FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13]
TITLE: “A METHOD FOR REGULATING REGENERATION OF PARTICULATE FILTERS IN VEHICLES AND A SYSTEM THEREOF”
Name and Address of the Applicant:
TATA MOTORS LIMITED; an Indian company having a registered address at Bombay
House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001 Maharashtra, India.
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure, in general, relates to a field of automobiles. Particularly, but not exclusively, the present disclosure relates to a passive regeneration in an exhaust aftertreatment system of a vehicle. Further, embodiments of the present disclosure relate to a method for regulating the passive regeneration of a particulate matter filter (PMF) in the exhaust gas aftertreatment system of the vehicle and a system thereof.
BACKGROUND OF THE DISCLOSURE
Exhaust particulate matter is one of the complex by-products of exhaust emissions from an internal combustion engine of the vehicle. The exhaust Particulate matter (or also referred to as Particulate matter and designated as “PM”) may include fine solid particles suspended in the exhaust gas along with other components therein, when such exhaust gas is produced due to burning of charge by the internal combustion engine. Presence of such suspended particles in the exhaust gas may cause health hazards when introduced to the atmosphere without being treated. Also, long-term exposure to particulate matter results in ailments such as heart disease, pulmonary disorder, choking sensation, among others. Generally, for treating such particulate matter in the exhaust, vehicles have been equipped with Emission control devices such as, diesel particulate filters (DPF), that reduce amount of particulate matters being emitted from the internal combustion engine by trapping such particles which may be in the form including, but not limited to, soot, liquid droplets, and any other aerosol material that may be a by-product of operation of the internal combustion engine.
Conventional particulate matter filters (or also interchangeably referred as “particulate filters”) need to be regenerated for maintaining the tail pipe emission and back pressure within permissible limits, as prescribed under vehicle emission laws of specific jurisdiction. Conventionally, there exist two types of regeneration i.e., active regeneration and passive regeneration. Active regeneration involves injecting fuel into the exhaust gas flow and subsequently burning of such fuel, to increase temperature of the exhaust gas for burning the particulate matter in the particulate matter filter. However, for such active regeneration of the particulate matter filter, the vehicle may be required to be stationary for a certain duration and may, sometimes, damage the particulate matter filter during the process. On the other hand, passive regeneration involves burning the particulate matter utilizing exhaust heat without injecting or impinging additional fuel on the

exhaust gas. The passive regeneration may not be feasible to be performed at regular intervals due to uncertainty of the vehicle operating conditions and availability of required temperature of the exhaust gas for regeneration.
With advent of technology, various attempts have been made to increase frequency of passive regeneration of the particulate filter. One of such conventional methods involve determining backpressure on the engine of the vehicle, for increasing temperature of the exhaust gas to initiate passive regeneration of the particulate matter filter. However, such method may cause harm to the engine as increase in backpressure on the engine deteriorates performance and increases fuel consumption.
The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional mechanisms.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the prior art are overcome by a method and a system as claimed and additional advantages are provided through the method and the system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure a method for regulating regeneration of a particulate matter filter (PMF) in an exhaust gas aftertreatment system of a vehicle is disclosed. The method includes steps of receiving, by a control unit, a plurality of signals corresponding to a plurality of operating parameters of an engine. The plurality of signals are generated by an engine control module that is communicatively coupled to the engine and the control unit. Further, the control unit is configured to determine a soot load level in the particulate matter filter (PMF) from the plurality of signals received from the engine control module. The control unit then compares the determined soot load level with a first soot load threshold value and a second soot load threshold value. Furthermore, the control unit determines effectiveness for regulating regeneration of the particulate matter filter (PMF) based on at least one of compared soot load level and the

