Abstract: A method of manufacturing an on-board diagnostic (OBD) limit part and a method of testing to evaluate an OBD system. The method of manufacturing the OBD limit part includes introducing a contaminant to an selective catalytic reduction (SCR) catalyst and contacting the contaminant with the SCR catalyst for a selected period of time. The method of manufacturing utilizes a vessel, the contaminant, and the SCR catalyst. The OBD limit part is a combination of the contaminant and the SCR catalyst within the vessel. The method of testing to evaluate the OBD system includes collecting data related to an exhaust gas before and after the exhaust gas is exposed to the OBD limit part, collecting an indication provided by the OBD system, and comparing the data related to the exhaust gas and the indication provided by the OBD system. The method of testing to evaluate the OBD system utilizes a system that includes an exhaust gas source, a first and a second fluid path, the OBD limit part, and the OBD system.

Abstract: An injector includes an injector body having an upper portion defining a top surface. An injector core is received through the upper portion. The injector core has an interfacing surface that is disposed adjacent and raised with respect to the top surface. A cover member is disposed on the upper portion of the injector body. The cover member has a top wall for receiving at least a portion of the injector core, a side wall extending from at least a portion of the top wall, and a lip that is adapted to be attached to the other of the side wall or the injector body through a snap-fit connection. Upon attachment of the lip to the other of the side wall or the injector body, the top wall of the cover member presses on the interfacing surface of the injector core to restrict an axial movement of the injector core relative to the injector body along the longitudinal axis.

Abstract: An exhaust system for an engine includes an exhaust conduit, a selective catalytic reduction (SCR) device in the exhaust conduit, and a diesel emission fluid (DEF) system. The diesel emission fluid system includes a DEF delivery controller structured to receive a condition signal indicative of a DEF deposition risk condition in the exhaust system, and to command an increased heat energy output of a preheater to preheat DEF to be admitted into the exhaust conduit, such that a temperature of the DEF is increased to a deposition-mitigation temperature. Related methodology and control logic is also disclosed.

Abstract: A temperature control throttle device is provided. The temperature control throttle device includes: at least one throttle; a first pipeline and a second pipeline, wherein, the first pipeline and the second pipeline are connected to the same side of the at least one throttle in an air flow direction in parallel, and wherein the second pipeline is provided with a heat exchanger that heats air flowing through the second pipeline with engine coolant, engine oil or engine exhaust gas as a heat source.

Abstract: A fluid injector for injecting an injection fluid into a hot flow can include a flow structure defining an injection flow channel and configured to extend at least partially into a flow path to introduce the injection fluid into the hot flow in the flow path. The flow structure can include one or more heat resistance features to protect the flow structure and the fluid from heat of the hot flow.

Abstract: Disclosed is a method for selective catalytic reduction operating by desorbing ammonia from at least one storage cartridge in an exhaust line at the output of a motor vehicle engine, the cartridge being arranged in at least one bypass branch of a main line of the exhaust line. The exhaust gas flow rate in the bypass branch is controlled according to an estimated or measured temperature in the bypass branch and a desired amount of ammonia to be injected by desorption estimated in the exhaust line to provide a catalytic reduction of the nitrogen oxides present in the exhaust gas, a temperature of the cartridge being estimated according to the gas flow rate at the temperature estimated or measured during a given time interval and corresponding to an amount of desorbed ammonia equal to the desired amount of ammonia.

Abstract: An aftertreatment system comprises an aftertreatment component. An outlet sensor is positioned downstream of the aftertreatment component. A controller is communicatively coupled to the outlet sensor. The controller is configured to interpret an outlet signal from the outlet sensor. The outlet signal is indicative of a performance of the aftertreatment component. The controller determines if the aftertreatment component has deactivated. In response to determining that the aftertreatment component has deactivated, the controller provides a catalyst active material to at least a portion of the aftertreatment component. The catalyst active material coats at least the portion of the aftertreatment component so as to remanufacture the aftertreatment component.

Abstract: An installation structure of an exhaust gas sensor includes: two exhaust pipes on a downstream side of a multi-cylinder engine; a collecting pipe configured to collect the two exhaust pipes; and an exhaust gas sensor installed in the collecting pipe. Outlets of the two exhaust pipes are connected to the collecting pipe so as to be adjacent to each other. In the collecting pipe, the exhaust gas sensor is installed at a position away from the outlets of the two exhaust pipes in a direction orthogonal to a direction in which the outlets of the two exhaust pipes are adjacent to each other in a sectional view.

Abstract: An SCR system includes at least one catalyst, and an intake conduit. The intake conduit includes an intake conduit first sidewall, at least a portion of which defines a first curvature. An intake conduit second sidewall is coupled to the intake conduit first sidewall so as to define the intake conduit. A catalyst is fluidly coupled to the intake conduit through the intake conduit second sidewall. The intake conduit second sidewall is inclined at a first angle with respect to a longitudinal axis of the SCR system, such that an intake conduit second end cross-section of the intake conduit is smaller than an intake conduit first end cross-section. An intake conduit third sidewall is positioned at the intake conduit second end. The intake conduit is structured to produce an even flow split of the exhaust gas through the intake conduit internal volume towards the catalyst.

Abstract: A method includes determining an amount of particulate mass in a particulate filter of an exhaust aftertreatment system. The method includes, when the amount of particulate mass in the particulate filter is greater than a threshold particulate mass value, receiving engine state information, providing electric power to the particulate filter, and obtaining an impedance value of the particulate filter in response to providing the electric power. The method includes, when the amount of particulate mass in the particulate filter is greater than a threshold particulate mass value, determining a temperature of the particulate filter based on the impedance value, and adjusting a magnitude of the electric power in response to at least one of (i) the temperature of the particulate filter satisfying one or more temperature metrics and (ii) the engine state information satisfying one or more engine state metrics.

