating states as a function of the last prevailing operating state and as a function of the condition of the particle filter.
  • the particle filter is regenerated from the deposited particles in one operating state. This regeneration takes place at an increased temperature, whereat the particles, mainly sooty particles and ash particles, are burned by means of an oxidation reaction.
  • the German patent DE 103 23 561 A1 describes a method for operating a structural member, especially a particle filter, which is located in an exhaust gas zone of an internal combustion engine, and an apparatus for the implementation of this method, wherein the regeneration phase is started as a function of the operating state of the internal combustion engine and/or as a function of the operating state of the structural member, particularly of the degree of depletion of the particle filter.
  • the regeneration phase is thereby arbitrarily started by means of an extreme start signal.
  • the regenerated state of the structural member can in this way be produced by a service technician, for example, when the vehicle, wherein the internal combustion engine is disposed, is being serviced in a garage. In so doing, a diagnosis of the internal combustion engine and its components can be performed.
  • the regeneration of the diesel particle filter thereby takes place intermittently, for example, as a function of the exhaust gas backpressure.
  • the exhaust gas and filter temperature necessary for an oxidation process for regeneration of the filter presume a sufficient rate of oxidation as a rule above approximately 600° C. Because said temperature can only be expected in the upper average pressure/rotational speed characteristic diagram of the internal combustion engine, an exhaust gas temperature boost, which is required for the regeneration of the filter, is induced by means of an afterinjection of diesel fuel into the combustion chamber or into the exhaust gas tract, while utilizing the reaction heat released in the process.
  • the regeneration of diesel particle filters can also take place by means of auxiliary burners in the complete exhaust gas stream or a secondary exhaust gas stream, engine management interventions which increase temperature, supplementary electrical energy or fuel additives.
  • Regeneration by means of fuel additives is problematic with respect to the long term stability of the diesel particle filter. This results in this case from an input of metal ash, which can lead to a reduction in the service life of the diesel particle filter.
  • the method according to the invention with the characteristics of the independent claim 1 in contrast allows for a regeneration of the filter without a significant increased consumption by the internal combustion engine.
  • a significant increase in the heating value of the mixture and thereby an increase in the exhaust gas temperature, which is required for the regeneration of the filter, is in fact achieved at practically the same fuel consumption.
  • the reduction of the air throughput through at least one combustion chamber of the internal combustion engine preferably takes place continuously during the entire predefined operating phase.
  • a continuous regeneration of the filter is possible to a certain extent within certain limits by means of this continuous reduction of the air throughput. Even if no complete regeneration of the filter can take place in the process, the intervals for an intermittent regeneration of the filter are lengthened, for example, through additional measures in the form of afterinjections of diesel fuel into the combustion chamber or into the exhaust gas tract or, for example, by means of fuel additives.
  • the predefined operating phase, wherein the regeneration of the filter takes place is preferably a partial load range of the internal combustion engine.
  • the reduction of the air throughput through at least the one combustion chamber can fundamentally be implemented in different ways. Provision is made in an advantageous embodiment for the reduction of the air throughput through at least the one combustion chamber of the internal combustion engine to be implemented by advancing the closing of at least one intake valve of at least one combustion chamber analogous to the Miller cycle.
  • What is understood in the invention at hand by the closing of at least one intake valve in internal combustion engines with in each case one intake valve per combustion chamber is the advanced closing of this intake valve. Said advanced closing can take place in one or a plurality of combustion chambers, depending on the number of cylinders and the power stroke of these cylinders of the internal combustion engine.
  • the advanced closing of both intake valves in one or a plurality of combustion chambers analogous to the Miller cycle is understood.
  • the emission control system can be configured in different ways. Provision is made in one configuration for the catalytic layer causing the oxidation reaction to be configured as an oxidation catalytic converter, to which a diesel particle filter is subsequently attached.
  • FIG. 1 is a technical environment wherein a method according to the invention is operating.
  • FIG. 2 schematically shows the process of the method according to the invention using a flow diagram.
  • FIG. 1 schematically and exemplary shows a combustion chamber 100 of an internal combustion engine, wherein a piston 105 travels upwards and downwards in an inherently known manner.
  • the combustion chamber 100 has an inlet port 110 as well as an outlet port 120 .
  • the outlet port 120 opens out into an exhaust gas tract 122 , wherein an emission control system comprising an oxidation catalytic converter 130 as well as a particle filter 140 is disposed.
