Abstract: It is disclosed an electrical interconnection system comprising: i) an interconnection board comprising an intrinsically non elastic substrate, said substrate having a first face and an opposed second face, and at least one conductive track on and/or within at least a portion of said substrate; ii) a stretchable interconnect comprising an intrinsically elastic substrate, said substrate comprising at least one well or groove comprising at least one compliant conductive element therein, said at least one well or groove being configured to accommodate said at least one conductive track of said interconnection board; and iii) at least one bolus of an electrically conductive paste located within said at least one well or groove, configured to electrically connect said at least one compliant conductive element with said at least one conductive track.

Abstract: The invention features a cuff device comprising a support having a first end, a second end and an elongated body in between; connection means for electrical, magnetic and/or fluidic magnetic connection with external devices; at least one of i) an electrode and/or electronic component operatively connected with said connection means configured to electrically interface with a biological tissue and ii) a channel having an inlet, an outlet and an elongated body in between operatively connected with said connection means via said inlet and configured to fluidically interface with a biological tissue via said outlet; and at least one buckle configured to receive said first end and permit the sliding therein of said elongated body so to close and lock the cuff electrode device at desired positions, characterized in that said support is stretchable.

Abstract: A method of controlling an exhaust gas temperature at a particulate filter inlet is disclosed. The particulate filter is located in an exhaust system of an internal combustion engine. The method of controlling exhaust gas temperature at the particulate filter inlet includes a late injection, whose quantity is estimated as function of an exhaust gas volumetric flowrate.

Abstract: An exhaust treatment system to treat exhaust gas includes a particulate filter configured to trap soot contained in the exhaust gas, and a pressure sensor that outputs a pressure signal indicative of a pressure differential of the particulate filter. A soot mass module is configured to determine a soot mass indicative of an amount of soot stored in the particulate filter based on the pressure differential. The soot mass is selectively determined according to a first soot model or a second soot model. An adaptation soot load module corrects the first soot model based on the second soot model such that the first soot model is adapted to the second soot model. A frequency regeneration module determines an actual rate at which the first soot model is corrected. The frequency regeneration module further determines the particulate filter is excessively regenerated based on the actual rate and a threshold.

Abstract: An exhaust treatment system to treat exhaust gas includes a particulate filter configured to trap soot contained in the exhaust gas, and a pressure sensor that outputs a pressure signal indicative of a pressure differential of the particulate filter. A soot mass module is configured to determine a soot mass indicative of an amount of soot stored in the particulate filter based on the pressure differential. The soot mass is selectively determined according to a first soot model or a second soot model. An adaptation soot load module corrects the first soot model based on the second soot model such that the first soot model is adapted to the second soot model. A frequency regeneration module determines an actual rate at which the first soot model is corrected. The frequency regeneration module further determines the particulate filter is excessively regenerated based on the actual rate and a threshold.

Abstract: A method of estimating a variation of a quantity of soot accumulated in a diesel particulate filter coupled to an internal combustion engine is provided. The method includes a passive-regeneration check for checking whether a passive regeneration of the diesel particulate filter is occurring and, if this check yields that a passive regeneration is actually occurring, the method includes determining an initial quantity of soot that was accumulated in the diesel particulate filter when the passive regeneration began and determining a rough variation of the quantity of soot accumulated in the diesel particulate filter. An engine speed and an engine load are determined and, using the engine speed, the engine load, and the initial quantity of soot, a correction is determined. The variation of the quantity of soot accumulated in the diesel particulate filter is calculated as a function of the rough variation and the correction.

Abstract: A method of estimating a total amount of soot in a diesel particulate filter includes monitoring a pressure differential across the diesel particulate filter; monitoring an engine speed and an engine load from an engine in fluid communication with the diesel particulate filter; determining a first soot mass estimate from the monitored pressure differential, the first soot mass estimate having an associated confidence indicator based on the monitored engine speed and engine load; determining a second soot mass estimate from the monitored engine speed and engine load; and outputting the first soot mass estimate if the confidence indicator is above a predetermined threshold, and outputting the second soot mass estimate if the confidence indicator is below the predetermined threshold.

Abstract: A method of estimating a total amount of soot in a diesel particulate filter includes monitoring a pressure differential across the diesel particulate filter; monitoring an engine speed and an engine load from an engine in fluid communication with the diesel particulate filter; determining a first soot mass estimate from the monitored pressure differential, the first soot mass estimate having an associated confidence indicator based on the monitored engine speed and engine load; determining a second soot mass estimate from the monitored engine speed and engine load; and outputting the first soot mass estimate if the confidence indicator is above a predetermined threshold, and outputting the second soot mass estimate if the confidence indicator is below the predetermined threshold.

