GB2454346A - Method of Fuel Economy during Cold Start of a Vehicle - Google Patents

Method of Fuel Economy during Cold Start of a Vehicle Download PDF

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Publication number
GB2454346A
GB2454346A GB0819821A GB0819821A GB2454346A GB 2454346 A GB2454346 A GB 2454346A GB 0819821 A GB0819821 A GB 0819821A GB 0819821 A GB0819821 A GB 0819821A GB 2454346 A GB2454346 A GB 2454346A
Authority
GB
United Kingdom
Prior art keywords
aftertreatment device
fuel
engine
warm
period
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB0819821A
Other versions
GB2454346A8 (en
GB2454346B8 (en
GB2454346B (en
GB0819821D0 (en
Inventor
David Jonathan Brook
Raj Jebanandhan Ratnarajah
Marcus Timothy Davies
Justin Lloyd
Robert Edward Flack
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Publication of GB0819821D0 publication Critical patent/GB0819821D0/en
Publication of GB2454346A publication Critical patent/GB2454346A/en
Application granted granted Critical
Publication of GB2454346B publication Critical patent/GB2454346B/en
Publication of GB2454346A8 publication Critical patent/GB2454346A8/en
Publication of GB2454346B8 publication Critical patent/GB2454346B8/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • F02D41/0035—Controlling the purging of the canister as a function of the engine operating conditions to achieve a special effect, e.g. to warm up the catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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

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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)
  • Exhaust Gas After Treatment (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

A method for reducing the fuel usage of an IC engine 10, preferably a diesel engine, which includes an exhaust after treatment device 20 such as a catalyst arranged to receive exhaust gas from an internal combustion engine. The method comprises steps of determining if the engine/catalyst requires warming-up; increasing a volume of fuel when the catalyst requires warm-up, the increase of fuel is based on the accumulated usage of the catalyst. Such usage could be age of the catalyst, total mileage travelled or number of hours that the catalyst has operated above a pre-determined temperature. The warming-up period may involve varying the timing of injection of fuel and the number of post injections.

