WO2013068668A1 - Method for regenerating a particle filter for hybrid motor vehicles - Google Patents
Method for regenerating a particle filter for hybrid motor vehicles Download PDFInfo
- Publication number
- WO2013068668A1 WO2013068668A1 PCT/FR2012/052445 FR2012052445W WO2013068668A1 WO 2013068668 A1 WO2013068668 A1 WO 2013068668A1 FR 2012052445 W FR2012052445 W FR 2012052445W WO 2013068668 A1 WO2013068668 A1 WO 2013068668A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- temperature
- particulate filter
- regeneration
- engine
- restart
- Prior art date
Links
- 239000002245 particle Substances 0.000 title claims abstract description 29
- 238000000034 method Methods 0.000 title claims abstract description 21
- 230000001172 regenerating effect Effects 0.000 title claims abstract description 9
- 230000008929 regeneration Effects 0.000 claims abstract description 64
- 238000011069 regeneration method Methods 0.000 claims abstract description 64
- 238000002485 combustion reaction Methods 0.000 claims abstract description 30
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 20
- 239000004071 soot Substances 0.000 claims description 52
- 230000004913 activation Effects 0.000 claims description 16
- 230000001419 dependent effect Effects 0.000 claims description 6
- 230000008569 process Effects 0.000 claims description 6
- 238000001514 detection method Methods 0.000 claims description 4
- 238000010200 validation analysis Methods 0.000 claims description 4
- 238000013475 authorization Methods 0.000 claims description 3
- 239000007789 gas Substances 0.000 description 12
- 239000003054 catalyst Substances 0.000 description 5
- 239000000446 fuel Substances 0.000 description 4
- 238000002347 injection Methods 0.000 description 4
- 239000007924 injection Substances 0.000 description 4
- 239000000654 additive Substances 0.000 description 3
- 230000000996 additive effect Effects 0.000 description 3
- 238000005259 measurement Methods 0.000 description 3
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- CETPSERCERDGAM-UHFFFAOYSA-N ceric oxide Chemical compound O=[Ce]=O CETPSERCERDGAM-UHFFFAOYSA-N 0.000 description 1
- 229910000422 cerium(IV) oxide Inorganic materials 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000009849 deactivation Effects 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000001627 detrimental effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000010790 dilution Methods 0.000 description 1
- 239000012895 dilution Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000005764 inhibitory process Effects 0.000 description 1
- 229910052742 iron Inorganic materials 0.000 description 1
- 238000013507 mapping Methods 0.000 description 1
- SYHGEUNFJIGTRX-UHFFFAOYSA-N methylenedioxypyrovalerone Chemical compound C=1C=C2OCOC2=CC=1C(=O)C(CCC)N1CCCC1 SYHGEUNFJIGTRX-UHFFFAOYSA-N 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
- B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
-
- 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
- F01N3/0238—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 for regenerating during engine standstill
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/068—Engine exhaust temperature
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
- B60W2530/12—Catalyst or filter state
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/20—Ambient conditions, e.g. wind or rain
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/47—Engine emissions
- B60Y2300/476—Regeneration of particle filters
-
- 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 is in the field of hybrid motor vehicles equipped with a combustion engine in connection with a gas exhaust system comprising a particulate filter. More particularly, the invention is in the field of pollution control processes for such motor vehicles, the combustion engine of which may be stopped during certain driving phases.
- Hybrid vehicles are equipped with several sources of motorization implementing energy sources that are implemented alternately. These alternative energy sources include fuels, petrol or diesel, and electric power.
- Fuel-burning combustion engines emit solid particles, the removal of which is commonly achieved by means of a particulate filter that includes the exhaust gas system.
- the particulate filter is commonly associated with a catalyst device, which is placed upstream of the particulate filter in the direction of gas flow.
- a catalyst device is intended to clean the exhaust gas from the engine, prior to their passage through the filter in which the particles are trapped.
