US20110126518A1 - Method for matching a particle filter temperature adjustment - Google Patents

Method for matching a particle filter temperature adjustment Download PDF

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Publication number
US20110126518A1
US20110126518A1 US13/055,122 US200913055122A US2011126518A1 US 20110126518 A1 US20110126518 A1 US 20110126518A1 US 200913055122 A US200913055122 A US 200913055122A US 2011126518 A1 US2011126518 A1 US 2011126518A1
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United States
Prior art keywords
component
fuel
temperature
particle filter
control loop
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Abandoned
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US13/055,122
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English (en)
Inventor
Damien Lefebvre
Evangelos Georgiadis
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PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
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Publication date
Application filed by Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Assigned to PEUGEOT CITROEN AUTOMOBILES SA reassignment PEUGEOT CITROEN AUTOMOBILES SA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: GEORGIADIS, EVANGELOS, LEFEBVRE, DAMIEN
Publication of US20110126518A1 publication Critical patent/US20110126518A1/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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • 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
    • F01N3/033—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 in combination with other devices
    • F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
    • F01N2610/146—Control thereof, e.g. control of injectors or injection valves
    • 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
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0408—Methods of control or diagnosing using a feed-back loop
    • 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
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0411—Methods of control or diagnosing using a feed-forward control
    • 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 particle filters, and in particular methods for regulating the temperature of a particle filter associated with a system of diesel fuel injection in the exhaust.
  • a widely known technique for reducing the exhaust gas particle content of a diesel engine consists in using a filter to capture these particles as they exit the engine.
  • the particles accumulate in the filter and form soot, which must be treated to avoid clogging of the filter. This treatment takes place by raising the temperature of the filter in order to burn the accumulated soot.
  • a first approach consists of adding an additive to the fuel in order to lower the combustion temperature of the soot from 600° C. to 450° C.
  • diesel fuel is injected directly into the exhaust gas.
  • the combustion of this diesel fuel inside an oxidizing catalyst upstream of the filter heats the exhaust gas and brings the filter to the required temperature of 600° C.
  • This temperature must be regulated in order to keep the temperature as stable as possible, and to ensure rapid and effective regeneration.
  • the application with registration number FR07 57789 in name of the applicant describes a method for regulating the temperature at the entrance of the filter.
  • This method associates an open loop and a closed loop in order to regulate the temperature of the gas at the entrance of the particle filter and to ensure combustion of the soot.
  • the open loop and the closed loop determine the respective components of a quantity of fuel to be injected into the exhaust.
  • the quantity of fuel to be injected in the exhaust is determined by accumulation of these components.
  • the exhaust elements to be regulated are subject to aging, in particular the catalyst, the different temperature probes, the air flow meter and the fuel injector. Leaks in the fuel circuit can also occur. The production of the exhaust also leads to dispersions. Since the thermal efficiency of the catalyst deteriorates with aging, a larger quantity of fuel will have to be injected into the exhaust to ensure regeneration. In normal operation, the closed loop compensates this lack of fuel. Because of the thermal energy of the exhaust circuit, the closed loop correction produces its effects with a certain delay. To ensure nevertheless that the temperature remains within the desired temperature range, one solution can consist of lengthening the regeneration phases, to the detriment of engine operation. Otherwise, these variations of the regulation can result in too high a temperature being applied at the entrance of the catalyst, which can lead to its destruction.
