Abstract: An automotive exhaust aftertreatment system includes a three-way catalyst (TWC) fluidly coupled to an internal combustion engine and a muffler, a selective catalytic reduction (SCR) unit located downstream from the TWC and upstream from the muffler, the SCR unit configured as a NOx catalytic converter and a hydrocarbon (HC) trap, and an electrically heated catalyst (EHC) located downstream from the SCR and upstream from the muffler, the EHC configured as a catalytic converter for the trapped HCs once the HCs are released from the SCR.

Abstract: An automotive exhaust aftertreatment system includes a three-way catalyst (TWC) fluidly coupled to an internal combustion engine and a muffler, a selective catalytic reduction (SCR) unit located downstream from the TWC and upstream from the muffler, the SCR unit configured as a NOx catalytic converter and a hydrocarbon (HC) trap, and an electrically heated catalyst (EHC) located downstream from the SCR and upstream from the muffler, the EHC configured as a catalytic converter for the trapped HCs once the HCs are released from the SCR.

Abstract: Methods and systems are provided for monitoring a change in exhaust particulate filter (PF) soot load during an engine non-combusting condition. In one example, a method may include, responsive to a higher than threshold PF temperature immediately prior to an engine shutdown, estimating a rate of soot burn when the engine is no longer combusting, and estimating a soot load on the PF during and at an onset of immediately subsequent engine start based in part on the rate of soot burn.

Abstract: Methods and systems are provided for monitoring a change in exhaust particulate filter (PF) soot load during an engine non-combusting condition. In one example, a method may include, responsive to a higher than threshold PF temperature immediately prior to an engine shutdown, estimating a rate of soot burn when the engine is no longer combusting, and estimating a soot load on the PF during and at an onset of immediately subsequent engine start based in part on the rate of soot burn.

Abstract: Methods and systems are provided for monitoring a change in exhaust particulate filter (PF) soot load during an engine non-combusting condition. In one example, a method may include, responsive to a higher than threshold PF temperature immediately prior to an engine shutdown, estimating a rate of soot burn when the engine is no longer combusting, and estimating a soot load on the PF during and at an onset of immediately subsequent engine start based in part on the rate of soot burn.

Abstract: Methods and systems are provided for monitoring a change in exhaust particulate filter (PF) soot load during an engine non-combusting condition. In one example, a method may include, responsive to a higher than threshold PF temperature immediately prior to an engine shutdown, estimating a rate of soot burn when the engine is no longer combusting, and estimating a soot load on the PF during and at an onset of immediately subsequent engine start based in part on the rate of soot burn.

Abstract: Methods and systems are provided for optimal operation of a gasoline particulate filter coupled to an engine exhaust system. Based on engine operating conditions, a target soot level on the GPF may be determined, and one or more engine operating parameters may be adjusted to maintain the actual GPF soot level at the target level. In one example, if the actual GPF soot level is lower than the target level, one or more of a fuel injection timing and a fuel rail pressure may be adjusted to increase soot generation, and if the actual GPF soot level is higher than the target level, the GPF may be regenerated until the actual soot level reaches the target level.

Abstract: Methods and systems are provided for optimal operation of a gasoline particulate filter coupled to an engine exhaust system. Based on engine operating conditions, a target soot level on the GPF may be determined, and one or more engine operating parameters may be adjusted to maintain the actual GPF soot level at the target level. In one example, if the actual GPF soot level is lower than the target level, one or more of a fuel injection timing and a fuel rail pressure may be adjusted to increase soot generation, and if the actual GPF soot level is higher than the target level, the GPF may be regenerated until the actual soot level reaches the target level.

Abstract: Embodiments for controlling exhaust oxygen concentration are provided. In one example, an engine method comprises operating the engine with lean combustion, and when exhaust oxygen concentration is below a threshold, injecting air into an exhaust passage between a first emission control device and an SCR device. In this way, excess emissions may be converted while operating with lean combustion.

Abstract: Embodiments for controlling exhaust oxygen concentration are provided. In one example, an engine method comprises operating the engine with lean combustion, and when exhaust oxygen concentration is below a threshold, injecting air into an exhaust passage between a first emission control device and an SCR device. In this way, excess emissions may be converted while operating with lean combustion.