Abstract: A selective catalytic reduction (SCR) system includes an exhaust pipe for receiving an exhaust gas from an engine. A selective catalytic reduction (SCR) unit is provided downstream of the exhaust pipe. A first mixing element including a meshed body defines a first surface, a second surface, and a plurality of openings extending from the first surface to the second surface. The first surface and second surface are parallel to each other and define an angle relative to a flow direction of the exhaust flow. The angle is less than 90 degrees.

Abstract: Exemplary embodiments of the present invention are directed towards an apparatus and method for control of fluid flow through a conduit of an exhaust system for an engine, particularly prior to an exhaust treatment device. In one embodiment, a fluid flow control device for receiving and guiding exhaust gas from an engine towards an exhaust gas treatment device is provided. The fluid flow control device includes a nozzle disposed within an exhaust conduit of the engine. The nozzle includes an inlet opening and an outlet opening for forming a first flow path through the nozzle. The nozzle is spaced from the exhaust conduit for forming a second flow path between the nozzle and the exhaust conduit. The fluid flow control device also includes an injector disposed adjacent the nozzle. The injector may be oriented to direct a pressurized fluid to the first or second flow path.

Abstract: An EGR system compensates for differing EGR flows and/or exhaust temperatures and can maintain the cooler exit temperature above the critical temperature, thereby reducing the possibility of EGR cooler fouling. A plurality of exhaust gas recirculation cooler modules is disposed between an exhaust gas passage and an air passage. The cooler modules receive exhaust gas from the exhaust gas passage and supply the received exhaust gas to the air passage for recirculation into an intake manifold. Each of the cooler modules includes a cooler portion, a bypass portion, and a flow control device. The cooler portion and the bypass portion are arranged such that fluid flowing through the cooler portion and the bypass portion flows therethrough without flowing through the other of the cooler portion and the bypass portion. The cooler portion reduces a temperature of the fluid flowing through the cooler portion.

Abstract: An exhaust after-treatment system for a vehicle including a dosing agent that is selectively injected into an exhaust from a dosing agent supply includes a first module that determines a level of a dosing agent source. A second module selectively impedes vehicle operation by adjusting an engine operating mode if the level of said dosing agent source is below a threshold level.

Abstract: A selective catalytic reduction (SCR) system includes an exhaust pipe for receiving an exhaust gas from an engine. A selective catalytic reduction (SCR) unit is provided downstream of the exhaust pipe. A first mixing element including a meshed body defines a first surface, a second surface, and a plurality of openings extending from the first surface to the second surface. The first surface and second surface are parallel to each other and define an angle relative to a flow direction of the exhaust flow. The angle is less than 90 degrees.

Abstract: Exemplary embodiments of the present invention are directed towards an apparatus and method for control of fluid flow through a conduit of an exhaust system for an engine, particularly prior to an exhaust treatment device. In one embodiment, a fluid flow control device for receiving and guiding exhaust gas from an engine towards an exhaust gas treatment device is provided. The fluid flow control device includes a nozzle disposed within an exhaust conduit of the engine. The nozzle includes an inlet opening and an outlet opening for forming a first flow path through the nozzle. The nozzle is spaced from the exhaust conduit for forming a second flow path between the nozzle and the exhaust conduit. The fluid flow control device also includes an injector disposed adjacent the nozzle. The injector may be oriented to direct a pressurized fluid to the first or second flow path.

Abstract: An EGR system compensates for differing EGR flows and/or exhaust temperatures and can maintain the cooler exit temperature above the critical temperature, thereby reducing the possibility of EGR cooler fouling. A plurality of exhaust gas recirculation cooler modules is disposed between an exhaust gas passage and an air passage. The cooler modules receive exhaust gas from the exhaust gas passage and supply the received exhaust gas to the air passage for recirculation into an intake manifold. Each of the cooler modules includes a cooler portion, a bypass portion, and a flow control device. The cooler portion and the bypass portion are arranged such that fluid flowing through the cooler portion and the bypass portion flows therethrough without flowing through the other of the cooler portion and the bypass portion. The cooler portion reduces a temperature of the fluid flowing through the cooler portion.

