• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    PURPOSE: A generation control method of particulate filters of a hybrid electric vehicle is provided to reduce fuel and exhaust gas of an engine. CONSTITUTION: A method for regeneration of particulate filters or traps of a hybrid electric vehicle includes the step of measuring the back pressure of the filter, and adjusting the engine parameters when the back pressure exceeds a particular value to increase the exhaust temperature, to aid in regeneration. In one mode, the engine speed and engine load are both reset toward particular target values. In another version, the engine load includes an energy storage device such as a battery, increasing the load includes the step of increasing the battery charge level set point. Additionally, for those situations in which the battery cannot accept more charge, a power-dissipating resistor is coupled to an electric source to increase the load. In another version, the use of the electrical resistor is made dependent upon the temperature of the filter during regeneration.
    公开号:KR20020028775A
    申请号:KR1020010056178
    申请日:2001-09-12
    公开日:2002-04-17
    发明作者:제임스알란 세르만；아서폴 라이온스
    申请人:추후제출；배 시스템즈 컨트롤즈 인코포레이티드；
    IPC主号:
    专利说明:

    Regeneration Control Method for Particulate Filter in Hybrid Electric Vehicles {REGENERATION CONTROL OF PARTICULATE FILTER, PARTICULARLY IN A HYBRID ELECTRIC VEHICLE}
    [6] The present invention relates to the reduction of air pollution, and more particularly to the particulate filtration of vehicle exhaust gas.
    [7] In recent years, air cleanliness has become an important social issue, and government legislation forcibly regulates harmful substances emitted from factories, production facilities, aircraft and other automobiles. The legislation on passenger car emissions comes from the emissions of nitrogen oxides, hydrocarbons and carbon monoxide, as well as the so-called emissions of greenhouse gases. Emissions from trucks and buses are subject to stricter legislation. In addition, fuel consumption is becoming more important as fuel prices are increasing due to the global demand for petroleum-based liquid hydrocarbon fuels. Increased fuel savings tend to reduce emissions of emissions per mile of travel in series.
    [8] Methods for reducing emissions and effectively saving fuel include the use of electrically driven cars, trucks and buses. Electrically driven vehicles, however, tend to have a relatively short range of motion, difficult heating and air conditioning, and are not economical in all respects. Another technique for overcoming some of the problems associated with such electrically driven vehicles is the use of hybrid internal combustion / electric drive technology. In this technology, an internal combustion engine drives a generator to generate electricity for recharging the battery, and the vehicle is driven by an electric motor at least partially powered by the battery. So-called ultracapacitors are expected to approach the performance of electrochemical batteries for electrical storage, but it can be seen that they will be available in the future.
    [9] The advantage of hybrid electric vehicles is that the internal combustion engine that generates power is isolated from the drive wheels of the vehicle, allowing the engine to run at speeds independent of the vehicle speed for at least a short period of time. This allows the engine to run at a speed chosen for superior fuel savings, reliability and emissions control.
    [10] Improved technology is needed to reduce the exhaust of engines used in vehicle applications.
    [1] 1 is a simple block diagram of a hybrid internal combustion / electric drive vehicle in accordance with a feature of the invention in which exhaust gas from an internal combustion engine is filtered or trapped;
    [2] 2 is a simplified flow diagram illustrating one form of computer logic that may be considered to achieve the object of the present invention.
    [3] 3 is a partial simple block diagram of the FIG. 2 arrangement with a flow of logic modified to be at least partially dependent on the filter temperature.
    [4] 4 is a diagram of engine torque versus engine speed in a Cummins diesel engine having an exhaust temperature as a parameter.
    [5] 5 is a simplified flow diagram illustrating a more detailed flow in a portion of the flow chart of FIG. 2 in a slightly different embodiment of logic.
    [11] The method according to the first aspect of the invention relates to a method of cleaning a regenerated particulate filter or "trap" associated with a particulate generating internal combustion engine. The method includes passing exhaust gas from the internal combustion engine through the regenerated particulate filter to remove particulate matter from the filter effluent or output gas. A back pressure signal is generated, which represents the average back pressure of the filter. The back pressure signal generating step representing the average back pressure generates a series of instant back pressure signals and integrates the signals by a known method to calculate an average. When the back pressure signal reaches a predetermined threshold value, the internal combustion engine is set at or toward the speed of the lower portion of the range, the engine loading is increased to increase the temperature of the internal combustion engine exhaust gas, and the temperature of the filter. Tends to increase to aid in regeneration of the filter.