Abstract: A method for operating an exhaust gas purification apparatus (10) of a vehicle includes monitoring close-coupled lambda value (Ln) of a close-coupled catalytic converter apparatus (20), operating the close-coupled catalytic converter apparatus (20) with an excess of fuel, monitoring a non-close-coupled lambda value (Lf) of a non-close-coupled catalytic converter apparatus (30), and operating the non-close-coupled catalytic converter apparatus (30) in a stoichiometric method of operation.

Abstract: Disclosed is a method for preventing a risk of freezing in a device for supplying reducing agent to a selective catalytic reduction system in an exhaust line, a freezing temperature specific to the agent being stored in memory, the system including a controller operating the system and emitting pulses to an injector, the controller being inactive when the engine is switched off. With the combustion engine switched off, the controller is woken up at predetermined intervals to initiate an emission of a specific electric pulse to the injector with measurements of a current-strength and voltage of the electric pulse providing a value of the electrical resistance of the injector. A temperature of the reducing agent at the injector is estimated as a function of the measured resistance and, when at least the temperature thus estimated is below the freezing temperature, a purge of the device is initiated.

Abstract: An arrangement of at least two engine-compartment exhaust system components is provided for an internal combustion engine of a motor vehicle. The at least two engine-compartment exhaust system components are arranged one behind the other downstream from the internal combustion engine of the motor vehicle and are connected to one another by means of a first connecting body, so that exhaust gas from the internal combustion engine can be directed in succession through the at least two exhaust system components in the direction of an exhaust system. In addition, the two exhaust system components are also arranged behind a manifold device of the internal combustion engine by means of a second connecting body. A motor vehicle is also provided which comprises at least one such arrangement.

Abstract: Disclosed is a method for control of dosage of a reducing agent into an exhaust stream, which includes: determining at least one sensor signal SNOx from at least one nitrogen oxides NOx sensor arranged downstream of at least one of the one or more reduction catalysts as at least one sensor correction value SNOx_corr, respectively, if: 1) the engine rotates without fuel supply; 2) an exhaust mass flow M?exh is greater than an exhaust mass flow threshold M?exh_th; M?exh>M?exh_th; and 3) the sensor signal SNOx has had a value smaller than a sensor signal threshold SNOx_th; SNOx<SNOx_th; during at least a predetermined time period Tcon; determining at least one adjusted sensor signal SNOx_adj based on the at least one sensor signal SNOx and the at least one sensor correction value SNOx_corr, respectively; and controlling the dosage of the reducing agent based on the at least one adjusted sensor signal SNOx_adj.

Abstract: A system and method for reduction of Nitrogen Oxide emissions from marine engines by converting Nitrogen Oxide into Nitrogen is disclosed. The modular reactive cyclic induction apparatus connects to the exhaust of a conventional diesel marine engine and uses air pressure and the sodium chloride in seawater to create a molecular reaction to break down Nitrogen Oxide into Nitrogen by use of an induction apparatus. The system can also include a loop for removing Carbon Dioxide through electrolysis, and removes other environmental pollutants as well, including for example Sulphur oxides, hydrocarbons, and particulate matter during the process.

Abstract: A NOx adsorber catalyst composition, a NOx adsorber catalyst and its use in an emission treatment system for internal combustion engines, is disclosed. The NOx adsorber catalyst composition a support material and one or more platinum group metals disposed on the support material, wherein the support material comprises a NOx storage enhancer.

Abstract: Methods and systems are provided for an exhaust gas treatment device. In one example, the exhaust gas treatment device comprises an electrochemical cell having a first electrode, a second electrode and an electrolyte provided between the first and second electrodes, wherein the electrochemical cell is configured to convert a first pollutant species, such as nitric oxide, within the exhaust gas to a second pollutant species, such as nitrogen dioxide, such that a concentration of the second pollutant species within the exhaust gases leaving the exhaust gas treatment device is increased relative to the exhaust gases entering the exhaust gas treatment device.

Abstract: This degradation diagnosis device for an exhaust purification system makes it possible to discover degradation of a constituting component in an exhaust purification system at an early stage. The degradation diagnosis device for an exhaust purification system that purifies exhaust gas discharged from an internal combustion engine into an exhaust pipe is provided with: a degradation degree estimation unit that estimates the degree of degradation due to corrosion of a constituting component in the exhaust purification system based on the temperature of exhaust gas and the amount of a reducing agent injected into the exhaust pipe; a determination unit that determines whether the degradation degree estimated by the degradation degree estimation unit exceeds a predetermined threshold; and an output unit that outputs the result of determination made by the determination unit.

Abstract: A turbocharger having a turbine housing including an outer surface and an inner surface defining an exhaust passage, an exhaust inlet port in fluid communication with the exhaust passage, and a tucked exhaust inlet flange surrounding the exhaust inlet port, the exhaust inlet flange including a plurality of bolt holes arranged in a trapezoid shaped bolt pattern.

Abstract: A sensor assembly for use within a flow conduit, the flow conduit configured to receive a treated exhaust of an exhaust treatment system of a work vehicle, includes an exhaust sensor positioned within the flow conduit between the upstream and downstream ends. Moreover, the exhaust sensor is configured to detect an amount of an emission gas present in the treated exhaust. The sensor assembly further includes a sensor shield positioned within the flow conduit upstream of the exhaust sensor. The sensor shield includes a hub and a plurality of flow divider beams extending from the hub. Additionally, the sensor shield creates a wake area downstream of the hub within which a turbulent exhaust flow is generated as the treated exhaust is directed past the sensor shield. Furthermore, the exhaust sensor is configured to receive the turbulent exhaust flow from the wake area.