Description

A Method for Reducing Fuel Usage This invention relates to a motor vehicle having an internal combustion engine and in particular to a motor vehicle having an engine with an exhaust aftertreatment device.
It is well known that exhaust gas emissions from internal combustion engines are controlled through the use of exhaust aftertreatment devices such as catalytic converters located in the exhaust system The operating efficiency of a catalyst is temperature dependent and a catalyst needs to reach a minimum temperature (light-up/off temperature) before effective conversion of the exhaust gases occurs. This minimum temperature is dependent upon a number of factors but is typically is in the region of 350 to 400deg C. There is therefore a finite time during which the catalyst temperature will be below this minimum temperature following a cold engine start during a warm-up period. During this warm- up period the exhaust gas hydrocarbon emissions out of the engine are high and so it is desirable to heat the catalyst to its minimum efficient operating temperature as quickly as possible.
In order to rapidly raise the temperature of the catalyst it is known to supply more fuel to the engine which can be by way of applying an additional load to the engine by, for example, recharging batteries or other energy storage devices which will also increase the temperature of the exhaust gas flowing from the engine, by increasing the engine idle speed to an artificially high level or, in the case of diesel engines, injecting fuel into the diesel engine late in the combustion cycle by a process often referred to as late injection or post injection. For gasoline spark ignited enqines retarding the spark relative to MET (Maximum Brake Torque) timing is commonly used Another option is to directly inject fuel just prior to or directly into the aftertreatment device itself which combusts and increases the temperature of the aftertreatment device.
Although all of these options will result in a rapid heating of the aftertreatment device, they are all inefficient operating conditions because the fuel consumption of the vehicle will be hiqh during this mode of operation.
For emission compliance it is necessary to ensure that vehicle emission levels are met over the useful life time of the vehicle and the volume of additional fuel normally used is therefore based on an aged catalyst which represents the catalyst condition after extended vehicle operation in order to ensure rapid heating of the catalyst even when the catalyst is near the end of its useful life.
A new catalyst requires less energy compared to a catalyst which has been aged over the operation of the vehicle to achieve the minimum catalyst temperature.
Because of this fact and the need to ensure rapid heating of the catalyst even when the catalyst is aged it is normal practice for the volume of additional fuel to be set for the worst case of an aged catalyst and this results in more fuel being used when the catalyst is new or is relatively new than is actually required and hence excessive fuel consumption occurs during the early lifetime of the vehicle.
It is an object of this invention to minimise the fuel consumption of a vehicle particularly during an engine warm-up period over the life time of the vehicle.
According to a first aspect of the invention there is provided a method for reducing the fuel used by a motor vehicle during a warm-up period, the motor vehicle having an exhaust afterticatment device connecLed so as to receive exhaust gas from an internal combustion engine wherein the method comprises determining whether heating of the aftertreatment device is required and, only if heating of the aftertreatment device is required, using during the warm-up period an additional volume of fuel and increasing the additional volume fuel used during the warm-up period to heat the exhaust aftertreatment device based upon an accumulated usage of the aftertreatment device.
The method may further comprise storing a value indicative of the accumulated usage of the aftertreatment device and reading the stored value to determine the accumulated usage.
Accumulated usage may be a measurement of the total distance travelled by the motor vehicle since the aftertreatment device was fitted to the motor vehicle.
Accumulated usage may be a measurement of the total number of hours that the engine has run since the aftertreatment device was fitted to the motor vehicle.
Accumulated usage may be a measurement of the total number of hours that the aftertreatment device has operated above a pre-determined temperature since the aftertreatment device was fitted to the motor vehicle.
IncreasJng the volume fuel used during the warm-up period to heat the exhaust aftertreatment device based upon an accumulated usage of the aftertreatment device may comprise increasing a volume of post injected fuel supplied to the engine during the warm-up period.
The volume of post injected fuel supplied during warm-up may he increased as the accumulated usage increases.
Increasing may further comprise varying at least one of the timing of the iniection of the fuel and the number of post injections.
Increasing the volume fuel used during the warm-up period to heat the exhaust aftertreatment device based upon an accumulated usage of the aftertreatment device may alternotively comprise increasing an additional load applied to the engine during the warm-up period based upon the accumulated usage so as to increase fuel usage.
The invention will now be described by way of example with reference to the accompanying drawing of which:-Fig.1 is a schematic representation of a motor vehicle having a Diesel engine according to one embodiment of the invention; and Fig.2 is a flowchart showing a method according to one embodiment of the invention.
With reference to Fig.1 there is shown a motor vehicle having a Diesel engine 10. The Diesel engine 10 has an exhaust pipe 15 to flow exhaust gasses from the engine 10 to an exhaust aftertreatment device in the form of an oxidation catalyst 20.
A controller 30 is connected to the engine 10 and is operable to control the fuelling of the engine 1.0. The controller 30 includes a microprocessor unit 34 and a non-volatile memory device 36 in which is stored a look up table relating aftertreatment device 20 usage to required late injected fuel for heating the aftertreatment device 20 after start- up of the engine 10.
A road wheel 6 of the motor vehicle 5 is fitted with a toothed wheel 7 and a sensor 8 is associated with the tooLhcd wheel 7 so as to provide a feedback to the controller 30 which can be used to calculate the distance travelled by the motor vehicle 5. The microprocessor 30 is operable to receive the signal from the sensor 8 and sLore a value of the accumulated distance travelled by the motor vehicle 5 which is used as a value indicative of the total usage of the aftertreatment device 20.
Alternatively, the controller 30 may include a clock and the microprocessor 34 may be operable to calculate and store a value of the accumulated running hours of the engine 10 and this can be used as a value indicative of the total usage of the aftertreatment device 20.