    [12] In another method of the present invention, increasing the load comprises adjusting an electrical energy converter powered by the engine to generate increased electrical energy, and combining the increased electrical energy to supply an electrical load. Steps. In this method, the step of coupling to supply the increased electrical energy comprises combining at least a portion of the increased electrical energy to supply a resistive consuming device. An example of a resistive consumer is a discrete resistor. In another version of the method, combining to supply at least a portion of the increased electrical energy includes combining at least a portion of the increased electrical energy to supply a traction energy storage device, such as a battery or ultracapacitor. .
    [13] In a particularly advantageous method of the invention, a second threshold value is provided, which is a back pressure of a level lower than the first threshold value. Above this threshold, the traction energy store is charged to a set point indicating a low energy level so that energy due to the increased load can be stored in the traction store without overcharging. In another embodiment of the present invention, controlling the increased loading is achieved under at least partial control of the filter temperature.
    [14] Detailed description of the invention
    [15] In FIG. 1, the vehicle hybrid electric drive system 10 includes an internal combustion engine 12 having a rotational output shaft 12s for driving a generator 14. In general, current generators for hybrid electrical purposes are AC (AC) generators, but direct current generators can be used with some minor system modifications. Those skilled in the art will appreciate that alternating voltage and alternating current are related terms, and in general, no current can exist without a motive force or power voltage. The alternating current or alternating voltage generated by the generator 14 is applied to the power handling electrical controller 16 as is known in the art. The electrical controller 16 includes power switches that allow direct current or alternating voltage to be formed between the alternating current induction motor 18, the alternating current generator and the battery or other electrical energy storage device 22. To be controlled or switched. The motor 18 is mechanically coupled to at least one drive wheel of the vehicle as shown as the wheel 20. The electrical controller 26 controls the amount of power applied to and output from the motor, among other things, as is already known in the art, and the power controller 16 in an electric field-oriented manner for drive torque or dynamic braking. To control the operation. The electrical controller 26 also interacts with the internal combustion engine 12 by a signal path 38 for monitoring engine operation and providing control signals where the engine responds. The electrical controller 26 may also interact with user controls such as the actuation torque demand "accelerator" (accelerator) and actuation brakes, shown in block 42, to provide the driver with an indication of engine and system operation.
    [16] In FIG. 1, the internal combustion engine 12 produces exhaust gas in the exhaust pipe, indicated as 28. The exhaust pipe 28 directs the exhaust gas to the input port 30i of the regenerative particulate filter or trap 30. The filtered exhaust effluent leaves the filter 30 by its output port 30o. One skilled in the art knows that the regenerated particulate filter tends to trap particles contained within the exhaust gas, so that the filtered effluent is cleaner than the exhaust gas when it leaves the engine. Such a filter can be made, for example, of a porous ceramic honeycomb material, so that the exhaust gas can pass from the input to the output but remains behind at least some particulate material. Deposits of such particulate matter may eventually clog the filter and damage the filter. Non-regenerative filters should be cleaned regularly. However, regular cleaning in the context of a vehicle can be inconvenient because the vehicle must be serviced and the cleaning cost is expensive. In contrast, a regenerative filter can be cleaned by heating the particulate matter to a temperature at which the particulate matter burns or evaporates. In normal use of a vehicle having a regenerative filter, operation at road speeds from moderate to full load generates exhaust gases at sufficiently high temperatures that raise the filter temperature above the regenerative temperature. Therefore, driving at road speed is generally sufficient to regenerate or clean the particulate filter. Some regeneration filters use electrical heating elements that help to heat the filter to a suitable regeneration temperature.
    [17] Some types of vehicle operation, such as taxis, transit buses, and urban delivery vehicles, have operating cycles that involve a lot of idling, short-term acceleration, and often rapid acceleration. Under these circumstances, normal road speeds do not occur often, and the particulate filter is not regenerated as in the case of long-term highway driving vehicles. Thus, the regime of stop and advance actions tends to cause obstacles during normal operation. Such obstruction tends to shrink the effective portion of the filter flow path if allowed to continue, thereby causing a temperature rise in the unobstructed portion of the filter. Obstructions or parts of the filter that have occurred are locally high temperatures and burn out the filter element, which makes the purpose of filtration inefficient.
