US20100175371A1 - Method for regenerating at least one particle agglomerator and motor vehicle including an exhaust gas after-treatment system - Google Patents

Method for regenerating at least one particle agglomerator and motor vehicle including an exhaust gas after-treatment system Download PDF

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Publication number
US20100175371A1
US20100175371A1 US12/686,532 US68653210A US2010175371A1 US 20100175371 A1 US20100175371 A1 US 20100175371A1 US 68653210 A US68653210 A US 68653210A US 2010175371 A1 US2010175371 A1 US 2010175371A1
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Prior art keywords
internal combustion
combustion engine
exhaust gas
particle agglomerator
exhaust
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Abandoned
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US12/686,532
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English (en)
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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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Assigned to EMITEC GESELLSCHAFT FUER EMISSIONSTECHNOLOGIE MBH reassignment EMITEC GESELLSCHAFT FUER EMISSIONSTECHNOLOGIE MBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KONIECZNY, JOERG ROMAN, BRUECK, ROLF
Abandoned legal-status Critical Current

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021Exhaust 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
    • F01N3/023Exhaust 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
    • F01N3/0231Exhaust 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]
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00Exhaust 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
    • F01N13/009Exhaust 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
    • F01N13/0097Exhaust 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2340/00Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/04Dimensional 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021Exhaust 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 regenerating at least one particle agglomerator of an exhaust-gas aftertreatment system of an internal combustion engine of a motor vehicle.
  • the invention also relates to a motor vehicle having an internal combustion engine and an exhaust-gas aftertreatment system which is formed with at least one continuously regenerable particle agglomerator.
  • the invention relates in particular to the elimination of soot particles from mobile internal combustion engines, such as for example diesel engines.
  • the particles which are entrained in the exhaust gas flow and substantially contain carbon can be thermally burned or converted through the use of nitrogen dioxide (NO 2 ) which is also formed in the exhaust-gas aftertreatment system.
  • NO 2 nitrogen dioxide
  • particle agglomerators for example filters, particle separators and the like, in which the entrained particles are at least temporarily trapped and accumulated.
  • the particle agglomerator is heated up to such an extent (for example to above 800° C.) that a conversion of the carbon with oxygen entrained in the exhaust gas is initiated.
  • the so-called continuously regenerative conversion of particles is based on a conversion of the carbon-containing particles at low temperatures, for example below 400° C., using nitrogen dioxide.
  • nitrogen dioxide it is known to conduct the exhaust gas generated by the engine through an oxidation catalytic converter, and to thereby oxidize nitrogen oxides which are already contained in the exhaust gas in order to be able to provide sufficient nitrogen dioxide for the conversion of the soot particles.
  • the nitrogen dioxide has a high affinity to carbon, such that carbon dioxide and nitrogen are regularly formed in the event of the nitrogen dioxide coming into contact with the soot particles.
  • an oxidation coating is provided upstream of the particle agglomerator or directly in the particle agglomerator.
  • that coating which often contains platinum, is expensive and requires, if appropriate, additional exhaust-gas treatment devices which result in more complex exhaust-gas aftertreatment systems.
  • the invention is intended to specify a practicable and cost-effective method for regenerating at least one particle agglomerator which particularly permits a tailored passive regeneration.
  • the invention is also intended to specify a device which is suitable for such a method, in which the device is distinguished by a low pressure drop and a particularly high level of effectiveness in the case of small particles (for example with a mean diameter of at most 500 nanometers).
  • a method for regenerating at least one particle agglomerator of an exhaust-gas aftertreatment system of an internal combustion engine of a motor vehicle comprises operating the internal combustion engine at least in one operating phase to cause a proportion of nitrogen dioxides being sufficient to ensure a conversion of carbon-containing particles in the at least one particle agglomerator to be directly generated in the exhaust gas.
  • the first particle agglomerator which is disposed following the internal combustion engine is regenerated in the way proposed herein.