  • the goal of the invention is to resolve one or more of these inconveniences.
  • the invention relates also to a method for adapting the temperature regulation of a particle filter in an exhaust line during a regeneration phase of this filter, by injecting fuel into the exhaust gas, comprising the steps consisting of measuring the temperature of the particle filter, determining the quantity of fuel to be injected into the exhaust gas, this quantity comprising a first component determined through the intermediary of an open control loop not taking into account the measured temperature, and this quantity comprising a second component determined through the intermediary of a closed control loop taking into account the measured temperature and, as a function of the amplitude of the second component in comparison with the determined quantity of fuel, determining a corrective factor for the first component and applying this corrective factor in the open control loop.
  • the method comprises the calculation of an indicator representing the amplitude of the second component in comparison with the quantity of injected fuel, and application of the correction factor of the first component in the open control loop when the indicator exceeds a predetermined threshold.
  • the threshold is calculated as a function of at least one operating parameter of the engine.
  • the correction factor of the first component is only applied in the open control loop when several successively calculated values of the indicator exceed said threshold.
  • said indicator I is calculated with the following equation:
  • Q c2ini and Q c2 are the flow values of the second component calculated respectively at a reference time and during the calculation in progress
  • Q igecini and Q igec are the flow values of the quantity of fuel to be injected in the exhaust gas calculated respectively at a reference time and during the calculation in progress.
  • the open control loop is based on a model estimating the temperature at the particle filter as a function of the exhaust gas flow, the exhaust gas temperature upstream of the oxidizing catalyst which is installed upstream of the particle filter, and as a function of the quantity of fuel to be injected into the exhaust gas.
  • the method comprises the detection of an engine dysfunction and maintenance of the applied correction factor when a dysfunction is detected.
  • the closed control loop comprises an integral proportional regulator.
  • the invention relates also to an automotive vehicle equipped with an exhaust line comprising a particle filter, comprising a fuel injection device in the exhaust line upstream of the particle filter; a device for measuring the temperature at the particle filter; and a device for determining the quantity of fuel to be injected into the exhaust gas in order to regulate the temperature of the particle filter, and comprising an open control loop that does not take into account the measured temperature and calculating a first component of said fuel quantity, and comprising a closed control loop that takes into account the measured temperature and calculating a second component of said fuel quantity.
  • the device for determining the quantity of fuel to be injected calculates a correction factor for the first component and applies this correction factor in the open control loop as a function of the amplitude of the second component in comparison with the calculated quantity of fuel to be injected.
  • FIG. 1 illustrates schematically an exhaust line in which the invention is implemented
  • FIG. 2 illustrates an example of the method for regulating the regeneration temperature of the particle filter
  • FIG. 3 illustrates schematically the method for applying a correction factor to the amplitude of the open loop.
  • the invention proposes to modify the respective amplitudes of the two components of a quantity of fuel to be injected into the exhaust.
  • the amplitude of a component determined by a closed control loop taking into account the temperature of the particle filter is modified as a function of a component determined by an open control loop not taking into account this temperature.
  • FIG. 1 illustrates a diesel engine 9 comprising an exhaust line 1 .
  • the exhaust line 1 comprises an exhaust collector 2 .
  • the exhaust gas passes through collector 2 at a temperature T 4 , measured by temperature probe 7 , and has a flow Qair, typically measured by a flow meter (not shown).
  • the exhaust line comprises a diesel fuel injector 3 .
  • Injector 3 is installed upstream of an oxidizing catalyst 4 .
  • Catalyst 4 is installed upstream of a particle filter 5 .
  • the temperature T 5 of the air entering particle filter 5 must be maintained at approximately 600° C. to allow for the combustion of soot formed by the captured particles.