    [18] According to another feature of the invention, the pressure sensor provides a signal, preferably an electrical signal, indicative of the presence of an average back pressure above at least the particulate value associated with the particulate filter. In the preferred embodiment of the FIG. 1 device, the pressure sensor 34 is coupled to a pipe 28 near the input 30i of the filter 30 to produce an electrical signal indicating or indicating back pressure. The electrical signal from the sensor 34 representing the back pressure is coupled to a portion 32 of the controller 26 which is supplied to control filter regeneration. Portion 32 of controller 26 receives a signal from sensor 36 indicative of the filter temperature or the temperature of at least a portion of the filter in one version of the present invention.
    [19] FIG. 2 is a simplified flowchart illustrating a form that the logic of the filter controller 32 of FIG. 1 may take. In FIG. 2, the logic starts at start block 210 and proceeds to block 212. Block 212 represents an initial calibration of the pressure sensor at engine stop. The displayed pressure is taken as the ambient pressure or baseline for all subsequent pressure measurements and stored in memory. Logic proceeds from block 212 to block 214, where block 214 represents a delay or stop until receipt of a signal indicating the start of the engine. When such a signal is received, logic continues from block 214 to block 216, where block 216 represents a sampling of the pressure signal from sensor 34 of FIG. Sampling can be at a clock rate or controlled by a loop and must produce at least a periodic sample of back pressure. The pressure sample controlled by block 216 is supplied to the integrator to produce a time averaged signal. The time average should be long enough to include at least a few cycles of acceleration and deceleration in the context of the mandated drive cycle in the city. Logic from integrator 218 proceeds to decision block 220 where the pressure represented by the pressure signal from sensor 34 of FIG. 1 is compared with a first threshold P 1 . One threshold P 1 is now somewhat lower than the pressure P 2 intended to indicate the pressure at which regeneration occurs or is required. At the back pressure value P 1 , it is thought that regeneration will occur soon. At the value of the back pressure smaller than the first threshold value, the logic leaves the decision block 220 by the NO output and proceeds to the end block 222 via the blocks 236 and 238. Logic from end block 222 returns to block 216 via logic path 224 to continue pressure sampling.
    [20] Eventually, as the vehicle continues to operate, the back pressure of the filter will reach a first threshold, and logic indicates that regeneration is imminent leaving decision block 220 of Figure 3 by a YES output. From the example (YES) output of decision block 220, the logic proceeds to block 226, where block 226 sends the energy storage target value stored in energy storage 22 of FIG. Set to a lower value than otherwise set by Appropriate configurations for the integrated controller 26 are well known to those skilled in the art. This resetting of the target energy storage tends to reduce the amount of energy in the battery, so that energy can be stored in the battery without overcharging when regeneration begins.
    [21] The logic from block 226 of FIG. 2 proceeds to the next decision block 228, where the current value of the average back pressure and the second threshold P 2 are compared. The second threshold here represents the back pressure at which regeneration begins. If the present value of the back pressure is less than the second threshold value P 2 , the logic leaves the decision block 228 by the NO output and proceeds to the end block 222. If the present value of the back pressure is equal to or greater than the threshold value P 2 , the logic exits decision block 228 with a YES output and proceeds to block 230 via path 230i. Block 230 represents a reset of the engine speed target value controlled by the electrical controller 26 of FIG. 1 and sets the engine to a lower portion of the range. In diesel electric hybrid passenger cars intended for use in the city, the normal overall control of the engine speed depends on the state of charge of the traction battery, the demand of traction and other factors. The signal generated by the filter controller 32 tends to drive the engine speed at a speed that is greater than at idle but less than about 1/2 speed. However, this signal is still under the control of the controller 26. The structure of resetting the control value by addition, multiplication or subtraction is well known. Logic from block 230 proceeds to block 232 via path 230o. Blocks 232 and 234 indicate that a significant load is applied to the engine. This may be set above the target energy storage level of the battery as suggested by block 232, or the electrical energy from battery 22 and generator 14 may be transferred to a resistor 24 as suggested by block 234. By applying it to a power consuming device, or, if possible, both. The logic then proceeds to end block 222 via logic path 234p. Increasing the idling speed above the idling speed simultaneously with the application of the increased load prevents the engine speed from falling below the idling speed. Reducing engine speed from higher speeds at the same time as increased load application tends to increase the exhaust gas temperature beyond what is otherwise present. The increased exhaust gas temperature helps to raise the filter temperature above the generated temperature.
    [22] The action of block 234 in combination with the load resistance occurs in a scenario where the traction battery is below the current target value, but because regenerative braking occurs, the current flow of charging the battery is at its maximum. The load must be maintained to raise the engine exhaust temperature and continue regeneration. Since the load cannot be maintained by charging the battery, the action of the resistor 24 as suggested by the block 234 is to allow to maintain the electrical load of the internal combustion engine / generator combinations 12 and 14.