  • Said CSF is therefore a layered particle filter, whose catalytic layer brings about an oxidation reaction, particularly an oxidation of nitrogen oxide NO to nitrogen dioxide NO2.
  • the inlet port 110 can be connected to the combustion chamber 100 by an intake valve 112 .
  • the outlet port 120 can be connected to the combustion chamber by an exhaust valve 122 .
  • the intake valve 112 as well as the exhaust valve 122 can be actuated by a variable valve drive in order to change the intake and exhaust control times within predefined limits.
  • the intake valve 112 and the exhaust valve 122 can, for example, be actuated by an electrohydraulic valve control or something similar. The actuation can thereby take place via an engine control unit 150 .
  • the depletion of the particle filter 140 is acquired in an inherently known manner, for example, by a differential pressure sensor 145 , which acquires the differential pressure of the exhaust gas in the exhaust gas direction of flow before and behind the filter 140 .
  • the output signal of the differential pressure sensor 145 is likewise provided to the control unit 150 .
  • Different operating states of the internal combustion engine are acquired by suitable sensors, for example by a sensor for acquiring the engine rotational speed, a sensor for acquiring the combustion temperature and the like.
  • a sensor 160 which is representative of this plurality of sensors, is shown in FIG. 1 , whose output signal is provided to the control unit 150 .
  • a throttle valve 170 whose position is determined in the control unit 150 and which can be electrically activated, can furthermore be disposed in the inlet port 110 .
  • the consideration underlying the basic idea with respect to said partial load range is that a significant increase in the heating value of the mixture and thereby the exhaust gas temperature can be brought about by a reduction in the air throughput through the combustion chamber 100 in partial load ranges.
  • the exhaust gas temperature can thereby be increased in such a manner that a passive, continuous regeneration of the particle filter 140 is possible.
  • a test is initially made in step 210 to determine whether the operating phase for the regeneration, i.e. the partial load range, is present.
  • step 220 determines whether the boundary conditions for a regeneration prevail, which are subsequently described in more detail, particularly a desired ratio of nitrogen dioxide NO2 to carbon C. If this is the case, the air throughput through the combustion chamber is reduced in step 230 . This can, for example, thereby result, in that the closing of the intake valve 112 is advanced, i.e. a displacement of the closing time of the intake valve 112 toward an advanced engine crankshaft angle.
  • the reduction in the air throughput through the combustion chamber 100 can strictly as a matter of principle also be achieved by an advanced closing of the exhaust valve 122 analogous to the Miller cycle using residual gas compression.
  • a reduction of the air throughput through the combustion chamber 100 can also furthermore alternatively or additionally take place by means of a corresponding activation of the throttle valve 170 .
  • the advantage of the method previously described lies as a result of the thermodynamic boundary conditions therein, in that only slight increases in consumption arise when the mass of fresh mixture is curbed, and said slight increases in consumption are accompanied by a continuous, passive regeneration of the particle filter 140 resulting from the increase in exhaust gas temperature. Moreover, the quality of the untreated exhaust gas emissions in the exhaust gas tract 120 improves. For this reason, the possibility exists to achieve a complete regeneration of the particle filter 140 in the low temperature range.
  • This regeneration advantageously takes place thereby continuously during the entire operating phase, i.e. in the entire partial load range. In so doing, the continuous regeneration takes place in the manner described below.
  • the nitrogen monoxide NO which is present in the exhaust gas, is oxidized to nitrogen dioxide NO2 in the oxidation catalytic converter because the oxidation of unburned carbon (soot), i.e. carbon C to carbon monoxide CO or to carbon dioxide CO2, now takes place with nitrogen dioxide NO2 at significantly lower temperatures, which can be implemented in the previously described manner, than with molecular oxygen O2.
  • the oxidation catalytic converter 130 It is therefore necessary for the oxidation catalytic converter 130 to constantly produce so much nitrogen dioxide NO2, that the unburned carbon, which simultaneously accumulates, is oxidized and that preferably an undesirable accumulation of unburned carbon, which leads to pressure losses in the particle filter 140 , does not occur.
  • the oxidation of unburned carbon is thereby significantly determined by the ratio of carbon (soot) to nitrogen dioxide NO2.
  • a complete regeneration is only possible at a ratio of nitrogen dioxide NO2 to carbon C, which is greater than 8.
  • the method previously described for the continuous regeneration of the particle filter 140 located in the exhaust gas zone requires only a slight increase in consumption during the regeneration phase because high pressure losses at the particle filter 140 cannot arise, respectively the time intervals up to a forced regeneration, which, for example, is performed with afterinjections, significantly lengthen and the increase in fuel consumption is thereby significantly reduced. It is also very advantageous, in that an improved homogenization of the mixture can be realized as a result of the advanced closing of the intake valve, while at the same time the charge temperature is reduced prior to the initiation of combustion. In this way, the sooty emissions in the untreated exhaust gas are significantly reduced.