  • thermal regeneration is dispensed with, in such a way that the conversion from carbon-containing particles takes place at temperatures below 400° C. or even below 300° C.
  • the particle agglomerator can fundamentally be formed in the manner of a filter, a particle separator or similar simple devices for temporarily trapping the particles.
  • the internal combustion engine is preferably a lean-burn engine in which combustion takes place predominantly with an excess of air, such as for example in a diesel engine or a so-called lean-burn engine.
  • the internal combustion engine be operated, at least in a certain operating phase (regeneration phase) such as for example in a low-load situation, in such a way that a sufficiently high proportion of nitrogen dioxides is directly generated by the internal combustion engine.
  • a “regeneration phase” is understood to be a time interval in which the amount of particles 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 individual mechanisms of how the internal combustion engine can be correspondingly regulated are discussed in detail below.
  • the internal combustion engine itself be used as a nitrogen oxide source for the regeneration of the particle agglomerator, in such a way that additional nitrogen oxide sources such as for example upstream oxidation catalytic converters, can be dispensed with.
  • the internal combustion engine places a proportion of the nitrogen dioxides (NO 2 ) in a range of from 25% by volume to 60% by volume of all of the nitrogen oxides (NO x ) present.
  • the conditions in the combustion chamber of the internal combustion engine are thus in particular set in such a way that the proportion of the nitrogen dioxides in relation to all of the nitrogen oxides generated reaches a significant range, in particular of more than 30% by volume or even 45% by volume (these ratios can, if appropriate, likewise be considered in mol.-% for regulation).
  • This relates specifically to the nitrogen oxide proportion during the operating phase in which the regeneration of the particle accumulator takes place.
  • the 25% by volume can be considered in this case as a lower limit and/or as a mean value during the operating phase. It is preferably also proposed that the nitrogen dioxide proportion substantially does not exceed 60% by volume in order to still be able to generate sufficient power through the use of the internal combustion engine.
  • the internal combustion engine up to the at least one particle agglomerator, solely the internal combustion engine actively generates nitrogen dioxide (NO 2 ).
  • NO 2 nitrogen dioxide
  • the exhaust-gas aftertreatment system does not have any device or measures for the targeted enrichment of the exhaust gas with nitrogen dioxide.
  • the method and the device can therefore be of particularly simple construction, and a targeted regeneration of the particle agglomerator can be regulated through the use of corresponding operation of the internal combustion engine. Redox processes of course cannot be prevented in the exhaust gas itself, although they are often not suitable for bringing about a corresponding active, significant generation of nitrogen dioxide.
  • the method can be refined in such a way that an increase in the proportion of an exhaust-gas flow recirculated into the internal combustion engine is carried out in the operating phase.
  • the exhaust-gas aftertreatment system is formed, for example, with a so-called exhaust-gas recirculation (EGR) in such a way that the exhaust gas generated by the internal combustion engine is (partially) supplied to the internal combustion engine again, in particular before the exhaust gas reaches the at least one particle agglomerator.
  • EGR exhaust-gas recirculation
  • a targeted increase in the exhaust-gas recirculation rate can lead to a significant increase in the nitrogen dioxide proportion in the exhaust gas and can thereby promote the regeneration proposed in this case.
  • the rate of the recirculated flow is preferably in the range of up to 60% by volume, in particular in a range of from 20% by volume to 50% by volume.
  • a reduction of the combustion chamber temperature in the internal combustion engine is carried out in the operating phase. It has been found that a high nitrogen dioxide proportion is conventionally produced in the exhaust gas in combustion processes carried out at a relatively low temperature.
  • the combustion chamber temperature is regulated for this purpose, in terms of a peak temperature of the combustion, in a range below 450° C.
  • an increase in the charge pressure in the internal combustion engine is carried out in the operating phase.
  • the exhaust-gas aftertreatment system is, for example, formed with an exhaust-gas turbocharger which results in a compression of the intake air flow.