    [23] When the regeneration is completed, the particulate matter in the filter 30 of FIG. 1 burns off and the back pressure of the filter decreases. If the back pressure on the filter decreases below the second or more threshold P 2 , the repetition of the loop will switch to logic deviating from logic blocks 230, 232, 234 of FIG. 2, but since these three blocks are not reset. The playback state continues. The resetting of the condition set by blocks 230, 232, 234 occurs only when the back pressure drops below the first or less pressure P 1 . At that time, the logic repetition of the loop is switched away from the YES output of decision block 220, and instead proceeds to a NO output. From the NO output of decision block 220, the logic resets the engine speed and battery target charge level to be fully controlled by the electrical controller 26 of FIG. 1 and also blocks the load resistor 24 to disconnect. Across (238). The logic then resumes the loop of blocks 216, 218, 220, 236, 238, 222 and path 224 until the pregeneration and regeneration activity occurs again by accumulation of particulate matter.
    [24] In FIG. 3, decision block 310 is interposed in a logic path extending between blocks 230 and 232 of FIG. The decision block 310 compares the filter temperature as measured by the sensor 36 of FIG. 1 with a predetermined temperature T R indicative of the temperature at the location where appropriate filter regeneration is expected to occur. As long as the filter temperature is above the threshold, the logic bypasses block 234 leaving decision block 10 by a YES output. If the sensed filter temperature is lower than what is considered suitable, the logic proceeds to block 234 to increase the load by coupling with the power dissipation resistor.
    [25] 4 is a schematic diagram of engine speed versus engine torque for a Cummins diesel engine with exhaust gas as parameters. In FIG. 4, each isotherm is represented by the temperature at EF. Configuration diagrams generally similar to those of FIG. 4 can be generated for each different type of diesel engine from an Ando manufacturer. A digitized and quantified representation of a schematic similar to that of FIG. 4 is loaded into a ROM or equivalent memory coupled with the filter controller 32 of FIG. 1 and available to the controller.
    [26] FIG. 5 is a simplified flowchart detailing a portion of the logic flow at block 230 of FIG. 2 in a slightly different manner of operation. The flow chart of the logic shown in FIG. 5 not only controls engine speed and load, but also controls engine load based on engine speed and vehicle load to maintain the engine at or above a threshold temperature. The logic of FIG. 5 assumes that the electrical controller 26 of FIG. 1 knows at least the actual power input to the traction motor 18, the minimum regeneration temperature required for the filter used, and whether the vehicle is moving. In FIG. 5, logic arrives at block 510 via path 230i. Block 510 illustrates setting a default value of engine speed above idle speed. Referring to the configuration diagram of FIG. 4, block 510 represents a selection of 1000 RPM, for example, the default engine speed when the vehicle is not moving, to prevent the engine from stopping when a load is applied. This default engine speed exceeds the idling speed of 800 RPM. From block 510 the logic proceeds to decision block 512, which checks the vehicle power consumption and generates the actual measurement by the user control 42 or electric energy input motor 18 of FIG. It can be determined from the motor torque request signal. Block 512 compares vehicle power with available engine power. The available engine power is the product of engine speed and engine torque. The engine speed is known to the controller and the engine torque can be determined from the power coming from the generator 14 of FIG. 1. The electrical controller 26 maintains a set point for charging the battery and adjusts battery requirements to maintain the desired charge. The battery power requirement, added to the motor power requirement, is provided by the generator under the control of the integrated controller, so that it will be a finite value of the generator output at any given generator speed, and the filter controller logic of FIG. We will find a finite value. If the vehicle demand is less than the available power, the logic leaves decision block 512 with a NO output and proceeds to block 514. Block 514 represents the default engine speed and the current load. On the other hand, if decision block 512 finds that the vehicle power demand exceeds the available power, the logic proceeds to block 516 with a YES output. Block 516 represents the increase in engine speed and engine power to meet power requirements and maintain exhaust temperature using the information in FIG. 4 preloaded in the filter to move along the isotherm. The isotherm along the engine travel is preferably one representing the minimum regeneration temperature T R because the engine exhaust gas temperature exceeding the desired regeneration temperature represents the wasted energy. The regeneration temperature T R is determined by the filter manufacturer but is generally around 400EC, corresponding to about 750EF.
    [27] Other embodiments of the invention will be apparent to those skilled in the art. For example, if the vehicle is a cog railway, the drive wheel will be spur gear rather than the drive wheel. Although diesel engines have been described, any internal combustion engine (engine) can be used. The temperature of the filter has been described as being used to prevent the turn off of increased engine loading until regeneration reaches a certain temperature, but those skilled in the art can use it to control the increased loading set point. It will be appreciated that the exhaust gas temperature will rise because of the temperature too low during regeneration.
    [28] Thus, in general, the method of regenerating particulate filters or traps in the case of a hybrid electric vehicle includes measuring the back pressure of the filter and the engine when the measured back pressure exceeds a specific value to increase the exhaust gas temperature to assist the regeneration. Adjusting the parameters. In one mode, both engine speed and engine load are reset towards a specific target value. In other versions where the engine load includes an energy storage device such as a battery, increasing the load includes increasing the battery charge level set point. Additionally, in situations where the battery cannot accept more charge, a power dissipation resistor is coupled to the supply to increase the load. In another version, the use of electrical resistance will depend on the temperature of the filter during regeneration.
    [29] More specifically, the method according to the features of the present invention is for cleaning the regenerated particulate filter or trap 36 associated with the particulate generating internal combustion engine 12. The method includes passing exhaust gas from the internal combustion engine 12 through the regenerative particulate filter 36 to remove particulate matter from the filter 36 effluent 31 or output gas. A filter back pressure signal 34 is generated, which is represented by the average back pressure of the filter 36. Generating a back pressure signal indicative of the average back pressure may be performed by generating 216 a series of instantaneous back pressure signals 216 and integrating the signal in a known manner to calculate the average 218. . When the average back pressure signal reaches a predetermined threshold P 2 , the internal combustion engine 12 is set to a speed at a lower portion of the range, but above idle the loading of the internal combustion engine 12 is increased (230). , 232, 234, the temperature of the exhaust gas 31 of the internal combustion engine 12 tends to increase, and the temperature of the filter 36 also increases, which helps to regenerate the filter 36.
    [30] In certain modes of the method of the present invention, increasing the loads 230, 232, 234 may generate increased electrical energy and combine the increased electrical energy with electrical loads 232, 234. Adjusting the electrical energy converters 14, 26 powered by the apparatus. As a version of this mode, combining the increased electrical energy 232, 234 includes combining 234 at least a portion of the increased electrical energy with the resistive emission device. An example of a resistive emission device is discrete resistance. Coupling the increased electrical energy to the electrical load in other versions of this mode (232, 234) includes coupling at least a portion of the increased electrical energy to a traction energy storage such as a battery or ultracapacitor.
    [31] In a particularly advantageous mode of the invention, a second threshold P 1 is provided. This is a back pressure at a level lower than the threshold P 2 mentioned earlier. Above the second threshold, the traction energy storage 22 is charged to a set point representing a lower energy level than otherwise directed so that energy due to the increased load can later be stored in the traction storage without overcharging. . In a further embodiment of the invention, controlling the increased loading is achieved under at least partial control of the filter 36 temperature.
    [32] According to the configuration of the present invention described above, when the back pressure signal reaches a predetermined threshold value, the internal combustion engine is set at or at the speed of the lower portion of the range, and the engine loading is increased, so that the internal combustion engine exhaust gas is increased. The temperature rises and the temperature of the filter increases to obtain an effect that helps regeneration of the filter.
    权利要求:
    Claims (9)
    [1" claim-type="Currently amended] A method for cleaning a regenerated particulate filter associated with a particulate generating internal combustion engine,
    Passing particulate gas from the internal combustion engine through the regenerated particulate filter to remove particulate matter from the filter effluent;
    Generating a back pressure signal indicative of an average back pressure of the filter;
    When the back pressure signal reaches a predetermined threshold, the internal combustion engine is set at a speed of a lower portion of the range, and the temperature of the exhaust gas is raised and the temperature of the filter is increased to promote regeneration of the filter. Increasing the loading of the internal combustion engine.
    [2" claim-type="Currently amended] The method of claim 1,
    Increasing the loading includes adjusting an electrical energy converter powered by the engine to generate increased electrical energy;
    Coupling the increased energy to supply an electrical load.
    [3" claim-type="Currently amended] The method of claim 2,
    Coupling to supply the increased electrical energy comprises combining at least a portion of the increased electrical energy to supply a resistive consuming device.
    [4" claim-type="Currently amended] The method of claim 3, wherein
    Coupling the supply of at least a portion of the increased electrical energy to dump the energy to the load resistance.
    [5" claim-type="Currently amended] The method of claim 2,
    Coupling the increased electrical energy to supply the electrical load comprises coupling at least a portion of the increased electrical energy to the traction energy storage device.
    [6" claim-type="Currently amended] The method of claim 5,
    Said step of coupling to supply at least a portion of said increased electrical energy to a traction battery.
    [7" claim-type="Currently amended] The method of claim 5,
    And partially discharging said traction energy storage device at a second threshold of said back pressure signal representing a back pressure less than said first back pressure signal.
    [8" claim-type="Currently amended] The method of claim 1,
    Controlling said increased loading in response to a temperature of at least a portion of said filter.
    [9" claim-type="Currently amended] The method of claim 1,
    The increase in loading of the internal combustion engine is modified in response to the traction demands of the vehicle to maintain internal combustion engine operation near a torque speed temperature isotherm.
    类似技术:
    公开号 | 公开日 | 专利标题
    JP3676235B2|2005-07-27|Hybrid vehicle
    CN101365613B|2011-08-31|Internal combustion engine system, control method of internal combustion engine system, and power output apparatus
    EP1158143B1|2006-03-22|Device for purifying the exhaust gas of a diesel engine
    CN1802274B|2011-07-27|Onboard battery control device and control method
    EP1602807B1|2010-10-27|Process for controlling a particle filter
    US7631491B2|2009-12-15|Method and system for passive regeneration of compression ignition engine exhaust filters
    KR100741249B1|2007-07-19|Motor control device of hybrid vehicle
    JP2004190666A|2004-07-08|System and method for regenerating exhaust system filtering component and catalyst component
    US20040103645A1|2004-06-03|Particulate filter aftertreatment of diesel engine exhaust
    JP6070591B2|2017-02-01|Hybrid vehicle and control method of hybrid vehicle
    US7621120B2|2009-11-24|Hybrid technology for lean NOx trap and particulate filter regeneration control
    CN101247978B|2011-07-06|Power output device and its control method and vehicle
    JP3608516B2|2005-01-12|Vehicle HC emission control operation method
    EP2210788B1|2017-05-31|Exhaust gas purifier of hybrid electric car
    EP1394373B1|2005-03-02|Method for heating a soot filter in an exhaust system of an internal combustion engine - in particular a diesel engine - comprising at least a catalyst and a soot filter located downstream to gather soot
    JP2007230486A|2007-09-13|Controller for hybrid electric car
    WO2012092401A1|2012-07-05|Apparatuses, methods and systems for thermal management of hybrid vehicle scr aftertreatment
    JP5324879B2|2013-10-23|Regeneration method of exhaust aftertreatment device for automobile having diesel engine, and automobile having diesel engine equipped with exhaust aftertreatment apparatus
    JP3454101B2|2003-10-06|Electric vehicle power generation control device
    CN102815217B|2015-09-02|By regeneration brake system catalytic converter warms and the method for powering to electric fittings
    RU2682688C2|2019-03-20|Method for warming up exhaust system
    EP1252427B1|2005-11-09|Method for temporarily increasing exhaust gas temperature of an internal combustion engine
    US20070204594A1|2007-09-06|Exhaust purification system for hybrid vehicle
    JP3933625B2|2007-06-20|Diesel engine particulate reduction system
    US7762062B2|2010-07-27|Adaptive regeneration system
    同族专利:
    公开号 | 公开日
    US6422001B1|2002-07-23|
    JP2002195024A|2002-07-10|
    DE60119469T2|2006-11-16|
    EP1197642A3|2003-02-12|
    EP1197642B1|2006-05-10|
    KR100823912B1|2008-04-21|
    EP1197642A2|2002-04-17|
    DE60119469D1|2006-06-14|
    JP3895572B2|2007-03-22|
    AT325940T|2006-06-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2000-10-10|Priority to US09/785,723
    2000-10-10|Priority to US09/785,723
    2001-09-12|Application filed by 추후제출, 배 시스템즈 컨트롤즈 인코포레이티드
    2002-04-17|Publication of KR20020028775A
    2008-04-21|Application granted
    2008-04-21|Publication of KR100823912B1
    优先权:
    申请号 | 申请日 | 专利标题
    US09/785,723|2000-10-10|
    US09/785,723|US6422001B1|2000-10-10|2000-10-10|Regeneration control of particulate filter, particularly in a hybrid electric vehicle|
    [返回顶部]