Abstract: A power system includes a device configured to store pressurized fuel. An air motor having an air motor output member is in fluid communication with the storage device, and is configured to transfer the mechanical energy of the fuel to the air motor output member. A chemical energy conversion system is in fluid communication with the air motor to receive fuel therefrom. The chemical energy conversion system is configured to convert the chemical energy of the fuel to another form of energy, such as mechanical energy or electrical energy.

Abstract: A control system and method for an exhaust gas recirculation (EGR) system of an engine includes a first sensor that senses fresh mass air flow, a second sensor that senses charge air flow, where the charge air flow is based on the fresh mass air flow and EGR exhaust flow, and a calculation module that determines a difference between the fresh mass airflow and the charge air flow and generates an EGR valve control signal based on the difference.

Abstract: A method for calibrating an engine is provided. The engine includes a cylinder for combustion of a fuel. The method includes setting combustion parameters of the engine, detecting a combustion noise during combustion proximate to the cylinder, detecting an engine sound radiated from the engine during combustion, adjusting the combustion parameters and repeating the steps of detecting a combustion noise and detecting an engine sound. The method further includes generating a relationship between the combustion noises and the engine sounds, determining a combustion noise level that correlates to a predefined engine sound threshold from the relationship, adjusting a speed of the engine and a load on the engine and repeating the previous steps to determine a combustion noise level for each engine speed and engine load setting, and calibrating the engine using the combustion noise levels.

Abstract: A control system and method for an exhaust gas recirculation (EGR) system of an engine includes a first sensor that senses fresh mass air flow, a second sensor that senses charge air flow, where the charge air flow is based on the fresh mass air flow and EGR exhaust flow, and a calculation module that determines a difference between the fresh mass airflow and the charge air flow and generates an EGR valve control signal based on the difference.

Abstract: An exhaust after-treatment system for a vehicle including a dosing agent that is selectively injected into an exhaust from a dosing agent supply includes a first module that determines a level of a dosing agent source. A second module selectively impedes vehicle operation by adjusting an engine operating mode if the level of said dosing agent source is below a threshold level.

Abstract: A direct injection fuel injector system includes a fuel injector defining nozzle holes in an optimized cluster configuration. Each hole of a conventional multi-hole nozzle is replaced by two smaller, closely spaced holes in a two-hole-per-cluster configuration. The holes within a cluster are configured one above the other, in two horizontal planes or rows, spaced a distance apart from one another. The distance “d” between the nozzle holes in the cluster configuration, the clustered plume angle “?”, which is the angular separation between the centerlines of the nozzle holes, as well as the included spray angle “?”, are optimized through computational fluid dynamics and combustion modeling so that an optimal compromise can be found between liquid penetration, spray penetration and air entrainment, whereby to minimize soot emissions.

Abstract: An engine control system that having an exhaust gas recirculation (EGR) valve includes a first module that determines an EGR error and a second module that calculates a fuel injection timing based on the EGR error. Operation of an engine is regulated based on the fuel injection timing to reduce emissions during transient operation of the engine.

Abstract: An air intake system for an internal combustion engine includes a manifold defining a chamber in which air is distributed to a plurality of engine cylinders. The chamber includes an inlet and a plurality of outlets, each outlet providing fluid communication between the chamber and an engine cylinder. Each of the plurality of outlets is substantially the same distance from the inlet to provide more consistent gas flow rates through the outlets. The air intake system preferably includes a plurality of runners. Each of the plurality of runners defines a passageway that interconnects one of the outlets to a respective engine cylinder. Each passageway is characterized by the same length and the same cross sectional area.

Abstract: Dual-lobed cams mounted on the intake camshaft of a diesel engine selectively retard timing of the intake valve closure. The purpose of retarding timing of the intake valves is to retard valve closing sufficiently to shorten the effective compression strokes of the pistons and thus reduce the effective compression ratio. This occurs when the intake valves remain open past piston bottom dead center for a desired period into the normal compression stroke phase of engine operation. This reduces compression pressures so that combustion temperatures are reduced and exhaust emissions, primarily NOx, may be thus limited under conditions of warmed-up engine operation. Dual-lobed cams may also be employed to retard timing of the intake valve opening to throttle admitted air during cold running conditions to effect higher in-cylinder charge temperatures to reduce hydrocarbon and white smoke emissions due to poor ignition and incomplete combustion.