Abstract: Methods and systems for operating an engine during and after regeneration of a particulate filter are described. In one example, exhaust flow is increased and exhaust temperature is decreased in response to ceasing regeneration of a particulate filter so that SCR efficiency may be improved in a short amount of time.

Abstract: An emissions control substrate. The emissions control substrate includes a first end in receipt of exhaust from an engine, and a second end from which exhaust exits the substrate. The second end is opposite to the first end. A plurality of channels are defined by sidewalls. The channels are arranged between the first end and the second end to direct exhaust from the engine through the emissions control substrate. The sidewalls at least one of filter and treat exhaust particulates as the exhaust passes through the sidewalls. The plurality of channels include at least one first channel defined by sidewalls that curve inward along lengths thereof from the first end to the second end.

Abstract: A method for exhaust aftertreatment includes determining a diagnostic condition with respect to a threshold diagnostic condition, determining an SCR efficiency as a ratio of a readout of a first NOx sensor at a first NOx sensing position with respect to a readout of a second NOx sensor at a second NOx sensing position, the first NOx sensing position located about an engine out area within an exhaust stream before a DOC and the second NOx sensing position located about an output of an SCR device within the exhaust stream; and comparing the SCR efficiency to a threshold SCR efficiency range. If the SCR efficiency is less than the threshold SCR efficiency range, then trigger DOC failure for NO oxidation, and if the SCR efficiency is greater than or equal to the threshold SCR efficiency range, then DOC is determined to be operating within specifications.

Abstract: A method of operating a dedicated-EGR engine includes providing a rich air-fuel mixture to a dedicated cylinder; combusting the rich air-fuel mixture in the dedicated cylinder; modeling the combustion of the rich air-fuel mixture in the dedicated cylinder; estimating the composition of the combustion products in the dedicated cylinder based on interpolation of chemical reaction models of stoichiometric and rich combustion. The method further includes mixing the combustion products from the dedicated cylinder with air to produce an intake mixture; estimating a mass fraction of reformate and a mass fraction of burned gas in the intake mixture; providing the intake mixture to the intake ports of all of the cylinders of the dedicated-EGR engine; combusting an air-fuel mixture in a non-dedicated cylinder of the engine; and controlling an engine control parameter based on the estimated mass fractions of reformate and burned gas in the intake mixture.

Abstract: The disclosure refers to a static mixer for use in an exhaust system for a combustion engine and for the mixing of an additive injected into an exhaust system. The mixer consists of a tubular housing encircling a central axis X. The housing comprises an input opening at the end in the direction of central axis X and at the opposite end an outlet opening, whereby the inlet opening is used for the supply of additive injected into the exhaust system. The housing is closed in the section of the inlet opening and in the section of the outlet opening in circumferential direction around the central axis X. The static mixer is designed to generate little counterpressure, to guarantee rapid and complete reducing agent preparation and at the same time to be resistant to production tolerances.

Abstract: A method for estimating efficiency of a particulate filter of a vehicle is provided. The method includes: calculating a first estimated value representing an amount of particulate matters (PM) accumulated in the particulate filter; upon determining to perform regeneration of the particulate filter based on the first estimated value, injecting fuel into the particulate filter and combusting the PM; calculating a second estimated value representing an amount of particulate matters accumulated in the particulate filter after the regeneration; and determining whether a PM accumulation condition of the particulate filter requires user attention based on the second estimated value.

Abstract: An exhaust gas aftertreatment apparatus for an internal combustion engine, in particular a stationary internal combustion engine having at least one catalyst unit for exhaust gases, which is arranged downstream of the internal combustion engine. Exhaust gases from the internal combustion engine can be taken past the at least one catalyst unit by way of a bypass conduit, and the at least one catalyst unit and the bypass conduit are arranged in a common housing. The housing has at least two separate feed conduits for untreated exhaust gas and at least one outlet conduit for exhaust gas treated by the at least one catalyst unit.