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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)
  • Exhaust Gas After Treatment (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US12/301,578 2006-06-21 2007-06-04 Method for the operation of an emission control system located in an exhaust gas zone of an internal combustion engine Abandoned US20090241519A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102006028436A DE102006028436A1 (de) 2006-06-21 2006-06-21 Verfahren zum Betreiben einer in einem Abgasbereich einer Brennkraftmaschine angeordneten Abgasreinigungsanlage
DE102006028436.4 2006-06-21
PCT/EP2007/055440 WO2007147720A1 (de) 2006-06-21 2007-06-04 Verfahren zum betreiben einer in einem abgasbereich einer brennkraftmaschine angeordneten abgasreinigungsanlage

Publications (1)

Publication Number Publication Date
US20090241519A1 true US20090241519A1 (en) 2009-10-01

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US12/301,578 Abandoned US20090241519A1 (en) 2006-06-21 2007-06-04 Method for the operation of an emission control system located in an exhaust gas zone of an internal combustion engine

Country Status (6)

Country Link
US (1) US20090241519A1 (ko)
EP (1) EP2035674A1 (ko)
JP (1) JP2009540208A (ko)
KR (1) KR20090028718A (ko)
DE (1) DE102006028436A1 (ko)
WO (1) WO2007147720A1 (ko)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150275722A1 (en) * 2009-01-22 2015-10-01 Man Truck & Bus Ag Device and method for regenerating a particulate filter arranged in the exhaust section of an internal combustion engine
US9518486B2 (en) 2012-09-26 2016-12-13 Daimler Ag Method for operating an internal combustion engine, and internal combustion engine

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2418369A1 (en) * 2010-08-13 2012-02-15 Nederlandse Organisatie voor toegepast -natuurwetenschappelijk onderzoek TNO System for controlling exhaust gas temperature of an internal combustion engine with an exhaust gas after-treatment device and prime mover including same
DE102012018954A1 (de) * 2012-09-26 2014-03-27 Daimler Ag Verfahren zum Betreiben einer Brennkraftmaschine eines Fahrzeugs
DE102012018967A1 (de) * 2012-09-26 2014-03-27 Daimler Ag Verfahren zum Regenerieren eines Partikelfilters und Anordnung einer Abgasanlage an einer Verbrennungskraftmaschine eines Fahrzeugs
DE102013021370A1 (de) * 2013-12-13 2015-06-18 Daimler Ag Heizverfahren für einen Katalysator einer Verbrennungskraftmaschine
DE102014208915A1 (de) * 2014-05-12 2015-11-12 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine eines Kraftfahrzeugs im Schubbetrieb bei niedrigen Emissionen und geringem Kraftstoffverbrauch