As yet another alternative, a temperature sensor may be used to provide a value indicative of the temperature within or just prior to entry to the aftertreatment device 20 and the controller 30 may be operable to calculate and store a value of the accumulated time that the temperature has been above a prescribed temperature and use this stored value of time as a value indicative of the total usage of the aftertreatment device 20.
The controller 30 is arranged to receive a temperature input from a temperature sensor (not shown) that can be used to determine whether heating of the aftertreatment device 20 is required. This temperature sensor may measure the temperature of the aftertreatment device 20 or may measure a temperature associated with the engine 10 such as for example a coolant temperature. It will be appreciated that, if the engine 10 is at or close to ambient temperature, it is likely that heating of the aftertreatmerit device will be required but, if the engine 10 is at or close to its normal operating temperature, it is likely that the aftertreatment device 20 is also relatively hot and so additional heating is not likely to be required. For example, in the case of an engine fitted with stop-start control (such as used in micro-hybrid and hybrid motor vehicles) in which the engine is frequently stopped and started in order to save fuel, it is not desirable to waste fuel heating the aftertreatment device 20 every time the engine 10 is restarted if the aftertreatrnent device 20 is still hot.
Upon start-up of the engine 10 the controller 30 is operable to firstly determine from the temperature input received from the engine 10 or the aftertreatment device 20 whether heating of the aftertreatment device 20 is required.
If heating of the aftertreatment device 20 is not required then the controller 30 is operable to fuel the diesel engine 10 normally so as to achieve maximum fuel economy and minimum emissions based upon the demand placed upon it.
If heating of the aftertreatment device 20 is required then the controller 30 is operable to fuel the diesel engine with additional fuel in order to heat the aftertreatment device 20 by late injecting fuel into the engine 10. This post injection of fuel may be a single injection of fuel or may be several injections of fuel of the same or different volume.
The volume of fuel to be post injected is determined by the controller 30 by firstly reading the accumulated mileage travelled by the motor vehicle since the aftertreatment device 20 was fitted to the motor vehicle 5 and then secondly by using this value of accumulated mileage to establish via the look up table stored in the non-volatile memory 36 a warm-up correction factor.
The warm-up correction factor is used by the controller to determine the volume of fuel to be post injected and can also he used to vary the timing of the injection of the fuel or the number of injections.
For example, if with a new aftertreatment device 20 a vo'ume of 1 unit of fuel is required to he injected and the correction factor is 1. 1 then 10--more fuel will be injected than would be the case for a new aftertreatment device 20.
In this way the volume of fuel post injected for a new aftertreatment device 20 can be optimised to be the minimum possible to achieve rapid warm-up but as the aftertreatment device 20 ages the volume of fuel post injected is gradually increased so as to maintain warm-up performance without wasting fuel.
With reference to Fig.2 there is shown a method according to the invention.
The method starts at step 100 which is a key-on' event. The method then advances to step 110 at which it is determined whether heating of the aftertreatment device 20 is required. As previously referred to, this can be determined via a measurement of the temperature of the aftertreatment device 20 or a measurement of the temperature of the engine 10.
If heating is not required the method proceeds to step where it ends and no post injection of fuel is used.
If however at step 110 it is determined that heating of the aftertreatment device 20 is required then the method advances to step 120 where a value of accumulated aftertreatment device 20 usage is read from a memory. In this case the value of accumulated aftertreatment device 20 is a value of total miles travelled but as referred to previously this could alternatively be a value of the total number of hours that the engine 10 has operated for or the total number of hours that the engine 10 has operated for above a prescribed temperature.
The method then advances to step 130 where it is determined from a stored look-up table a correction factor that must be applied to the volume of fuel to he post injected. The look-up Lable is established from experimental work carried out using a similar engine and aftertreatment device and the relationship is stored in the memory when the controller 30 is manufactured.
The method then advances to step 140 where the engine is started and the controller 30 controls the fuelling of the engine 10 to provide not only normal combustion fuelling but also post injection fuelling used to heat the aftertreatment device 20. The volume of post injected fuel is based upon the correction factor established in step 130 and generally the volume of post injected fuel increases as the aftertreatment device 20 ages. The post injection of fuel will continue until the desired volume of fuel has been injected after which it is terminated and the controller 30 reverts to providing oniy normal fuelling of the engine 10 as required to meet the demands placed upon it.
Then in step 150 the accumulated use memory is updated.
This may occur on a continuous basis or may occur as part of the shut down procedure for the engine 10. Finally, the method proceeds to step 200 where it ends. Step 200 may correspond to a key-off' event.
An alternative option to that described above is to apply an additional load to the engine so as to require more fuel to meet the normal demand. This can he achieved by, for example, switching on an electrical load such as a generator used to charge an electric storage device or by engaging a mechanical brake. In either case the load would be increased as the aftertreatment device ages so as to increase the fuel supplied with increasing accumulated usage.
Although the aftertreatment device as referred to above is an oxidation catalyst it will be appreciated that the invention is also applicable to the heating of any other type of exhaust aftertreatrnent device that has to be heated to a minimum temperature quickly by increasing a volume of fuel supplied to the engine during a warm-up period.
It will be appreciated by those skilled in the art that although the invention has been described by way of example with reference to one or more embodiments it is not limited to the disciosed embodiments and that one or more modifications to the disclosed embodiments or alternative embodiments could be constructed without departing from the scope of the invention.