Abstract: A system for regenerating an emissions particulate filter that filters particulates from exhaust generated by an engine of a vehicle. The system includes an electric heater and a generator. The electric heater heats the emissions particulate filter to burn off exhaust particulates that have accumulated on the emissions particulate filter. The generator converts kinetic energy of the vehicle into electricity during regenerative braking of the vehicle. Electricity generated by the generator powers the electric heater. Energy used to power the electric heater can also come from engine load shifting.

Abstract: A control apparatus for an internal combustion engine includes an ECU configured to: determine whether a temperature-increasing process is being executed; calculate a target value of a parameter correlated with a difference between a rich air-fuel ratio and a lean air-fuel ratio achieved in the temperature-increasing process, based on an operating state of the internal combustion engine; calculate, as an upper limit, a value of the parameter required to increase the temperature of the catalyst to a predetermined upper limit temperature; determine whether the target value is equal to or lower than the upper limit; adjust the parameter used in the temperature-increasing process to the target value when the target value is determined to be equal to or lower than the upper limit; and adjust the parameter used in the temperature-increasing process to the upper limit when the target value is determined to be higher than the upper limit.

Abstract: An exhaust emission control system is provided, which includes a NOx storage catalyst provided in an exhaust passage of an engine and configured to store NOx, a urea SCR catalyst provided in the exhaust passage, downstream of the NOx storage catalyst, and a NOx reduction controlling module configured to set a NOx reduction condition and, when the NOx reduction condition is satisfied, performs NOx reduction processing in which an air-fuel ratio of exhaust gas is set to be one of near a stoichiometric air-fuel ratio and rich, and the NOx stored in the NOx storage catalyst is reduced, the NOx reduction condition being set looser for the NOx reduction processing performed the first time after the engine is started than the NOx reduction processing performed the second and subsequent times after the engine is started.

Abstract: An exhaust duct has a riser duct section which is connected to an exhaust port having such an inlet port at a lower portion of the riser duct section as is connected to an exhaust port for the combustion gas. The riser duct section extends upward along an external surface of the combustion box. A horizontal direction perpendicular to the front-to-back direction is defined as a lateral direction, then the riser duct section is formed into a flat shape having a smaller dimension in the front-to-back direction than the dimension in the lateral direction. Fluctuations in width between front-side and back-side plate parts of the riser duct section are devised to be restrained, and increase in size can be avoided. The riser duct section has a rail inside the riser duct section, the rail being elongated in the vertical direction and connecting together the front-side and the back-side plate parts.

Abstract: The present disclosure relates to internal combustion engines. The teachings thereof may include monitoring a secondary air system with which secondary air is introduced into exhaust of the internal combustion engine wherein individual cylinders of the internal combustion engine are associated with one of at least two cylinder banks and a separate exhaust duct is associated with each cylinder bank.

Abstract: An apparatus for reducing toxic gases from exhaust of a vehicle comprises a shell disposed in line with an exhaust path of a vehicle and an electrode that passes through the shell. Further, the apparatus comprises a power control system programmed to supply at least 120 kV to the electrode at a predefined pulse rate, which creates an arc of electricity forms between the electrode and a first screen. A substrate coated with an oxidizer is disposed within the shell downstream from the first screen. Further, a second screen is disposed within the shell downstream from the substrate such that the substrate is disposed between the first screen and the second screen.

Abstract: An engine equipped with a turbo supercharger has an exhaust manifold coupled to an engine body, a turbo supercharger including a turbine housing demarcating a turbine chamber and a supply path of exhaust air, and a turbine insulator covering the same, and a manifold insulator covering at least the upper surface of the exhaust manifold and the side surface of the exhaust manifold on the turbo supercharger side. The exhaust manifold has a flange as a connection section with respect to the turbo supercharger. The manifold insulator has a cut-away section exposing a joining surface of the flange, and an opening caused by having the interval between the cut-away edge of the cut-away section and the outer peripheral edge of the flange be relatively wider in a predetermined position than in other positions.