plurality of operating parameters of the engine. The control unit then transmits an actuation signal to the engine control module for operating the engine based on determined effectiveness for regulating regeneration of the particulate matter filter (PMF). In an embodiment the control unit is configured to regulate the regeneration of the particulate matter filter in passive mode.
In an embodiment, the plurality of operating parameters determined by the engine control module includes from a group consisting of, speed of the vehicle, speed of the engine, torque acting on the engine, travel terrain of the vehicle, air-fuel ratio of an injector coupled to the engine, temperature of the exhaust gas from the engine, temperature of the exhaust gas in the aftertreatment system, grade of fuel being supplied to the engine, and soot capacity of the particulate matter filter.
In an embodiment, the control unit is configured to determine the soot load level based on at least one of differential pressure of exhaust gas across the particulate matter filter (PMF), gradient temperature of the exhaust gas at the particulate matter filter (PMF), and volume of the exhaust gas flowing through the particulate matter filter.
In an embodiment, the control unit is configured to determine effectiveness for regulating regeneration of the particulate matter filter (PMF) based on the plurality of operating parameters of the engine, when the determined soot load level is greater than the first soot load threshold value and the determined soot load level is less than the second soot load threshold value.
In an embodiment, control unit is configured to compare the temperature of the exhaust gas from the engine with a threshold exhaust temperature and brake specific fuel consumption, to determine effectiveness for regulating regeneration of the particulate matter filter (PMF).
In an embodiment the control unit receives terrain information from a vehicle navigation module. The vehicle navigation module is interfaced with the control unit and the engine control module. The control unit determines change in operating condition of the engine required for regulating the temperature of the exhaust gas based on terrain information received from the vehicle navigation module for regeneration of the particulate matter filter (PMF).

In an embodiment, the control unit is configured to indicate the driver of the vehicle through an indication device to change operating condition of the engine for passive regeneration of the particulate matter filter (PMF) based on terrain information.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Figure 1 is a block diagram illustrating an exhaust gas aftertreatment system for regulating passive regeneration of a particulate matter filter (PMF), in accordance with an embodiment of the present disclosure.
Figure 2 is a schematic diagram of the system of Figure 1, in accordance with an embodiment of the present disclosure.
Figure 3 is a flow chart illustrating a method for regulating passive regeneration of a particulate matter filter (PMF) of a vehicle by the system of Figure 1, in accordance with an embodiment of the present disclosure.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and method illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION
While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the figures and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a device, assembly, mechanism, system, method that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device. In other words, one or more elements in a system proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or method.
Embodiments of the present disclosure discloses a method for regulating regeneration of a particulate matter filter (PMF) in an exhaust gas aftertreatment system of a vehicle. The method includes steps of receiving a plurality of operating parameters of an engine from an engine control module, which is communicatively coupled to a control unit of the vehicle. The control unit is configured to determine a soot load level in the particulate matter filter from the plurality of signals received from the engine control module. The control unit is further configured to compare the determined soot load level with a first soot load threshold value and a second soot load threshold value. The control unit is configured to then determine effectiveness for regulating regeneration of the PMF based on at least one of compared soot load level and the plurality of operating parameters. Upon determining effectiveness of regulating passive regeneration, the controller is configured to transmit an actuation signal to the engine control module for changing operating condition of the engine for regulating passive regeneration of the PMF. With such configuration, the method may automatically regulate regeneration of the particulate matter filter by passive regeneration mode and need for active regeneration and downtime of the vehicle for performing active regeneration of the PMF may be minimized or eliminated.

The disclosure is described in the following paragraphs with reference to Figures 1 to 3. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the system and the method as disclosed in the present disclosure may be used in any vehicle including but not liming to heavy and light commercial vehicles, load carrying vehicles, passenger vehicles, and the like. The system and the method of the present disclosure may also be implemented in vehicles having manual transmission or automatic transmission, for suitably maneuvering the vehicle without deviating from the principles of the present disclosure.
Figure 1 is an exemplary embodiment of the present disclosure which illustrates an exhaust gas aftertreatment system (100) for regulating regeneration of a particulate matter filter (16) (also interchangeably referred to PMF) in a vehicle [not shown in figures]. The exhaust gas aftertreatment system (100) [hereinafter interchangeably referred to as “system”] includes one or more sensors (1), an engine control module (7), a transmission unit (8), and a control unit (9) for regulating regeneration of PMF (16) in the vehicle. Here, the regeneration relates to a passive regeneration mode and the same shall not be considered as a limitation. In an embodiment, the one or more sensors (1) may be at least a temperature sensor (2), a torque sensor (3), a speed sensor (4), a fuel sensor (6), among other sensors, that may be coupled to the engine (10) and the system for sensing a plurality of operating parameters corresponding to at least one of an engine (10) of the vehicle and the system of the vehicle.
The system may be configured to determine the plurality of operating parameters to determine the effectiveness of regeneration of the vehicle. In the illustrative embodiment, the plurality of operating parameters are collected from the one or more sensors (1) associated with the system and in-turn the engine (10) of the vehicle. The one or more sensors (1) is configured to sense different parameters corresponding to operating condition of the engine (10) and that of the system. For instance, at least one sensor of the one or more sensors (1) may be a temperature sensor (2), configured to sense temperature of the exhaust gas from the engine (10) or temperature of the exhaust gas in the aftertreatment system. Also, at least one sensor of the one or more sensors (1) engine based on accelerator pedal position demand by driver that is function of engine torque. Further, at least one sensor of the one or more sensors (1) may also be a speed sensor (4),