Citations (5)

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Publication number Priority date Publication date Assignee Title
US6341487B1 (en) * 1999-03-30 2002-01-29 Nissan Motor Co., Ltd. Catalyst temperature control device and method of internal combustion engine
US20030221421A1 (en) * 2002-06-04 2003-12-04 Xinqun Gui Control strategy for regenerating a particulate filter in an exhaust system of an engine having a variable valve actuation mechanism
US20040020194A1 (en) * 2002-07-15 2004-02-05 Mazda Motor Corporation Engine exhaust particulate after-treatment system
US20040055279A1 (en) * 2000-11-11 2004-03-25 Holger Plote Method and device for controlling an exhaust gas aftertreatment system
US20040103648A1 (en) * 2002-12-03 2004-06-03 Opris Cornelius N. Method and apparatus for PM filter regeneration

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DE4330830A1 (de) * 1993-09-11 1995-03-16 Arau Gmbh Vorrichtung zur Beeinflussung des Abbrandes von Ruß auf Rußabbrandfiltern
JP2001115822A (ja) * 1999-10-19 2001-04-24 Hino Motors Ltd ディーゼルエンジンのパティキュレートフィルタ再生装置
EP1296050B1 (de) * 2001-09-25 2006-08-16 Ford Global Technologies, LLC Vorrichtung und Verfahren zur Regeneration einer Abgasbehandlungseinrichtung
JP4022723B2 (ja) * 2002-01-11 2007-12-19 株式会社デンソー 排気フィルタ再生装置及び方法
FR2836514B1 (fr) * 2002-02-25 2005-05-06 Renault Procede et dispositif de commande du fonctionnement d'un moteur a combustion interne
JP2004176663A (ja) * 2002-11-28 2004-06-24 Honda Motor Co Ltd 内燃機関の排気浄化装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6341487B1 (en) * 1999-03-30 2002-01-29 Nissan Motor Co., Ltd. Catalyst temperature control device and method of internal combustion engine
US20040055279A1 (en) * 2000-11-11 2004-03-25 Holger Plote Method and device for controlling an exhaust gas aftertreatment system
US20030221421A1 (en) * 2002-06-04 2003-12-04 Xinqun Gui Control strategy for regenerating a particulate filter in an exhaust system of an engine having a variable valve actuation mechanism
US20040020194A1 (en) * 2002-07-15 2004-02-05 Mazda Motor Corporation Engine exhaust particulate after-treatment system
US20040103648A1 (en) * 2002-12-03 2004-06-03 Opris Cornelius N. Method and apparatus for PM filter regeneration

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150275722A1 (en) * 2009-01-22 2015-10-01 Man Truck & Bus Ag Device and method for regenerating a particulate filter arranged in the exhaust section of an internal combustion engine
US10240498B2 (en) * 2009-01-22 2019-03-26 Man Truck & Bus Ag Device and method for regenerating a particulate filter arranged in the exhaust section of an internal combustion engine
US9518486B2 (en) 2012-09-26 2016-12-13 Daimler Ag Method for operating an internal combustion engine, and internal combustion engine

Also Published As

Publication number Publication date
JP2009540208A (ja) 2009-11-19
WO2007147720A1 (de) 2007-12-27
EP2035674A1 (de) 2009-03-18
DE102006028436A1 (de) 2007-12-27
KR20090028718A (ko) 2009-03-19

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AS Assignment

Owner name: ROBERT BOSCH GMBH, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:HARNDORF, HORST;REEL/FRAME:023406/0222

Effective date: 20081110

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION