# US 10,502,151 B2 · Method and system for particulate filter regeneration > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 10,502,151 B2 - Document ID: US10502151B2 - Status: Granted - Kind: B2 - Application number: 15/660,747 - Filed: 2017-07-26 - Published: 2019-01-31 - Granted: 2019-12-10 - Earliest claimed: 2017-07-26 - Assignees: Ford Global Technologies, LLC - Applicants: Ford Global Technologies, LLC - Inventors: Tyler Kelly; Douglas Raymond Martin; Julia Helen Buckland; John Eric Rollinger; Benjamin M. Rocci; Michiel J. Van Nieuwstadt; Anil Shah; Emil G. Serban - Web page: https://patentgrep.com/patent/US10502151B2 ## CPC - F02D 41/029: {the exhaust gas treating apparatus being a particulate filter} - B01D 46/84: by heating only - F01N 3/0236: {using turbine waste gate valve} - F01N 3/0253: {adding fuel to exhaust gases} - F01N 3/10: by thermal or catalytic conversion of noxious components of exhaust - F01N 3/323: {Electrically driven air pumps} - F01N 9/002: {of filter regeneration} - F01N 11/007: {the diagnostic devices measuring oxygen or air concentration downstream of the exhaust apparatus} - F02B 37/10: at least one pump being alternatively {or simultaneously} driven by exhaust and other drive, {e.g. by pressurised fluid from a reservoir or an engine-driven pump} - F02B 37/183: {Arrangements of bypass valves or actuators therefor} - F02B 39/10: electric - F02D 37/02: one of the functions being ignition - F02D 41/0007: {for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12)} - F02D 41/008: {Controlling each cylinder individually} - F02D 41/0082: {per groups or banks (F02D41/0087 takes precedence)} - F02D 41/025: {by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus} - F02D 41/1446: {the characteristics being exhaust temperatures} - F02P 5/145: using electrical means - B01D 2279/30: for treatment of exhaust gases from IC Engines - F01N 2430/06: by varying fuel-air ratio, e.g. by enriching fuel-air mixture - F01N 2900/1602: Temperature of exhaust gas apparatus - F02D 41/123: {the fuel injection being cut-off} - F02D 41/1445: {the characteristics being related to the exhaust flow} - F02D 2200/0802: Temperature of the exhaust gas treatment apparatus - F02D 2200/0812: Particle filter loading - Y02T 10/12: Improving ICE efficiencies - Y02T 10/40: Engine management systems - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - B01D: SEPARATION (separating solids from solids by wet methods B03B, B03D; by pneumatic jigs or tables B03B; by other dry methods B07; magnetic or electrostatic separation of solid materials from solid materials or fluids, separation by high-voltage electric fields B03C; centrifuges, vortex apparatus B04; presses per se for squeezing-out liquid from liquid-containing material B30B9/02; treatment of water C02F, e.g. softening by ion-exchange C02F1/42; {arrangements of air intake cleaners in gas turbine plants F02C7/05} ; arrangements or mounting of filters in air-conditioning, air-humidification or ventilation F24F13/28) - F01N: GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES (arrangements in connection with gas exhaust of propulsion units in vehicles B60K13/00; combustion-air intake silencers specially adapted for, or arranged on, internal-combustion engines F02M35/00; protecting against, or damping, noise in general G10K11/16) - F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G) - F02P: IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES ({anti-pollution means for internal-combustion engines F02B17/00}; specially adapted for rotary-piston or oscillating-piston engines F02B53/12; {ignition of gas turbine plants F02C7/26; ignition of jet propulsion plants F02K9/95; starting of combustion engines F02N9/00}; ignition of combustion apparatus in general, glowing plugs F23Q; measuring of physical variables in general G01; controlling in general G05; data processing in general G06; electrical components in general see Section H; {ignition coils H01F38/12}; sparking plugs H01T13/00) - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract Methods and systems are provided for expediting exhaust particulate filter regeneration. In one example, an engine controller may generate an exotherm at the filter by operating engine cylinders with air-fuel imbalance while using electric assist to a turbocharger to meet a torque demand and raise an intake airflow to enhance the effect of the exotherm. Once heated, the filter may be regenerated by flowing extra air to the exhaust via an air pump and injecting extra fuel to an exhaust passage via an exhaust injector. ## Claims ### Claim 1 A method for regenerating an exhaust particulate filter, comprising: generating an exotherm at the exhaust particulate filter via a controller while continuing to provide driver demanded torque by spinning a turbocharger compressor via an electric motor and concurrently operating engine cylinders with cylinder-to-cylinder air-fuel imbalance; wherein the cylinder-to-cylinder air-fuel imbalance is adjusted via the controller to maintain an overall stoichiometric exhaust air-fuel ratio. ### Claim 2 (depends on 1) The method of claim 1, wherein the generating is responsive to the particulate filter having a higher than threshold particulate matter load and a lower than threshold temperature while driver demanded torque is higher than a threshold torque as determined via the controller. ### Claim 3 (depends on 2) The method of claim 2, further comprising, responsive to the particulate filter having the higher than threshold particulate matter load and the lower than threshold temperature while driver demanded torque is lower than the threshold torque or while a state of charge of a battery coupled to the electric motor is lower than a threshold charge as determined via the controller, heating the particulate filter by retarding spark timing and concurrently operating the engine cylinders with the cylinder-to-cylinder air-fuel imbalance via the controller. ### Claim 4 (depends on 2) The method of claim 2, further comprising, delaying a transmission downshift via the controller responsive to the driver demanded torque being higher than the threshold torque as determined via the controller. ### Claim 5 (depends on 2) The method of claim 2, further comprising, responsive to the particulate filter temperature being lower than the threshold temperature after generating the exotherm as determined via the controller, operating an exhaust air pump to inject air into an exhaust, upstream of a turbine, while concurrently operating an exhaust fuel injector to inject fuel into the exhaust via the controller at a location downstream of the particulate filter and upstream of an exhaust catalyst, the air injection adjusted based on a temperature deficit between the particulate filter temperature and the threshold temperature after generating the exotherm as determined via the controller; wherein the fuel injection is adjusted based on the aft injection to maintain a stoichiometric air-fuel ratio via the controller. ### Claim 6 (depends on 5) The method of claim 5, further comprising, responsive to the particulate filter temperature being higher than the threshold temperature after generating the exotherm as determined via the controller, operating an engine leaner than stoichiometry while injecting fuel via the exhaust fuel injector, a degree of leanness based on vehicle speed via the controller. ### Claim 7 (depends on 1) The method of claim 1, wherein operating engine cylinders with cylinder-to-cylinder air-fuel imbalance includes operating a first cylinder with a richer air-fuel ratio than a second cylinders. ### Claim 8 (depends on 7) The method of claim 7, further comprising retarding spark timing of an engine via the controller to generate the exotherm. ### Claim 9 (depends on 8) The method of claim 8, further comprising: estimating oxygen break-through at an exhaust catalyst coupled downstream of the particulate filter based on output from an exhaust oxygen sensor via the controller; feedback adjusting the imbalance based on the estimated oxygen break-through via the controller; and retarding spark timing based on the feedback adjusted imbalance to maintain the generated exotherm via the controller. ### Claim 10 (depends on 1) The method of claim 1, wherein generating the exotherm while continuing to provide driver demanded torque includes opening an exhaust waste-gate valve to direct exhaust gas to the particulate filter while bypassing an exhaust turbine coupled to the turbocharger compressor via the controller, and adjusting an output of the electric motor based on current compressor speed relative to a target compressor speed based on the driver demanded torque via the controller. ### Claim 11 A method for a vehicle engine, comprising: responsive to a particulate filter load higher than threshold at an exhaust particulate filter as determined via a controller; operating a turbocharger using electric assist with a waste-gate valve fully open via the controller, the electric assist adjusted based on torque demand; and operating the engine with a first number of cylinders combusting lean, a second number of cylinders combusting rich, and spark timing retard while maintaining an exhaust air-fuel ratio at stoichiometry via the controller; wherein each of a degree of leanness and richness and the spark timing retard is adjusted based on exhaust temperature as determined via the controller. ### Claim 12 (depends on 11) The method of claim 11, further comprising maintaining operating the engine with the first number of cylinders combusting lean, the second number of cylinders combusting rich, and