configured to sense speed of at least one of the engine (10) and speed of wheels of the vehicle. At least one sensor of the one or more sensors (1) may also be a fuel sensor (6), which may be capable of sensing characteristics of fuel such as, volume of fuel being supplied to the engine, grade or purity of fuel, volume of fuel available in the vehicle, among others. Such plurality of operating parameters of the engine (10) and the vehicle that may be sensed by each of the one or more sensors (1) may be communicatively transmitted to at least one of the engine control module (7) and the control unit (9).
In an embodiment, the one or more sensors (1) may be positioned at predefined locations in the vehicle to selectively sense corresponding operating parameters of the vehicle and transmit signals of the plurality of operating parameters at corresponding location of each of the one or more sensors (1) to the engine control module (7). For example, an RPM sensor may be positioned proximal to the engine (10) for sensing an engine rpm or may be positioned proximal to the wheel for sensing vehicle travel rpm. Further, the control unit (9) may receive a plurality of signals corresponding to the plurality of operating parameters, where such signals may be transmitted by the engine control module (7) based on signals from each of the one or more sensors (1) corresponding to each parameter of the plurality of parameters. Based on such plurality of signals from the engine control module (7), the control unit (9) may be configured to regulate regeneration of the particulate matter filter (16).
In the illustrative embodiment, the control unit (9) may be configured to regulate regeneration of the particulate matter filter (16) on determining soot load level of the PMF (16). The soot load level may be referred to as a quantity of soot or particulate matter in the exhaust gas that may be deposited by way of sedimentation, diffusion, exuding and/or adhering on at least a portion of the PMF (16). Such deposition of soot in the PMF (16) may affect operating parameters of the engine, and in-turn that of the vehicle. The quantity of soot deposited in the PMF (16) may be determined as a function of the plurality of operating parameters of the engine. Due to the soot load level in the PMF (16) being a function of the plurality of operating parameters, variation in the soot load level may vary at least one operating parameter of the plurality of operating parameters.

With that, the control unit (9) may be configured to determine such soot load level [hereinafter interchangeably used with “particulate matter”] based on the plurality of operating parameters of the engine, received as the plurality of signals from the engine control module (7).
In an embodiment, the control unit (9) may be configured to compare the soot load level with a first soot load threshold value and a second soot load threshold value, to determine effectiveness of regeneration of the PMF (16). In an embodiment, the first soot load threshold value and the second soot load threshold value may be preset in the control unit (9) for a predefined value of each operating parameter of the plurality of operating parameters. Also, the first soot load threshold value and the second soot load threshold value may be stored in a memory unit or a processor unit associated with the control unit (9), where such first soot load threshold value and the second soot load threshold value may be sequentially compared with the determined soot load level, by the control unit (9). In an embodiment, the first soot load threshold value may be numerically of less value than the second soot load threshold value. Upon comparison, when the determined soot load level is measured to be between the first soot load threshold value and the second soot load threshold value, the control unit (9) may determine effectiveness of performing regeneration of the PMF (16).
The control unit (9) may determine that the determined soot load level is between the first soot load threshold value and the second soot load threshold value, then the control unit (9) may be configured to determine the plurality of operating parameters of the engine, for determining effectiveness of regeneration of the PMF (16). For example, one of the plurality of operating parameters may be the engine rpm, where the control unit (9) may determine whether the engine (10) is running at a threshold value required for regulating passive regeneration of the PMF (16). In case the control unit (9) determines that the engine (10) is lower than the threshold value required for regulating passive regeneration of the PMF (16), then the control unit (9) may be configured to transmit an actuation signal to the engine control module (7) for operating the engine (10) based on determined effectiveness for regulating regeneration of the particulate matter filter (PMF (16)). In an embodiment, the system may include an indication device (12), which may be interfaced with the engine control module (7) and communicatively coupled to the control unit (9). The indication device (12) may be adapted to indicate and/or display the actuation signal transmitted by the control unit (9), for changing and/or operating the engine (10) and regulate

passive regeneration of the PMF (16). For example, the control unit (9) on determining the engine rpm to be lower than the threshold value, the control unit (9) may transmit the actuation signal to the engine control module (7) for varying the engine rpm, where such actuation signal may be indicated by the indication device (12) for reference of a user of the vehicle. Based on the actuation signal from the control unit (9), the engine control module (7) may vary the engine rpm to be comparable with the threshold value, for passive regeneration of the PMF (16). In an embodiment, the engine control module (7) may be adapted to vary the engine rpm by transmitting a signal to the transmission unit (8). For instance, when the transmission unit (8) is an automatic transmission unit, then the signal from the engine control module (7) may be indicated to the user and the engine speed may be selectively varied to the threshold value, for passive regeneration of the PMF (16). In case of manual transmission, the signal from the engine control module (7) may be indicated to the user through the indication device (12), for selectively varying or shifting gears of the manual transmission so that, the engine speed may be comparable with the threshold value for passive regeneration of the PMF (16).
In an embodiment, the control unit (9) may be configured to indicate the optimal route for effective regeneration based on the terrain information of the vehicle and based on determined effectiveness of regeneration. For instance, the control unit (9) may be configured to indicate at least one specific stretch along the route of the vehicle. For example, the control unit (9) may be configured to indicate at least one alternative routes to the driver for regeneration of the particulate matter filter (16).
In an embodiment, the plurality of operating parameters may be received by the control unit (9) before determining the soot load level and wherein the at least one parameter of the plurality of operating parameters that is compared with the threshold value may be received after determining the soot load level. At least one parameter of the plurality of operating parameters that is compared with the threshold value may be received by the control unit (9) before determining the soot load level.
Referring now to figure 2, which is an exemplary block diagram illustrating the system and the engine (10) of the vehicle. In an embodiment, the engine control module (7) may be

communicatively connected to the control unit (9) and may be connected to the engine. The exhaust gas from the engine (10) passes the fuel injector (14), followed by the exhaust aftertreatment unit (13) of the vehicle, where the exhaust gas passes through a catalyst unit (15) and then enters the PMF (16) for soot filtration. For example, the fuel injector (14) may be configured to inject fuel into the exhaust gas for active regeneration when the control unit (9) transmits an actuation signal for active regeneration. The plurality of operating parameters of the engine (10) are collected by the engine control module (7) as signals. The signals of the plurality of operating parameters may be transmitted as at least one of electronic signals or as electrical signals. The control unit (9) transmits actuation commands to the engine control module (7) to regulate the passive regeneration of the PMF (16) based on the soot load level comparison and the plurality of operating parameters.
In an embodiment, the control unit (9) may be configured to receive terrain information of the vehicle from a vehicle navigation module (11). The vehicle navigation module (11) is interfaced with the control unit (9) and the engine control module (7). The engine control module (7) is configured to determine the change in operating condition of the engine (10) required for regulating the temperature of the exhaust gas based on terrain information received from the vehicle navigation module (11) for regeneration of the PMF (16). The control unit (9) may further be configured to determine change in operating condition of the engine (10) required for regulating the temperature of the exhaust gas based on terrain information received from the vehicle navigation module (11) for regeneration of the PMF (16). The terrain information of vehicle incudes but not limited to, trip details of the vehicle such as travel route, road conditions of the travel route and the like. For example, the control unit (9) may be configured to transmit an actuation signal (such as a gear shift signal) to the engine control module to control at least one of the plurality of operating parameters, when the soot load level is in between the first soot load threshold value and the second soot load threshold value and the terrain information indicates a highway stretch approaching. The actuation signal may aid the engine (10) to achieve required exhaust temperature by shifting the gear for passive regeneration of the PMF (16).
In an embodiment, the control unit (9) may be a centralised control unit of the vehicle or may be a dedicated control unit to the system associated with the centralised control unit of the vehicle. The control unit (9) may also be associated with other control units including, but not limited to,

body control unit, engine control unit, transmission control unit, and the like. The control unit (9) may be comprised of a processing unit. The processing unit may comprise at least one data processor for executing program components for executing user- or system-generated requests. The processing unit may be a specialized processing unit such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing unit may be implemented using a mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.
The control unit (9) may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing system interface (SCSI), etc. The memory drives may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc.
Referring now to Figure 3 which is an exemplary embodiment of the present disclosure illustrating a flow chart of a method for regulating passive regeneration of a particulate matter filter (PMF (16)) in an exhaust gas aftertreatment system of a vehicle. In an embodiment, the method may be implemented in any diesel vehicle including, but not limited to, light, medium and heavy-duty commercial vehicles, passenger vehicles, construction equipment, stationary diesel power units and the like.
The method may describe in the general context of processor executable instructions in the control unit (9). Generally, the executable instructions may include routines, programs, objects,

components, data structures, procedures, modules, and functions, which perform particular functions or implement particular abstract data types.
The order in which the method is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.
At block 301, the control unit (9) which is communicatively coupled to the one or more sensors (1) positioned across the vehicle, receives the plurality of signals pertaining to the plurality of operating parameters of the engine. The one or more sensors (1) transmit the signals to the engine control module (7) of the vehicle and the control unit (9) receives the signals of plurality of operating parameters from the engine control module (7). The control unit (9) may be configured to process and determine real-time values of each parameter of the plurality of operating parameters of the engine (10) upon receiving the plurality of signals from the engine control module (7).
At block 302, the control unit (9) may be configured to determine the soot load level based on the plurality of operating parameters determined from the plurality of signals transmitted by the engine control module (7). The control unit (9) may be configured to estimate the soot load level based on the plurality of operating parameters such as engine speed, torque, vehicle speed, temperature of the exhaust gas before the PMF (16), temperature of the exhaust gas exiting the PMF (16), volume of the exhaust gas entering the PMF (16), volume of the exhaust gas exiting the PMF (16), and the like. In the illustrative embodiment, the soot load level may be referred to as volume of soot being deposited in the PMF (16), which may increase with varying operating parameters of the engine (10) and in-turn that of the vehicle. The soot load level may be determined by the control unit (9) in real-time, based on the plurality of operating parameters of the engine (10) and the vehicle.
At block 303, the control unit (9) may be configured to compare the determined soot load level with the first soot load threshold value and the second soot load threshold value. In the illustrative

embodiment, the first soot load threshold value is numerically lesser than the second soot load threshold value, where each of the first soot load threshold value and the second soot load threshold value are quantized to be comparable with the determined soot load level. i.e., for instance, each of the first soot load threshold value, the second soot load threshold value and the determined soot load level may in terms of volumetric percentage of soot deposited in the PMF (16), where such levels may be in other forms including, but not limited to, weight percent, area percent, among others for comparison.
The control unit (9) on comparing the determined soot load level with the first soot load threshold value may determine effectiveness for regulating passive regeneration of the PMF (16), as seen in block 304. For instance, when the determined soot load level is less than the first soot load threshold value, the control unit (9) may determine that effectiveness of regeneration of the PMF (16) to be low, as the determined soot load level is less than minimum soot level in the PMF (16) which may be processed for regeneration in passive mode. Also, when the determined soot load level is more than the second soot load threshold value, the control unit (9) may determine that effectiveness of regeneration of the PMF (16) to be low, as the determined soot load level is greater than maximum soot level in the PMF (16) which may be processed for regeneration in passive mode. To ensure passive regeneration of the PMF (16), the control unit (9) may be configured to compare the determined soot load level with each of the first soot load threshold value and the second soot load threshold value and generate the actuation signal only when the determined soot load level is greater than the first soot load threshold value and less than the second soot load threshold value.
In an embodiment, the control unit (9) may be configured to determine effectiveness of passive regeneration to be optimal when the determined soot load level is greater than the first soot load threshold value and when the determined soot load level is less than the second soot load threshold value. For example, the control unit (9) may determine effectiveness of passive regeneration based on compared soot load level and exhaust gas temperature of the engine. The control unit (9) may determine at least one operating parameter of the plurality of operating parameters such as speed of the vehicle, speed of the engine, load acting on the engine, travel terrain of the vehicle, air-fuel ratio of an injector coupled to the engine, temperature of the exhaust gas from the engine, temperature of the exhaust gas in the aftertreatment system, grade of fuel being supplied to the

engine, and soot capacity of the PMF (16) and the like, for determining effectiveness of passive regeneration. In the illustrative embodiment, the control unit (9) is configured to determine the soot load level based on at least one of differential pressure of exhaust gas across the particulate matter filter (PMF (16)), gradient temperature of the exhaust gas at the particulate matter filter (PMF (16)), and volume of the exhaust gas flowing through the particulate matter filter (16), to determine effectiveness of passive regeneration of the PMF (16). The differential pressure of exhaust gas may be collected using a differential pressure sensor (5). In an embodiment, the control unit (9) on determining temperature of the exhaust gas from the engine (10) to be lower than a threshold exhaust temperature and brake specific fuel consumption, to determine effectiveness for regulating passive regeneration of the particulate matter filter (PMF (16)), then the control unit (9) may transmit the actuation signal to the engine control module (7) for varying the exhaust temperature of the engine, to ensure effectiveness of passive regeneration of the PMF (16). Such variation in temperature of the exhaust gas of the engine (10) may be obtained by varying operating parameters including, but not limited to, the engine rpm, air-fuel ratio supplied to the engine, torque from the engine, among others.
At block 305, the control unit (9) may be configured to transmit the actuation signal for varying at least one parameter of the plurality of operating parameters of the engine (10) based on the determined effectiveness of passive regeneration of the PMF (16). For example, the control unit (9) may transmit the actuation signal to the engine control module (7) for shifting the gear in the transmission unit (8) of the vehicle. Further, the control unit (9) may be configured to transmit a change in engine state signal on the indication device (12) to shift the gear of the vehicle when the transmission of the vehicle is a manual transmission type. The control unit (9) may be configured to utilize terrain information of the vehicle from a vehicle navigation module (11) interfaced with the engine control module (7) to transmit actuation signal for varying at least one parameter of the plurality of operating parameters of the engine.
In an embodiment, the system indicates real-time status of the PMF (16) based on the soot load level determined by the control unit (9). for example, the status of the PMF (16) can include low, medium, high soot load indications depicting the real-time status of PMF (16) to the driver [or a user or an operator] driving the vehicle.
Table 1:

S. No Speed (rpm) Torque (Nm) Engine out Soot Exhaust gas Brake concentration temperature (°C) specific fuel (mg/m3) consumption
(gm/kW-hr)
1 2500 – 3000 120 – 170 5 – 10 400 – 450 220 – 210
2 2000 – 2500 170 – 200 1 – 2 410 – 450 200 – 210
3 1500 – 2000 200 – 240 0.5 – 1 490 – 470 220 – 210
Referring now to Table 1, which illustrates the tabular data representing correlation between engine speed, torque, reduction in engine out soot concentration, exhaust gas temperature and brake specific fuel consumption (BSFC) when the proposed method is utilized. For example, when the engine (10) is running at 2500 to 3000 rpm and a torque of 120 to 170 Nm, the soot load may be around 5 to 10 mg/m3, the exhaust gas temperature may be around 400 to 450˚C, the BSFC may be around 220 to 210 gm/kW-hr. Whereas, when the rpm is reduced to 2000 to 2500 rpm and the torque is increased to 170 to 200 Nm, the soot load may be reduced to 1 to 2 mg/ m3, the exhaust gas temperature may be around 410 to 450˚C, the BSFC may be around 200 to 210 gm/kW-hr. Similarly, when the rpm is decreased to 1500 to 2000 rpm, and the torque is increased to 200 to 240 Nm, the soot load may be reduced to 0.5 to 1 mg/m3, the exhaust gas temperature may be around 490 to 470 ˚C, the BSFC may be around 220 to 210 gm/kW-hr. The tabular data infers that the proposed method aids to achieve higher exhaust temperature for regeneration even at low-speed conditions without increasing break specific fuel consumption.
EQUIVALENTS
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms

(e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (100) having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (100) having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”

In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
Referral Numeral:

System 100
One or more sensors 1
Temperature sensor 2
Torque sensor 3
speed sensor 4
Differential pressure sensor 5
Fuel sensor 6
Engine control module 7
Transmission unit 8
Control unit 9
Engine 10
Vehicle navigation module 11
Indication device 12
Exhaust aftertreatment unit 13

Active regeneration – fuel injector 14
Catalyst unit 15
Particulate matter filter (PMF) 16
Method steps 301-305

We Claim:
1. A method for regulating regeneration of a particulate matter filter (PMF) in an exhaust gas
aftertreatment system of a vehicle, the method comprising:
receiving, by a control unit (9), a plurality of signals from an engine control module (7) communicatively coupled to an engine (10) and the control unit (9);
determining, by the control unit (9), a soot load level in the particulate matter filter (PMF (16)) from the plurality of signals received from the engine control module (7);
comparing, by the control unit (9), the determined soot load level with a first soot load threshold value and a second soot load threshold value;
determining, by the control unit (9), effectiveness in regeneration of the particulate matter filter (PMF (16)) based on at least one of the compared soot load level and the plurality of signals from the engine control module (7); and
transmitting, by the control unit (9), an actuation signal to the engine control module (7) for operating the engine (10) based on determined effectiveness for regulating regeneration of the particulate matter filter (PMF (16)).
2. The method as claimed in claim 1, wherein the plurality of signals correspond to a plurality
of operating parameters determined by the engine control module (7), and wherein the
plurality of operating parameters include from a group consisting of, speed of the vehicle,
speed of the engine, engine torque, air-fuel ratio, exhaust gas temperature, exhaust gas
temperature in aftertreatment system, volume of exhaust gas flowing through the
particulate matter filter (PMF (16)), fuel grade, and soot capacity of the particulate matter
filter.
3. The method as claimed in claim 1, wherein the control unit (9) is configured to determine
the soot load level based on at least one of differential pressure of exhaust gas across the
particulate matter filter (PMF (16)), gradient temperature of the exhaust gas at the
particulate matter filter (PMF (16)), and volume of the exhaust gas flowing through the
particulate matter filter (16).

4. The method as claimed in claim 1, wherein the control unit (9) is configured to regulate the regeneration of the particulate matter filter (16) in passive mode.
5. The method as claimed in claim 4, wherein the control unit (9) is configured to determine effectiveness for regulating regeneration of the particulate matter filter (PMF (16)) based on the plurality of operating parameters of the engine, when the determined soot load level is greater than the first soot load threshold value and the determined soot load level is less than the second soot load threshold value.
6. The method as claimed in claim 5, wherein the control unit (9) is configured to compare the temperature of the exhaust gas from the engine (10) with a threshold exhaust temperature and brake specific fuel consumption, to determine effectiveness for regulating regeneration of the particulate matter filter (PMF (16)).
7. The method as claimed in claim 6, comprises receiving, by the control unit (9), terrain information from a vehicle navigation module (11), wherein the vehicle navigation module (11) is interfaced with the control unit (9) and the engine control module (7).
8. The method as claimed in claim 7, wherein determining, by the control unit (9), change in operating condition of the engine (10) required for regulating the temperature of the exhaust gas based on terrain information received from the vehicle navigation module (11) for regeneration of the particulate matter filter (PMF (16)).
9. The method as claimed in claim 8, comprises, indicating, by the control unit (9), to change engine state through an indication device (12), to change in operating condition of the engine (10) for regeneration of the particulate matter filter (PMF (16)) based on terrain information.
10. An exhaust gas aftertreatment system of a vehicle for regulating regeneration of a particulate matter filter (PMF (16)), the system configured to perform the method steps as claimed in claims 1-10.