Abstract: A method and apparatus for controlling a diesel particulate filter is disclosed. The control is carried out with the aid of a soot loading model selected from a plurality of available soot loading models including at least one soot loading physical model which makes use of signals from an exhaust gas pressure sensor. A reliability score is allocated to each soot loading model such that the soot loading model with the best reliability score is used for the diesel particulate filter control. If a DPF parking effect is identified based on an engine shut-off time a DPF inlet temperature either the reliability score of the soot loading physical model or the reliability scores of all remaining (non-physical) soot loading models are changed, and use of the soot loading physical model is avoided or disabled to help the control of the diesel particulate filter.

Abstract: A method of controlling an exhaust gas temperature at a particulate filter inlet is disclosed. The particulate filter is located in an exhaust system of an internal combustion engine. The method of controlling exhaust gas temperature at the particulate filter inlet includes a late injection, whose quantity is estimated as function of an exhaust gas volumetric flowrate.

Abstract: A method of defining a target regeneration temperature setpoint for exhaust gas upstream of a particulate filter of an exhaust gas treatment system includes as defining the regeneration temperature setpoint to include an idle temperature setpoint when the current vehicle operating mode is classified as an idle mode, and defining the regeneration temperature setpoint to include a driving temperature setpoint when the current vehicle operating mode is classified as a driving mode. The idle temperature setpoint and the driving temperature setpoint are derived individually of and separately from each other, and are based on different criteria.

Abstract: A method of controlling an exhaust gas treatment system includes measuring a quantity of fuel used by the vehicle during a defined time period of a regeneration event, and estimating a quantity of particulate matter being burnt from a particulate filter during the defined time period to define a particulate matter burn rate. The quantity of fuel used is compared with the calculated particulate matter burn rate to define a regeneration fuel efficiency ratio. The regeneration fuel efficiency ratio is compared to a minimum regeneration fuel efficiency rate to determine if the regeneration event is an efficient use of fuel or is not an efficient use of fuel. The regeneration event is stopped prior to an estimated completion of the regeneration event when the comparison of the regeneration fuel efficiency ratio to the minimum regeneration fuel efficiency rate indicates that the regeneration event is not an efficient use of fuel.

Abstract: A method of estimating a variation of a quantity of soot accumulated in a diesel particulate filter coupled to an internal combustion engine is provided. The method includes a passive-regeneration check for checking whether a passive regeneration of the diesel particulate filter is occurring and, if this check yields that a passive regeneration is actually occurring, the method includes determining an initial quantity of soot that was accumulated in the diesel particulate filter when the passive regeneration began and determining a rough variation of the quantity of soot accumulated in the diesel particulate filter. An engine speed and an engine load are determined and, using the engine speed, the engine load, and the initial quantity of soot, a correction is determined. The variation of the quantity of soot accumulated in the diesel particulate filter is calculated as a function of the rough variation and the correction.

Abstract: A method of defining a target regeneration temperature setpoint for exhaust gas upstream of a particulate filter of an exhaust gas treatment system includes as defining the regeneration temperature setpoint to include an idle temperature setpoint when the current vehicle operating mode is classified as an idle mode, and defining the regeneration temperature setpoint to include a driving temperature setpoint when the current vehicle operating mode is classified as a driving mode. The idle temperature setpoint and the driving temperature setpoint are derived individually of and separately from each other, and are based on different criteria.

Abstract: A method of controlling an exhaust gas treatment system includes measuring a quantity of fuel used by the vehicle during a defined time period of a regeneration event, and estimating a quantity of particulate matter being burnt from a particulate filter during the defined time period to define a particulate matter burn rate. The quantity of fuel used is compared with the calculated particulate matter burn rate to define a regeneration fuel efficiency ratio. The regeneration fuel efficiency ratio is compared to a minimum regeneration fuel efficiency rate to determine if the regeneration event is an efficient use of fuel or is not an efficient use of fuel. The regeneration event is stopped prior to an estimated completion of the regeneration event when the comparison of the regeneration fuel efficiency ratio to the minimum regeneration fuel efficiency rate indicates that the regeneration event is not an efficient use of fuel.