  • the charge pressure that is to say the pressure in the combustion chamber of the internal combustion engine, of the fuel-air mixture, is conventionally in a range of from 30 to 50 bar.
  • an increase in the charge pressure by, for example, at least 15%, if appropriate even 25%, of the previously regulated charge pressure is carried out. With the increase in charge pressure, the peak temperature of the combustion in the combustion chamber and therefore the nitrogen oxide formation are also influenced.
  • the oxygen content in the fuel-air mixture can, for example, be increased by a value of at least 1%, and in particular in a lambda range of from 1.05 to 1.1 (approximately 1% oxygen and 2% oxygen, respectively).
  • combustion air ratio places the air mass m (AIR,actual) which is actually available for a combustion in relation to the minimum necessary stoichiometric air mass m (AIR,stoichiometric) which is required for a complete combustion. This effect can also, in particular temporarily, lead to the desired generation of nitrogen dioxides.
  • the internal combustion engine be operated in such a way that carbon-containing particles, the majority of which have a mean diameter of at most 200 nanometers [nm], are generated in the exhaust gas.
  • the internal combustion engine is very particularly preferably operated in such a way that the mean diameter is at most 100 nanometers. This fundamentally also applies in an operating state of the internal combustion engine which does not correspond to the operating phase for regenerating the particle agglomerator (regeneration phase).
  • the very small particles can particularly favorably be converted with the provided nitrogen dioxide to form carbon monoxide and elementary nitrogen.
  • an active temperature increase of the exhaust gas be carried out at least in the operating phase.
  • the exhaust gas in the exhaust-gas aftertreatment system is placed in contact with additional temperature-increasing measures, in such a way that the exhaust gas, at the latest when it comes into contact with the particles to be converted, is at a nominal temperature for significantly carrying out the CRT process.
  • the temperature-increasing measures include in particular (uncoated) (electrically operated) heating bodies, heat exchangers and the like.
  • the concept of the targeted or regulated (non-catalytic and/or catalytic) temperature increase of the exhaust gas in order to improve the oxidation of nitrogen monoxides in the exhaust-gas aftertreatment system can generally bring significant advantages in carrying out the CRT process, and is accordingly desirable, if appropriate, even independently of the method according to the invention described herein.
  • a motor vehicle comprising an exhaust-gas aftertreatment system having at least one continuously regenerable particle agglomerator being a bypass flow filter (also referred to as a semi-filter), and an internal combustion engine being a sole active nitrogen dioxide source up to the at least one particle agglomerator.
  • an exhaust-gas aftertreatment system having at least one continuously regenerable particle agglomerator being a bypass flow filter (also referred to as a semi-filter), and an internal combustion engine being a sole active nitrogen dioxide source up to the at least one particle agglomerator.
  • the motor vehicle proposed herein can be operated, in particular, according to the method of the invention described herein, in such a way that a non-thermal regeneration of the at least one particle agglomerator is possible in desired operating phases.
  • the motor vehicle proposed herein is distinguished by its particularly simply-constructed exhaust-gas aftertreatment system, with corresponding control of the internal combustion engine resulting in reliable regeneration of the particle agglomerator, in such a way that a blockage of the particle agglomerator and therefore a pressure rise across the particle agglomerator is prevented.
  • bypass flow filter of this type is distinguished in that it provides a plurality of flow paths for the exhaust gas, with the exhaust gas (theoretically) having the possibility of flowing through the particle agglomerator without coming into contact with a filter material, or flowing through the latter.
  • the bypass flow filter can be constructed in the manner of a honeycomb body which is formed, for example, with channel walls which are formed at least partially from a gas-impermeable material and can optionally also include a filter medium.
  • the gas-impermeable material (preferably a sheet metal foil) is now formed with elevations and guide blades which at least partially close off (or deflect) the channel and thereby bring about a deflection of at least a part of the exhaust gas flow towards the channel wall (or towards the filter medium).
  • the elevations are formed in such a way that they do not completely close off the channel at any point, and thereby permit a secondary flow flowing past the elevation.
  • a bypass flow filter of that type can be gathered, for example, from International Publication No. WO 01/80978 A1, corresponding to U.S. Patent Application Publication No. US 2003/0072694 A1, or from International Publication No. WO 02/00326 A1, corresponding to U.S. Pat. No. 6,712,884, in such a way that reference can be made, in particular, to those documents for explanation.
  • the at least one particle agglomerator includes, in the flow direction of the exhaust gas, at least one first zone and a second zone, with the second zone extending to a downstream end side and with the second zone including an oxidation catalytic converter.
  • the particle agglomerator can be divided into at least two zones which extend in the axial direction and over the entire cross section of the particle agglomerator, with the downstream zone, which extends to the downstream end of the particle agglomerator, being provided with an oxidation catalytic converter.
  • the first zone is preferably catalytically inactive, that is to say, for example, free from a coating.
  • the oxidation catalytic converter can be formed, for example, in the manner of a conventional washcoat coating with high-grade metal doping.
  • FIG. 1 is a diagrammatic, plan view of a first embodiment variant of an exhaust-gas aftertreatment system of a motor vehicle
  • FIG. 2 is a graph showing a possible curve or profile of nitrogen dioxide concentration during operation of the internal combustion engine
  • FIG. 3 is a fragmentary, perspective view showing details of the construction of an advantageous particle agglomerator.
  • FIG. 4 is a cross-sectional view of a further embodiment of a particle agglomerator.
  • FIG. 1 there is seen a diagrammatic illustration of one possible construction of an exhaust-gas aftertreatment system 2 of an internal combustion engine 3 of a motor vehicle 4 , which construction is fundamentally suitable for carrying out the method described herein.
  • the motor vehicle 4 therefore firstly has the internal combustion engine 3 , in particular a diesel engine, which has a plurality of combustion chambers 21 in which a supplied fuel-air mixture is burned and from which exhaust gas is discharged into the atmosphere through an exhaust line 19 .
  • the exhaust-gas aftertreatment system 2 shown herein has a branch for an exhaust-gas recirculation 12 , downstream of the internal combustion engine 3 in a flow direction 7 , in such a way that a part of the exhaust-gas flow can be supplied again in a regulated fashion to the combustion chambers 21 of the internal combustion engine 3 .
  • a particle agglomerator 1 is illustrated further downstream in the flow direction 7 .
  • the particle agglomerator 1 is followed further downstream by a turbocharger 13 , so that as exhaust gas flows through the turbocharger 13 , a turbine is simultaneously driven and the turbine compresses an air quantity which is supplied through an intake tract or part 20 to the internal combustion engine 3 .
  • the exhaust gas undergoes further removal of pollutants through the use of further exhaust-gas aftertreatment units 24 .
  • the exhaust gas flows in the flow direction 7 through an oxidation catalytic converter 11 , a filter 22 and an SCR catalytic converter 23 (for the selective catalytic reaction of nitrogen oxide), with the exhaust gas being mixed upstream of the SCR catalytic converter 23 with a reducing agent which is introduced through the use of a corresponding addition of reducing agent 25 .
  • the exhaust gas which is purified and converted in this way then finally flows through the exhaust line 19 into the environment.
  • the construction of the exhaust-gas aftertreatment system 2 shown herein permits, in particular, a discontinuous, targeted regeneration of the particle agglomerator 1 with nitrogen dioxides, which are provided in a targeted fashion through the use of the internal combustion engine 3 .
  • FIG. 2 shows graphically and by way of example different curves or profiles of a nitrogen dioxide concentration of the exhaust gas generated by the internal combustion engine for a regeneration of the particle agglomerator.
  • the abscissa 30 denotes time, while the ordinate 31 substantially illustrates the nitrogen oxide concentration.