- the trapped particles are removed by burning at a temperature of the order of between 450 ° C. and 750 ° C., the low temperature range of less than 550 ° C. being possible only if the filter is said to have an additive, that is, if an additive such as ceria or iron is added to the fuel tank.
- a method of regeneration of a particulate filter comprises a gas exhaust system in connection with a combustion engine equipping a hybrid vehicle, according to which if a regeneration is in progress while a request for stopping the combustion engine is controlled following the activation of an alternative means of motorization of the vehicle, the temperature at the inlet of the particle filter is continuously detected; the detected temperature is compared with a first set temperature; and stopping the combustion engine at least if the sensed temperature is lower than the first set temperature, until at least the sensed temperature is greater than a second set temperature, in which case the Stopping the combustion engine is allowed.
- the present invention relates to an improvement of the known process of patent application FR 2956878 so as to optimize the chances of regeneration of the particulate filter while minimizing the impact for the customer, and to keep at most a mode hybrid operation. It consists in adapting the regeneration strategy as a function of the soot mass: when the particulate filter is lightly filled with soot, we can afford to have a longer regeneration but the more the filter filled with particles, the more the need to have a short and effective regeneration increases. This object is achieved by a method of regeneration of a particulate filter that comprises a gas exhaust circuit in connection with a combustion engine.
- combustion of a hybrid vehicle according to which if a regeneration is in progress then it is continuously detected the inlet temperature of the particulate filter and the coordinator GMP managing the traction modes of the vehicle, will inhibit a first stop of the combustion engine at least if the detected temperature is lower than the first setpoint temperature (the first stop), and if a first stop has not been inhibited, will allow a shutdown of the engine as long as the temperature upstream of the particulate filter is greater than one.
- second setpoint temperature (Tamont FAP) dependent on the charge of the particulate filter at the instant of the regeneration request.
- the first setpoint temperature and the second setpoint temperature are differentiated, by assigning the first setpoint temperature to an initial stopping of the combustion engine between two starting phases of the vehicle and the second setpoint temperature. an authorization to stop the engine when the measured temperature of the particulate filter is satisfactory with regard to its regeneration.
- the soot load is also taken into account to specifically authorize an area where the traction is only obtained by the electrical means (PET zone for Pure Electric Traction), with for example for heavy soot loads, a complete ban on passage through the PET zone.
- the control laws of the hybrid mode do not depend only typically the speed and torque requested by the driver and the battery charge but also the soot load.
- the prohibition of stopping the engine placed under the control of the first set temperature is furthermore dependent on a detection of the temperature outside the vehicle and on a comparison between this outside temperature detected and a set outdoor temperature.
- the subject of the invention is also a strategy for restarting the engine, which also takes into account the soot charge. and allows even to minimize the impact for the customer while allowing the regenerations to occur in good conditions.
- a restart condition is a temperature upstream of the particulate filter lower than a third temperature threshold said restart temperature threshold, said threshold restart temperature being adapted according to the soot load at the launch of regeneration or alternatively, depending on the soot load at the time of restart
- a restart condition chosen may also be a maximum duration of authorized stoppage of the engine, this maximum duration of stopping of the engine being corrected according to the soot load of the particulate filter at launch. regeneration or when restarting.
- the input data for this maximum period takes into account the speed of the vehicle at the time when the engine has been stopped and the outside temperature, the soot load coming as a multiplying coefficient (less than 1). to reduce this maximum duration.
- a restart condition is a maximum duration allowed for the regeneration phase, said maximum duration for the regeneration being adapted according to the soot load at the start of regeneration or at the time of restarting.
- the supervisor of this regeneration informs the GMP coordinator whose primary role is to opt for operation "all heat engine", “all electric” or mixed according to for example the demand for speed and torque expressed by the driver (depending on the depression state of the accelerator pedal for example), and the electric charge available .
- the inlet temperature of the particle filter (said upstream temperature with reference to the direction of flow of gas in the exhaust circuit), the detected temperature is compared with a first set temperature; and it is forbidden to stop the combustion engine at least if the detected temperature is lower than the first set temperature T first stop, called Threshold Tamont FAP inhibition first stop. If the engine stop has not been inhibited, then the next engine stop requests can be satisfied as the temperature upstream of the particle filter does not fall below a limit value of feasibility of regeneration (second set temperature) Tamont FAP.
- the GMP Supervisor will constantly seek to provide the requested rpm and torque while optimizing the vehicle's fuel consumption, and therefore, even if the first stop has been cleared, it will not necessarily be controlled by the supervisor. GMP if for example the couple asked at that moment is too important. If after descending under this second setpoint temperature, the upstream temperature FAP rises above this limit value then the engine stop is allowed again.
- This second setpoint temperature is adjusted according to the mass of soot present in the particulate filter: the higher the soot load, the higher the threshold.
- this threshold could be set at 400 ° C when the charge of the particulate filter is lower than its nominal load (the nominal load is understood to mean the load below which a regeneration is not normally controlled) at 430 ° C. when there is a nominal load of soot and 460 ° C as soon as the soot mass exceeds 1.5 times this nominal value.
- auxiliary engine being maintained and satisfactory conditions with respect to the regeneration of the particulate filter being obtained, stopping the combustion engine is allowed.
- Such satisfactory conditions correspond in particular to an appropriate temperature of the particulate filter with respect to a second setpoint temperature, preferably taking into account the external temperature and / or the vehicle speed measured during the initialization of the operation of the regeneration of the particulate filter. More particularly, the temperature of the particulate filter is sufficient with respect to the second setpoint temperature, which corresponds to a limit value of the feasibility of the regeneration, the rolling of the vehicle from the auxiliary engine alone is allowed.
- the use of the auxiliary motor only is nevertheless adapted from the coordinator who operates a predefined Pure Electric Traction (TEP) zone specific to the regeneration phases of the particulate filter with specific support points.
- TEP Pure Electric Traction
- This adaptation of the PET zone takes into account not only that a regeneration of the particulate filter is in progress but also of the soot charge of the particulate filter: the more soot in the filter, the more the PET zone will be reduced. For example, this PET zone could be zero as soon as the soot load exceeds 1.5 times the nominal value.
- the prohibition of stopping the engine placed under the control of the first set temperature is furthermore dependent on a detection of the temperature outside the vehicle and a comparison between this temperature. outdoor temperature detected and a set outdoor temperature.
- a detection of the temperature outside the vehicle and a comparison between this temperature.
- the value of Threshold Tamont FAP restart is adapted to the soot load of the FAP: the more particles there are without the filter, the higher the threshold will be.
- this threshold could be fixed at 390 ° C when there are no particles in the FAP, at 420 ° C when there is a nominal load of soot and 450 ° C as soon as the mass of soot exceeds 1, 5 times the nominal value.
- This case essentially corresponds to a security in the case where the information provided by the temperature sensor upstream of the particulate filter would be incorrect without the sensor itself being detected in default.
- This set duration is preferably read from a cartography according to the speed of the vehicle on the one hand (speed at the moment when the engine was stopped) and on the outside air temperature on the other hand because these two parameters affect the cooling speed of the exhaust line.
- This mapping is preferably further corrected according to the mass of soot present in the particulate filter: the more particles in the filter, the shorter the maximum stopping time.
- this threshold could be set to 1 minute when there are no particles in the FAP, to 45 seconds when there is a nominal load of soot and 20 seconds as soon as the soot mass exceeds 1, 5 times the nominal value.
- This maximum regeneration time is derived from a curve that is a function of the percentage of soot already regenerated, the percentage of soot already regenerated being calculated continuously from the data of the supervisor FAP and is adapted as a function of the mass of soot present in the particulate filter: The more particle filter is loaded into particles, the shorter the duration. For example, this threshold could be set at 10 minutes when the particulate load is lower than the nominal load, 8 minutes when there is a nominal load of soot and 5 minutes when the mass of soot exceeds 1.5 times the nominal value.
- the coordinator GMP restarts the engine. It will therefore have to opt for the most appropriate control-command strategy.