  • diesel fuel is injected into the exhaust through the intermediary of injector 3 .
  • the injected fuel is oxidized by catalyst 4 during an exothermic reaction.
  • a temperature probe 6 measures the temperature at the particle filter 5 , typically in a junction conduit between the oxidizing catalyst 4 and the particle filter 5 .
  • a control device 8 illustrated in FIG. 2 commands the fuel injections by injector 3 in order to regulate the temperature T 5 at the particle filter 5 during a regeneration.
  • the temperature probe 6 measures the exhaust gas temperature T 5 at the entrance of particle filter 5 .
  • This temperature T 5 must not be too high—which would provoke deterioration or premature aging of filter and catalyst—nor too low—which would stop soot combustion and increase the overall regeneration time of the filter.
  • the air temperature T 5 at the entrance of filter 5 is known thanks to probe 6 .
  • the target temperature to be achieved varies based on the location of this probe 6 , because the temperature inside filter 5 is higher than at its periphery.
  • Control device 8 determines a quantity of fuel to be injected into the exhaust gas. This quantity is determined in the form of a fuel flow command Q igec of injector 3 during an injection time. A flow command associated with an injection time constitutes in this way a fuel quantity command.
  • the flow of fuel to be injected is determined by two components, Qc 1 c and Qc 2 . The sum of these two components is equivalent to the value of the flow command Q igec .
  • the first component Qc 1 c is determined through the intermediary of an open control loop.
  • This open control loop does not take into account temperature T 5 measured by probe 6 .
  • the open control loop is intended to have a rapid response time.
  • the open control loop is intended to define more than 85 to 90% of the amplitude of the calculated fuel quantity to be injected.
  • the open control loop uses for instance a thermal behavior model of catalyst 4 , as a function of the flow of the diesel fuel injector Q igec , the exhaust gas temperature T 4 and the exhaust gas flow upstream of catalyst 4 .
  • a calculation module 83 is used for this purpose, which exploits the thermal behavior model of catalyst 4 to calculate an estimate of the temperature T 5 at particle filter 5 .
  • the thermal behavior of catalyst 4 depends on rapid regulation parameters such as the air flow in collector 2 of the exhaust line 1 . In fact, homogenization of the temperatures in this line 1 occurs more rapidly with higher air flow.
  • a second rapid regulation parameter is the temperature T 4 of the exhaust gas at the entrance 2 of the exhaust line 1 .
  • a significant increase of this temperature T 4 generated by engine 9 results in an increase of the temperature at the entrance of catalyst 4 .
  • this temperature rise at the entrance of the catalyst causes a rise of the temperature T 5 of filter 5 —minus the heat loss to the exterior.
  • there are slow regulation parameters of the filter temperature which the heat propagation characteristics inside the catalyst influence the temperature T 5 at the filter.
  • the know-how of the technology indicates that, in a first approximation, the hydrocarbon concentration inside catalyst 4 generates the rise of the temperature T 5 .
  • This concentration is defined by the relationship between fuel flow and air flow and can be taken into account in the model.
  • the calculation module 83 issues a flow command Qc 1 as a function of this model.
  • the second component Qc 2 is determined through the intermediary of a closed control loop.
  • the closed control loop takes into account the temperature T 5 measured by probe 6 .
  • This temperature T 5 is compared to a temperature command Ct.
  • the temperature command Ct is for instance 600° C.
  • the difference between T 5 and Ct is applied at the entrance of an integral proportional regulator 81 .
  • the regulator 81 determines the second flow component Qc 2 as a function of the error corresponding with this difference.
  • the regulator 81 determines the second component Qc 2 by taking into account a factor in proportion with the difference and a factor integrating this difference. The objective of the integral factor is to ensure that temperature T 5 is as close as possible to temperature command Ct.
  • Control device 8 comprises a correction device 84 .
  • This correction device 84 determines the amplitude of the second component Qc 2 in comparison with the fuel flow Q igec . As a function of this amplitude, correction device 84 determines a correction factor Kc to be applied to the first component. This correction factor is then applied in the closed control loop.