  • a first curve or profile 26 it can be seen that the nitrogen dioxide concentration is disposed mostly below a predefined regeneration field 28 during operation of the internal combustion engine 3 . If a regeneration of the particle agglomerator is now to take place, then the nitrogen dioxide concentration in the exhaust gas is adjusted through the use of a regeneration phase 29 or an operating phase of the internal combustion engine in such a way that the concentration lies in the regeneration field 28 . If the demands on the internal combustion engine change (for example power demand, load range, . . . ) or the regeneration of the particle agglomerator is to be ended, the internal combustion engine 3 can be operated with a relatively low nitrogen dioxide proportion in the exhaust gas again. It is thereby possible for a discontinuous, and at predefined and/or calculated times non-thermal, regeneration of the particle agglomerator to be carried out.
  • the nitrogen dioxide proportion in the exhaust gas can fundamentally be regulated in such a way that the proportion lies in the region of the regeneration field 28 at regular intervals and/or permanently, as shown in particular by a second curve or profile 27 illustrated through the use of dashed lines.
  • FIG. 3 shows a portion of an embodiment variant of a particle agglomerator 1 .
  • the latter is formed with substantially smooth extra-fine wire layers 15 in the manner of a metallic nonwoven, between which are provided structured metal foils 14 , in such a way that channels 16 are formed which extend in the flow direction 7 or along a corresponding axis of the particle agglomerator 1 .
  • Channel narrowing points 17 are formed in the interior of the channels 16 , through the use of guiding faces 32 in the metal foil 14 . The channel narrowing points 17 bring about a (partial) deflection of the exhaust gas flow towards the extra-fine wire layer 15 .
  • the channel narrowing points 17 or the guide faces 32 are formed in such a way that the channel 16 is not completely closed off but rather a secondary flow 33 is still permitted.
  • a passage opening 18 is formed which permits the passage of exhaust gas to adjacent channels 16 .
  • the exhaust gas which contains nitrogen dioxide (NO 2 ), carbon (C) and oxygen (O 2 ) enters into the particle agglomerator 1 and there initiates a conversion of carbon-containing particles 5 contained therein with the nitrogen dioxide, in such a way that nitrogen monoxides (NO), nitrogen (N 2 ), carbon dioxide (CO 2 ) and oxygen (O 2 ) finally leave the particle agglomerator 1 again.
  • the probability of the reaction of nitrogen oxide and soot particles is considerably increased through the use of the particle agglomerator, in such a way that the relatively high conversion rates can be realized with a low pressure loss of the exhaust gas and a blockage of the particle agglomerator is reliably prevented.
  • FIG. 4 illustrates a particle agglomerator 1 which firstly has a first zone 8 and thereafter a second zone 9 which extends to a rear end side 10 , in the flow direction 7 .
  • the particle agglomerator 1 is formed over its entire length with smooth extra-fine wire layers 15 and structured metal foils 14 .
  • the metal foils 14 have alternating (oppositely disposed) tapering channel narrowing points 17 , in adjacent channels 16 , which simultaneously permit a secondary flow 33 and bring about a flow of part of the exhaust gas towards the extra-fine wire layer 15 .
  • the particles 5 are accumulated in or on the walls (or the extra-fine wire layer) of the particle agglomerator 1 and are converted through the use of the nitrogen dioxide which is provided.
  • the first zone 8 has no oxidatively active coating
  • the second zone 9 has a correspondingly provided oxidation catalytic converter 11 , through the use of which new nitrogen oxide is generated again in situ for the 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)
US12/686,532 2007-07-13 2010-01-13 Method for regenerating at least one particle agglomerator and motor vehicle including an exhaust gas after-treatment system Abandoned US20100175371A1 (en)

Applications Claiming Priority (3)

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
DE102007032734.1 2007-07-13
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

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PCT/EP2008/057038 Continuation 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

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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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TW200907165A (en) 2009-02-16
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