- corresponding electrical consumers equipping the vehicle are also activated.
- corresponding electrical consumers is meant, for example, electrical means that will contribute directly to the regeneration (for example heating means) but above all means available, not controlled by the driver, and whose activation will create an increase in demand. torque, and therefore indirectly the temperature of the exhaust gas.
- These available means will be for example electrical resistors (such as a heated windshield or a heated rear window).
- the electrical consumers are disabled to minimize the power consumption of the vehicle.
- activation of electrical consumers can be requested again.
- the deactivation of the electrical consumers is preferably carried out as soon as the temperature upstream of the particulate filter exceeds a critical temperature limit for the activation of the electrical consumers.
- This critical temperature limit for the activation of electrical consumers, beyond which the activation demand of electric consumers is inhibited, is itself advantageously dependent on the soot load of the particulate filter.
- this threshold could be set at 500 ° C when the load is lower than the nominal load, at 520 ° C when there is a nominal load of soot and 550 ° C as soon as the mass of soot exceeds 1, 5 times the nominal value.
- Activation may be requested again if the temperature upstream of the particulate filter falls below a floor threshold, which may also be selected depending on the soot load of the particulate filter, for example set at 460 ° C when there are no particles in the FAP, at 480 ° C when there is a nominal load of soot and 500 ° C as soon as the soot mass exceeds 1.5 times the value nominal.
- a floor threshold which may also be selected depending on the soot load of the particulate filter, for example set at 460 ° C when there are no particles in the FAP, at 480 ° C when there is a nominal load of soot and 500 ° C as soon as the soot mass exceeds 1.5 times the value nominal.
- a first step A the amount of Estock storable energy is determined in the electrical storage unit. This is the amount of energy to bring to the electrical storage to ensure a complete recharge. This amount of storable energy 1 depends on the level of charge of the storer at the time of determination, but may also depend on environmental factors such as the outdoor temperature or the internal temperature of the storer.
- a second step B the power to be supplied P1 to the storer is determined to provide the amount of storable energy Estock in a predetermined reference time Tmini.
- a comparison step C the power to be supplied P1 and a predefined minimum power Pmini are compared.
- Pmini and Tmini are values that can be defined in an engine control device, and can be adapted according to the application considered (position of the particle filter relative to the engine, length of the exhaust line, etc.).
- the duration Tmini necessary for the increase in the load of the engine to have an effect significant on the gas temperature at the inlet of the particle filter due to the thermal inertia at the exhaust is of the order of 120 to 180 seconds.
- the storekeeper is provided with the minimum power Pmini for a period of time to ensure the complete recharging of the storer, in a minimum increase step of the engine load thermal E.
- this temperature limit advantageously depends on the soot charge of the particulate filter.
- this ceiling can be set at 480 ° C for soot loads lower than the nominal load, at 500 ° C when there is a nominal load of soot and 550 ° C as soon as the mass of soot exceeds 1, 5 times the nominal value.
- the activation of the strategy can be controlled if the temperature upstream of the particulate filter falls below a floor value for the battery charging strategy.
- This floor value can likewise depend on the soot load of the particulate filter.
- this floor can be fixed at 450 ° C for soot loads lower than the nominal load, at 460 ° C when there is a nominal load of soot and 500 ° C as soon as the mass of soot exceeds 1, 5 times the nominal value.
- the engine stop strategies can no longer be applied.
- the heat engine must remain in position. normal operation as long as the fault is present. Any shutdown of the engine will be prohibited and pure electrical operation will be impossible.
- the method proposed by the present invention makes it possible to optimize the regeneration operation of the particulate filter for a minimum overall implementation time. A better energy efficiency is obtained, the combustion engine being implemented simultaneously with the operation of the auxiliary engine only in case of request by the control means of the vehicle, calculator and / or coordinator in particular, on the basis of the measurement of particle filter temperature performed continuously and in real time.
- the engine load in the restart phases provides a reduced instantaneous dilution of fuel in the oil.