  • the temperature regulation at the particle filter will not be affected by aging of the exhaust line components 1 , clogging of the fuel dosage element (for instance the metering pump or the injector), drifting of temperature probes 6 and 7 or drifting of the air flow meters. Indeed, the proportion of the first component in the injected fuel quantity command must be maintained, so that the aging of the components will not induce an accrued preponderance of the second component calculated by the closed loop. In this way, the regulation will not be affected by increased delay of its correction and the duration of the regeneration phase can be maintained. In addition, the risk of destroying catalyst 4 due to transient excessive exhaust gas temperature is also reduced because the amplitude of the second component is limited by the correction of the first component.
  • the correction device 84 typically increases the value of correction factor Kc when the amplitude of the second component Qc 2 increases in comparison with the injected fuel quantity Q igec .
  • device 84 calculates an indicator I representative of the amplitude of the second component Qc 2 in comparison with the injected fuel quantity Q igec .
  • the calculated correction factor Kc is only applied when indicator I exceeds a predetermined threshold.
  • the calculated correction factor Kc replaces then the value of the previously applied correction factor.
  • the threshold for validating the application of the new correction factor Kc can be calculated as a function of the operating parameters of the engine such as vehicle speed, engine torque or engine speed. In this way, the adaptation conditions of the first component will depend on the driving pattern of the vehicle.
  • the untimely application of the new correction factor can be avoided during transient operating conditions.
  • the condition can be established that the indicator exceeds said threshold several times in succession prior to validating the application of the new calculated correction factor Kc. Indeed, since aging or drifting of the components is a slow phenomenon, it is desirable that new correction factors are not applied at too short intervals.
  • the indicator I can be calculated with the following equation:
  • I ⁇ RG ⁇ ( Qc ⁇ ⁇ 2 ⁇ Qc ⁇ ⁇ 2 ⁇ + Q IGEC - Qc ⁇ ⁇ 2 ini ⁇ Qc ⁇ ⁇ 2 ⁇ ini + Q IGEC ini ) ⁇ ⁇ ⁇ t ⁇ RG ⁇ ⁇ t
  • RG is the regeneration time
  • Qc 2 ini and Qc 2 are the flow values of the second component calculated respectively at a reference time and during the last calculation
  • Qigec ini and Qigec are the flow values of the fuel quantity to be injected into the exhaust gas calculated respectively at a reference time and during the last calculation.
  • the reference time values can correspond with previously stored values and can be read when the vehicle starts.
  • This indicator I is based on the integral part of the closed control loop. The higher the indicator value, the poorer the open control loop is regulated. The value of the correction factor can be based on the indicator I.
  • the multiplication factor Kc is between 0.5 and 1.5 or ⁇ 50% of the nominal value. In practice, during tests, the effective range is between 0.8 and 1.2.
  • FIG. 3 represents in schematic manner the method for applying correction factor Kc of the first component.
  • indicator I is calculated as a function of values Qc 2 and Q igec .
  • threshold S is calculated as a function of engine parameters such as vehicle speed or engine torque.
  • indicator I is compared to threshold S. If indicator I exceeds threshold S, then a validation signal is generated for the correction factor.
  • correction factor Kc is calculated as a function of indicator I. If a validation signal of the correction factor is generated, the correction factor Kc is applied to correct the first component.
  • the calculation of the correction factor and the validation of its application can take place at the end of each regeneration. If the new correction factor is valid, this factor can be updated and applied for the following regeneration(s) of the particle filter.
  • the correction factor can be stored in the non-volatile memory of control device 8 .
  • the correction factor can be updated as soon as necessary, in particular when the catalyst is replaced. When the catalyst is replaced by a new catalyst, the correction factor must be modified in order to avoid overconsumption or excessively high exhaust temperature.
  • a device 82 modifies the flow command of the diesel injector in function of significant saturations of the richness of the gas in the exhaust line 1 .
  • the fuel flow command can be saturated before being submitted to injector 3 .
  • a more precise regulation is obtained by taking into consideration the saturations in the open control loop.