spark timing retard until exhaust temperature measured at the exhaust particulate filter is higher than a threshold temperature via the controller, and then, operating the engine with the exhaust air-fuel ratio leaner than stoichiometry via the controller when vehicle speed is higher than a threshold speed as determined via the controller, and operating the engine with fuel deactivated via the controller when the vehicle speed is lower than the threshold speed as determined via the controller. ### Claim 13 (depends on 12) The method of claim 12, further comprising, while operating the engine with the exhaust air-fuel ratio leaner than stoichiometry as determined via the controller, injecting fuel into an exhaust passage, downstream of the particulate filter and upstream of an exhaust catalyst via the controller, an amount of exhaust fuel injection based on the leaner than stoichiometry air-fuel ratio as determined via the controller. ### Claim 14 (depends on 13) The method of claim 13, further comprising, while injecting fuel into the exhaust passage, flowing air into the exhaust passage, upstream of the particulate filter, via an exhaust air pump and the controller, an amount of air based on the exhaust fuel injection as determined via the controller. ### Claim 15 A vehicle system, comprising: an engine; a turbocharger including an intake compressor coupled to an exhaust turbine via a shaft, and an electric motor; a waste-gate valve coupled in a bypass around the exhaust turbine; an exhaust passage including a particulate filter and an exhaust catalyst, the exhaust catalyst coupled downstream of the particulate filter; an exhaust aft pump for flowing aft into the exhaust passage, upstream of the particulate filter; an exhaust fuel injector for injecting fuel into the exhaust passage, downstream of the particulate filter and upstream of the exhaust catalyst; and a controller with computer-readable instructions stored on non-transitory memory for: operating in a first mode to heat the particulate filter via the controller, the operating in the first mode including operating the turbocharger via the electric motor with the waste-gate valve open, operating the engine with cylinder-to-cylinder air-fuel imbalance; wherein the cylinder-to-cylinder air-fuel imbalance is adjusted to provide stoichiometric exhaust air-fuel ratio as determined via the controller; and responsive to a temperature of the particulate filter exceeding a threshold, transitioning to operating in a second mode via the controller to regenerate the particulate filter, operating in the second mode including operating the engine loner than stoichiometry while injecting fuel into the exhaust passage via the exhaust fuel injector; wherein the exhaust fuel injection is adjusted based on a degree of leanness of engine operation as determined via the controller. ### Claim 16 (depends on 15) The system of claim 15, wherein operating the engine leaner than stoichiometry in the second mode includes operating the engine with cylinder fueling deactivated via the controller when vehicle speed is lower than a threshold as determined via the controller, and operating the engine with cylinder fueling adjusted to be leaner than stoichiometry via the controller when the vehicle speed is higher than the threshold as determined via the controller. ### Claim 17 (depends on 15) The system of claim 15, wherein the controller includes further instructions for, while operating in the first mode, continually estimating an oxygen load of the exhaust catalyst via the controller, and responsive to the estimated oxygen load being higher than a threshold oxygen load as determined via the controller, reducing the air-fuel imbalance via the controller. ### Claim 18 (depends on 15) The system of claim 15, wherein the controller includes further instructions for, while operating in the second mode, operating the exhaust air pump via the controller responsive to the exhaust air-fuel ratio measured downstream of the particulate filter via the controller. ### Claim 19 (depends on 15) The system of claim 15, wherein operating the turbocharger via the electric motor includes adjusting an output of the electric motor to spin the intake compressor at a speed based on driver torque demand while the waste-gate valve is maintained fully open. ### Claim 20 (depends on 15) The system of claim 15, wherein the controller includes further instructions for operating in the first mode via the controller responsive to a particulate load being higher than a threshold particulate load at the particulate filter as determined via the controller, and for transitioning out of the second mode via the controller responsive to the particulate load being lower than the threshold particulate load at the particulate filter as determined via the controller.