- the driver perceives the driving phases of the vehicle from the auxiliary engine alone, an authorization to stop the combustion engine being ordered when the regeneration of the particulate filter is obtained. Since the electrical consumers are inhibited according to the measurement of the temperature of the particulate filter, a gain in the electrical consumption of the vehicle is procured. Regeneration of the particulate filter is efficient, regardless of the state of charge of the latter, with a selective activation of the vehicle's energy resources, which is adapted to reduce energy losses.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Processes For Solid Components From Exhaust (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP12790619.6A EP2776297A1 (en) | 2011-11-07 | 2012-10-25 | Method for regenerating a particle filter for hybrid motor vehicles |
RU2014123377/11A RU2605798C2 (en) | 2011-11-07 | 2012-10-25 | Method of regenerating particles filter for motor vehicle |
CN201280054778.XA CN103930327A (en) | 2011-11-07 | 2012-10-25 | Method for regenerating a particle filter for hybrid motor vehicles |
BR112014010312A BR112014010312A2 (en) | 2011-11-07 | 2012-10-25 | method for regeneration of a particulate filter |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1160062 | 2011-11-07 | ||
FR1160062A FR2982316B1 (en) | 2011-11-07 | 2011-11-07 | METHOD FOR REGENERATING A PARTICLE FILTER FOR A HYBRID MOTOR VEHICLE FOR REGENERATING A PARTICLE FILTER FOR A HYBRID AUTOMOBILE VEHICLE |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013068668A1 true WO2013068668A1 (en) | 2013-05-16 |
Family
ID=47221480
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2012/052445 WO2013068668A1 (en) | 2011-11-07 | 2012-10-25 | Method for regenerating a particle filter for hybrid motor vehicles |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP2776297A1 (en) |
CN (1) | CN103930327A (en) |
BR (1) | BR112014010312A2 (en) |
FR (1) | FR2982316B1 (en) |
RU (1) | RU2605798C2 (en) |
WO (1) | WO2013068668A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102015015794A1 (en) | 2015-12-02 | 2016-08-11 | Daimler Ag | A method for heating an exhaust aftertreatment device of a motor vehicle, in particular a hybrid vehicle |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9732646B2 (en) * | 2015-01-12 | 2017-08-15 | Ford Global Technologies, Llc | Systems and methods for opportunistic diesel particulate filter regeneration |
JP6673139B2 (en) * | 2016-10-19 | 2020-03-25 | トヨタ自動車株式会社 | Hybrid car |
DE102016120938A1 (en) | 2016-11-03 | 2018-05-03 | Volkswagen Aktiengesellschaft | Method and device for the regeneration of a particulate filter in a motor vehicle with hybrid drive |
US10156174B2 (en) * | 2016-11-18 | 2018-12-18 | GM Global Technology Operations LLC | Methods for mitigating over-temperature during an exhaust gas system particulate filter device regeneration |
FR3075261B1 (en) * | 2017-12-15 | 2021-01-22 | Psa Automobiles Sa | SYSTEM AND METHOD OF CONTROL OF THE TEMPERATURE OF A CATALYST AND OF A PARTICLE FILTER OF A VEHICLE EXHAUST LINE, AND MOTOR VEHICLE INCORPORATING THEM |
JP6935751B2 (en) * | 2018-01-15 | 2021-09-15 | トヨタ自動車株式会社 | Hybrid vehicle |
DE102018217169B4 (en) * | 2018-10-08 | 2021-12-23 | Vitesco Technologies GmbH | Energy-optimized forced regeneration of a particle filter in a hybrid vehicle |
CN110067656A (en) * | 2019-04-19 | 2019-07-30 | 宜宾凯翼汽车有限公司 | A method of for removing carbon particle in hybrid vehicle GPF&DPF |
JP7310461B2 (en) * | 2019-09-03 | 2023-07-19 | トヨタ自動車株式会社 | power train system |