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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)
  • Exhaust Gas After Treatment (AREA)
US13/055,122 2008-07-25 2009-07-06 Method for matching a particle filter temperature adjustment Abandoned US20110126518A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0855119 2008-07-25
FR0855119A FR2934316B1 (fr) 2008-07-25 2008-07-25 Procede d'adaptation d'une regulation de la temperature d'un filtre a particules.
PCT/FR2009/051338 WO2010010268A1 (fr) 2008-07-25 2009-07-06 Procede d'adaptation d'une regulation de la temperature d'un filtre a particules

Publications (1)

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US20110126518A1 true US20110126518A1 (en) 2011-06-02

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US13/055,122 Abandoned US20110126518A1 (en) 2008-07-25 2009-07-06 Method for matching a particle filter temperature adjustment

Country Status (7)

Country Link
US (1) US20110126518A1 (zh)
EP (1) EP2307675A1 (zh)
CN (1) CN102084095B (zh)
BR (1) BRPI0910157A2 (zh)
FR (1) FR2934316B1 (zh)
RU (1) RU2500900C2 (zh)
WO (1) WO2010010268A1 (zh)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2970299B1 (fr) * 2011-01-11 2012-12-28 Peugeot Citroen Automobiles Sa Procede de regulation de la temperature de regeneration d'un filtre a particules
US9188045B2 (en) * 2012-08-30 2015-11-17 Ford Global Technologies, Llc Non-intrusive exhaust gas sensor monitoring based on fuel vapor purge operation
FR3000991B1 (fr) * 2013-01-15 2016-05-13 Renault Sa Systeme de traitement des gaz d'echappement d'un moteur sur un vehicule automobile et son procede de commande.
CN103696832B (zh) * 2013-12-23 2016-04-06 潍柴动力股份有限公司 柴油机颗粒物捕集器再生温度的控制方法及系统

Citations (6)

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US7062907B2 (en) * 2003-07-30 2006-06-20 Nissan Motor Co., Ltd. Regeneration control system
US7104051B2 (en) * 2002-11-28 2006-09-12 Honda Motor Co., Ltd. Exhaust gas purification device
US20060276956A1 (en) * 2005-06-07 2006-12-07 Arvin Technologies, Inc. Method and apparatus for controlling a component by feed-forward closed-loop controller state modification
US7775035B2 (en) * 2006-04-07 2010-08-17 Robert Bosch Gmbh Procedure to operate a metering device of an exhaust gas emission control system and device to implement the procedure
US7971426B2 (en) * 2007-11-01 2011-07-05 Ford Global Technologies, Llc Reductant injection system diagnostics
US8156729B2 (en) * 2007-12-20 2012-04-17 Detroit Diesel Corporation Variable engine out emission control roadmap

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RU2070972C1 (ru) * 1994-09-20 1996-12-27 Иван Иванович Кутыш Способ очистки отработавших газов от твердых частиц
RU2076215C1 (ru) * 1994-10-11 1997-03-27 Иван Иванович Кутыш Способ очистки отработавших газов дизельных двигателей от твердых частиц
JP3835269B2 (ja) * 2001-11-30 2006-10-18 トヨタ自動車株式会社 内燃機関の制御装置
JP4349219B2 (ja) * 2004-06-25 2009-10-21 株式会社デンソー 内燃機関の排気浄化装置
JP2006161718A (ja) * 2004-12-08 2006-06-22 Toyota Motor Corp 内燃機関の排気浄化システム
FR2884872B1 (fr) * 2005-04-25 2007-09-14 Renault Sas Procede de commande d'un moteur de vehicule pour reguler la temperature d'un filtre a particules
US8261535B2 (en) * 2005-06-30 2012-09-11 GM Global Technology Operations LLC Enhanced post injection control system for diesel particulate filters

Patent Citations (7)

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Publication number Priority date Publication date Assignee Title
US7104051B2 (en) * 2002-11-28 2006-09-12 Honda Motor Co., Ltd. Exhaust gas purification device
US7062907B2 (en) * 2003-07-30 2006-06-20 Nissan Motor Co., Ltd. Regeneration control system
US20060276956A1 (en) * 2005-06-07 2006-12-07 Arvin Technologies, Inc. Method and apparatus for controlling a component by feed-forward closed-loop controller state modification
US7246005B2 (en) * 2005-06-07 2007-07-17 Arvin Technologies, Inc. Method and apparatus for controlling a component by feed-forward closed-loop controller state modification
US7775035B2 (en) * 2006-04-07 2010-08-17 Robert Bosch Gmbh Procedure to operate a metering device of an exhaust gas emission control system and device to implement the procedure
US7971426B2 (en) * 2007-11-01 2011-07-05 Ford Global Technologies, Llc Reductant injection system diagnostics
US8156729B2 (en) * 2007-12-20 2012-04-17 Detroit Diesel Corporation Variable engine out emission control roadmap

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Publication number Publication date
FR2934316A1 (fr) 2010-01-29
EP2307675A1 (fr) 2011-04-13
BRPI0910157A2 (pt) 2015-10-20
CN102084095B (zh) 2013-06-12
WO2010010268A1 (fr) 2010-01-28
FR2934316B1 (fr) 2010-08-13
CN102084095A (zh) 2011-06-01
RU2011106915A (ru) 2012-08-27
RU2500900C2 (ru) 2013-12-10

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