Claims (10)

  1. -10 -Claims 1. A method for reducing the fuel used by a motor vehicle during a warm-up period, the motor vehicle having an exhaust aftertreatment device connected so as to receive exhaust gas from an internal combustion engine wherein the method comprises determiriirig whether heating of the aftertreatment device is required and, only if heating of the aftertreatment device is required, using during the warm- up period an additional volume of fuel and increasing the additional volume fuel used during the warm-up period to heat the exhaust aftertreatment device based upon an accumulated usage of the aftertreatment device.
  2. 2. A method as claimed in claim 1 wherein the method further comprises storing a value indicative of the accumulated usage of the aftertreatment device and reading the stored value to determine the accumulated usage.
  3. 3. A method as claimed in claim 1 or in claim 2 wherein accumulated usage is a measurement of the total distance travelled by the motor vehicle since the aftertreatment device was fitted to the motor vehicle.
  4. 4. A method as claimed in claim 1 or in claim 2 wherein accumulated usage is a measurement of the total number of hours that the engine has run since the aftertreatment device was fitted to the motor vehicle.
  5. 5. A method as claimed in claim 1 or in claim 2 wherein accumulated usage is a measurement of the total number of hours that the aftertreatment device has operated above a pre-determined temperature since the aftertreatment device was fitted to the motor vehicle.
  6. 6. A method as claimed in any of claims 1 to 5 wherein increasing the volume fuel used during the warm-up -11 -period to heat the exhaust aftertreatment device based upon an accumulated usage of the aftertreatment device comprises increasing a volume of post injected fuel supplied to the engine during the warm-up period.
  7. 7. A method as claimed in claim 6 wherein the volume of post injected fuel supplied during warm-up is increased as the accumulated usage increases.
  8. 8. A method as claimed in claim 6 or in claim 7 wherein increasing further comprises varying at least one of the timing of the injection of the fue]. and the number of post iniectioris.
  9. 9. A method as claimed in any of claims 1 to 5 wherein increasing the volume fuel used during the warm-up period to heat the exhaust aftertreatment device based upon an accumulated usage of the aftertreatment device comprises increasing an additional load applied to the engine during the warm-up period based upon the accumulated usage so as to increase fuel usage.
  10. 10. A method for reducing the fuel used by a motor vehicle during a warm-up period of an internal combustion engine having an exhaust aftertreatment device connected so as to receive exhaust gas from the engine substantially as described herein with reference to the accompanying drawing.
GB0819821A 2007-10-31 2008-10-29 A method for reducing fuel usage Expired - Fee Related GB2454346B8 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GBGB0721299.6A GB0721299D0 (en) 2007-10-31 2007-10-31 A method for reducing fuel usage

Publications (5)

Publication Number Publication Date
GB0819821D0 GB0819821D0 (en) 2008-12-03
GB2454346A true GB2454346A (en) 2009-05-06
GB2454346B GB2454346B (en) 2012-05-30
GB2454346A8 GB2454346A8 (en) 2012-12-05
GB2454346B8 GB2454346B8 (en) 2012-12-05

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GBGB0721299.6A Ceased GB0721299D0 (en) 2007-10-31 2007-10-31 A method for reducing fuel usage
GB0819821A Expired - Fee Related GB2454346B8 (en) 2007-10-31 2008-10-29 A method for reducing fuel usage

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Application Number Title Priority Date Filing Date
GBGB0721299.6A Ceased GB0721299D0 (en) 2007-10-31 2007-10-31 A method for reducing fuel usage

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CN (1) CN101424207B (en)
GB (2) GB0721299D0 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017203849A1 (en) * 2017-03-08 2018-09-13 Bayerische Motoren Werke Aktiengesellschaft Control unit for adjusting the emission of a vehicle
CN114439637B (en) * 2020-11-05 2024-05-03 北京福田康明斯发动机有限公司 Method and device for optimizing inlet temperature and reducing oil consumption of engine post-processor

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030163988A1 (en) * 2000-10-30 2003-09-04 Delphi Technologies, Inc. System and controls for near zero cold start tailpipe emissions in internal combustion engines
DE10210550A1 (en) * 2002-03-09 2003-09-18 Daimler Chrysler Ag Operating system, for internal combustion engine with catalytic exhaust gas cleaning capacity, ensures adequate gas temperatures are maintained with minimal use of fuel
GB2391328A (en) * 2002-06-04 2004-02-04 Ford Global Tech Llc A method to obtain rapid catalyst heating
DE10361287A1 (en) * 2003-12-24 2005-07-21 Siemens Ag Nitrogen oxide storage system for motor vehicle with NOx-storage catalytic converter

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5261230A (en) * 1991-08-02 1993-11-16 Toyota Jidosha Kabushiki Kaisha Device for controlling heating of catalyst for purifying exhaust gas
JP3584798B2 (en) * 1999-09-03 2004-11-04 トヨタ自動車株式会社 Exhaust gas purification device for in-vehicle internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030163988A1 (en) * 2000-10-30 2003-09-04 Delphi Technologies, Inc. System and controls for near zero cold start tailpipe emissions in internal combustion engines
DE10210550A1 (en) * 2002-03-09 2003-09-18 Daimler Chrysler Ag Operating system, for internal combustion engine with catalytic exhaust gas cleaning capacity, ensures adequate gas temperatures are maintained with minimal use of fuel
GB2391328A (en) * 2002-06-04 2004-02-04 Ford Global Tech Llc A method to obtain rapid catalyst heating
DE10361287A1 (en) * 2003-12-24 2005-07-21 Siemens Ag Nitrogen oxide storage system for motor vehicle with NOx-storage catalytic converter

Also Published As

Publication number Publication date
GB2454346A8 (en) 2012-12-05
GB2454346B8 (en) 2012-12-05
CN101424207A (en) 2009-05-06
CN101424207B (en) 2012-03-28
GB0721299D0 (en) 2007-12-12
GB2454346B (en) 2012-05-30
GB0819821D0 (en) 2008-12-03

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Effective date: 20201029