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EP1281852A2 (en) | 2001-08-03 | 2003-02-05 | C.R.F. Società Consortile per Azioni | Method of initiating regeneration of a particulate filter for a direct-injection diesel engine with a common rail injection system |
FR2861424A1 (en) * | 2003-10-28 | 2005-04-29 | Toyota Motor Co Ltd | IC engine exhaust gas purification system for vehicle with hybrid drive uses electric motor to supply power while catalyzer temperature is boosted |
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FR2952974A1 (en) | 2009-11-23 | 2011-05-27 | Peugeot Citroen Automobiles Sa | METHOD OF INCREASING THE CHARGE OF A THERMAL ENGINE |
FR2956878A1 (en) | 2010-02-26 | 2011-09-02 | Peugeot Citroen Automobiles Sa | METHOD FOR REGENERATING A PARTICLE FILTER FOR A HYBRID MOTOR VEHICLE |
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DE102008038719A1 (en) * | 2008-08-12 | 2010-02-18 | Man Nutzfahrzeuge Aktiengesellschaft | Method and device for regenerating a particle filter arranged in the exhaust gas line of an internal combustion engine |
DE102008038720A1 (en) * | 2008-08-12 | 2010-02-18 | Man Nutzfahrzeuge Ag | Method and device for regenerating a particle filter arranged in the exhaust gas line of an internal combustion engine |
-
2011
- 2011-11-07 FR FR1160062A patent/FR2982316B1/en not_active Expired - Fee Related
-
2012
- 2012-10-25 WO PCT/FR2012/052445 patent/WO2013068668A1/en active Application Filing
- 2012-10-25 RU RU2014123377/11A patent/RU2605798C2/en active
- 2012-10-25 BR BR112014010312A patent/BR112014010312A2/en not_active Application Discontinuation
- 2012-10-25 EP EP12790619.6A patent/EP2776297A1/en not_active Withdrawn
- 2012-10-25 CN CN201280054778.XA patent/CN103930327A/en active Pending
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EP1281852A2 (en) | 2001-08-03 | 2003-02-05 | C.R.F. Società Consortile per Azioni | Method of initiating regeneration of a particulate filter for a direct-injection diesel engine with a common rail injection system |
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US20080282674A1 (en) * | 2007-05-15 | 2008-11-20 | Gonze Eugene V | Electrically heated particulate filter regeneration methods and systems for hybrid vehicles |
EP2036793A2 (en) * | 2007-08-07 | 2009-03-18 | Nissan Motor Co., Ltd. | Control method and device for hybrid motor |
FR2925938A1 (en) | 2008-01-02 | 2009-07-03 | Peugeot Citroen Automobiles Sa | Particle filter regenerating method for e.g. diesel engine of hybrid vehicle, involves insufflating hot air in exhaust duct to reproduce gaseous flow circulation, and introducing air in fuel flow to create or maintain exotherm at catalyst |
FR2952974A1 (en) | 2009-11-23 | 2011-05-27 | Peugeot Citroen Automobiles Sa | METHOD OF INCREASING THE CHARGE OF A THERMAL ENGINE |
FR2956878A1 (en) | 2010-02-26 | 2011-09-02 | Peugeot Citroen Automobiles Sa | METHOD FOR REGENERATING A PARTICLE FILTER FOR A HYBRID MOTOR VEHICLE |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102015015794A1 (en) | 2015-12-02 | 2016-08-11 | Daimler Ag | A method for heating an exhaust aftertreatment device of a motor vehicle, in particular a hybrid vehicle |
DE102016014254A1 (en) | 2015-12-02 | 2017-06-08 | Daimler Ag | A method for heating an exhaust aftertreatment device of a motor vehicle, in particular a hybrid vehicle |
Also Published As
Publication number | Publication date |
---|---|
RU2605798C2 (en) | 2016-12-27 |
FR2982316A1 (en) | 2013-05-10 |
EP2776297A1 (en) | 2014-09-17 |
RU2014123377A (en) | 2015-12-20 |
FR2982316B1 (en) | 2014-01-10 |
BR112014010312A2 (en) | 2017-05-02 |
CN103930327A (en) | 2014-07-16 |
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