Abstract: A method for heating an operating agent for a rail vehicle, particularly for heating a reducing agent for the after-treatment of exhaust gas. A coolant liquid is pumped through a cooling circuit of the internal combustion engine by a pump when the operating agent heating system is in an operating mode and, also in the operating mode, the coolant liquid can be pumped through a main heating circuit by the pump in order to heat the operating agent in a reservoir. In a preheating mode, the main heating circuit for the operating agent is uncoupled in a substantially fluid-mechanical manner from the cooling circuit of the internal combustion engine. The cooling circuit functions as a first sub-circuit of a preheating circuit and the uncoupled main heating circuit functions as a section of a second sub-circuit of the preheating circuit.

Abstract: An exhaust gas flow after-treatment (AT) system includes first AT device and a second AT device in fluid communication with and positioned in the flow of exhaust gas downstream of the first AT device. The AT system also includes an exhaust passage for carrying the flow of exhaust gas from the first AT device to the second AT device and an injector for introducing a reductant into the exhaust passage. The AT system additionally includes a variable-position mixer arranged within the exhaust passage downstream of the injector. Furthermore, the AT system includes a mechanism configured to regulate the variable-position mixer between and inclusive of a first mixer position configured to increase a swirling motion and turbulence in the exhaust gas flow within the exhaust passage to thereby mix the reductant with the exhaust gas flow, and a second mixer position configured to reduce a backpressure generated by the mixer.

Abstract: An exhaust system for an internal combustion engine, especially for the internal combustion engine of a vehicle, includes an exhaust gas duct (12) carrying an exhaust gas stream (A) and a reactant release arrangement (18) for releasing a reactant ® into the exhaust gas stream (A). A bypass flow generation arrangement (25) generates a bypass flow (M) surrounding the reactant stream ® that is released from the reactant release arrangement (18).

Abstract: An exhaust pipe structure includes a first pipe portion, a second pipe portion, and a third pipe portion. The first pipe portion is arranged below a floor panel of the vehicle, and extends in a horizontal direction in a vehicle side view. The second pipe portion communicates with a front end of the first pipe portion, and has a bottom portion recessed downward below a lower end of the front end and a top portion protruding downward below an upper end of the front end. The third pipe portion communicates with a rear end of the first pipe portion, and has a bottom portion recessed downward below a lower end of the rear end and a top portion protruding downward below an upper end of the rear end.

Abstract: The invention concerns a circuit intended to transfer, by means of a pump, first fluid, such as an aqueous urea solution, from a reservoir to an injector, said circuit also containing a second fluid, such as air, and said circuit comprising, downstream of the pump and of the reservoir, a downstream circuit portion which includes, on the one hand, a main branch which leads to the injector and, on the other hand, bypass branch which returns to the reservoir and which is provided with a double-seat valve designed to selectively and automatically adopt: purge configuration allowing to purge the second fluid through the valve out of the main branch, a pressurized supply configuration allowing to direct the first fluid to the injector under a predetermined working pressure, and a recirculation configuration allowing a recirculation through the bypass branch, and to the reservoir, of the first fluid coming from said reservoir.

Abstract: An exhaust conduit for a marine exhaust system includes an inlet end portion connectable to an exhaust manifold, an outlet end portion that directs exhaust gases toward an exhaust system outlet, a catalytic converter assembly arranged between the inlet and outlet end portions, and inner and outer tubes. The inner tube directs exhaust gases from the exhaust manifold to the catalytic converter assembly, and the outer tube surrounds the inner tube to define a cooling liquid passage between the inner and outer tubes. A flange is secured to the inner and outer tubes at inlet ends thereof, the flange being connectable to an outlet of the exhaust manifold. The inner tube has a uniform diameter between the flange and the catalytic converter assembly, and is welded to the flange independently of the outer tube. First and second welds join the inner and outer tubes to the flange at radially inner and outer faces, respectively, of a flange rim.