Abstract: An exhaust header having a recessed sealing surface that receives an annular graphite gasket for affecting a fluid tight seal. The exhaust header further includes one or more exhaust head pipe flanges and one or more exhaust head pipes. Each exhaust head pipe flange is fixedly attached to one of the exhaust head pipes to form a passageway through the exhaust header. During installation, each exhaust head pipe flange is aligned with a passageway from an exhaust port of an internal combustion engine. A one to one registration between the exhaust head pipe flanges and the exhaust ports is achieved. The gasket circumscribes the exhaust port when the exhaust header is aligned with the surface of the internal combustion engine. Torquing of one or more fasteners compresses the gasket against the surface of the internal combustion engine to form the fluid tight seal between the passageways of the exhaust port and the exhaust header.

Abstract: An electronic control unit of an internal combustion engine calculates a basic post-injection quantity of temperature increasing means if a deposition quantity of particulate matters deposited on a diesel particulate filter (DPF) exceeds a predetermined value. Then, a final post-injection quantity is calculated by correcting the basic post-injection quantity based on a temperature correction value, which is calculated by multiplying a deviation between DPF upstream exhaust gas temperature and target temperature and past temperature correction values by feedback gains. The feedback gains are switched in accordance with a delay in an exhaust gas temperature change in a present operating state, based on an intake air quantity sensed by an air flow meter. Thus, response can be improved, while maintaining stability.

Abstract: Process for the decontamination of the emissions from an internal combustion engine (1), the exhaust line (5) of which is equipped with a particle filter (7), characterized in that an NOx trap additive is added to the fuel, so that the said additive is found trapped within the soot, and in that, at the time of the regenerations of the particle filter (7), the engine (1) is controlled with a richness balance according to at least one alternation of a lean-mixture phase and of a rich-mixture phase, in order to bring about the adsorption of the NO2 from the exhaust gases by the said additive during the lean-mixture phase or phases and to bring about the oxidation of the soot particles by the adsorbed NO2 during the rich-mixture phase or phases. Device for the implementation of this process.

Abstract: A regeneration control device which regenerates a filter (13) by increasing an exhaust gas temperature to burn exhaust gas particulates trapped in the filter, is disclosed. The filter (13) traps particulate matter in exhaust gas from an engine (1). The regeneration control device suppresses fuel cost-performance impairment due to filter regeneration. The regeneration control device has a load detection sensor (31) which detects an engine load and a microcomputer-based controller (22).

Abstract: An engine output control system includes an engine ECU having a fundamental ignition timing map, a fundamental fuel injection quantity map, a target throttle angle determination unit for determining a target throttle angle of an exhaust control valve, an exhaust control valve diagnosis unit for diagnosing operation of the exhaust control valve, an ignition timing map to be used during an abnormality for determining fundamental ignition timing when the exhaust control valve operates abnormally, and an abnormal fuel injection thinning-out table for determining a reduced rate of fuel injection when the exhaust control valve has been diagnosed as abnormal. The exhaust control valve driving unit supplies a driving current to an actuator in such a manner that the target throttle angle notified by the engine ECU coincides with actual valve throttle angle. The system is capable of obtaining sufficient traveling performance even when an exhaust control valve has is operating abnormally.

Abstract: Method, system, and controller for controlling fuel included within exhaust gases to facilitate regeneration of a particulate filter. The method, system, and controller being applicable in systems having an engine which emits exhaust gases having particulates which are captured by the particulate filter.

Abstract: A filter (10) which traps particulate matter contained in the exhaust gas of a diesel engine (20) for a vehicle is regenerated by fuel injection control. A controller (16) calculates a representative value of the operating condition of the diesel engine (20) during a latest predetermined time period, and determines the traveling condition of the vehicle on the basis of this representative value. When the representative value corresponds to a highway traveling condition, fuel injection control is performed in accordance with a pattern for burning all of the particulate matter trapped in the filter (10). Under any other conditions, fuel injection control is performed in accordance with another pattern. Hence optimum filter regeneration can be performed depending on the traveling condition of the vehicle.

Abstract: Apparatus and a method for controlling gas flow into a combustion engine exhaust gas filter e.g., to control filter temperatures during filter regeneration, comprising providing a fluidic exhaust stream diverter proximate to and centrally of the inlet face of the filter and activating the fluidic diverter to divert exhaust gas flow away from central filter portions toward peripheral filter portions.

Abstract: A control system for an internal combustion engine, which is capable of reducing exhaust emissions during and after the start of the engine. A control system is capable of changing the valve-closing timing of intake valves relative to the valve-opening timing thereof as desired using a variable intake valve actuation assembly. The control system includes an ECU. The ECU sets a target auxiliary intake cam phase to a start value that sets the valve-closing timing of the intake valves to retarded-closing timing, during starting of the engine, and to a catalyst warmup value that sets the same to timing closer to timing in the Otto cycle operation, during catalyst warmup control after the start of the engine.

Abstract: In one embodiment, a method of reducing NOx contaminant in an exhaust stream includes: introducing diesel fuel and an oxidant to a reformer to produce a reformer effluent comprising hydrogen and nitrogen, introducing the reformer effluent to a non-thermal plasma reactor to produce ammonia, and introducing an exhaust stream and the ammonia to a SCR catalyst, whereby the NOx contaminant reacts with the ammonia.

Abstract: A reductant dosing control system, for use in a Selective Catalytic Reduction (SCR) system of a motor vehicle includes an input receiving a NOx feedback signal from an NOx sensor provided to the SCR system. A base dosing module calculates a required quantity of reductant to inject in front of a SCR catalyst of the SCR system based on the NOx feedback signal. The SCR catalyst has ammonia storage properties. An output signals a reductant metering mechanism to periodically or continuously inject excess reductant based on the required quantity of reductant.

Abstract: An exhaust gas system of a vehicular internal combustion engine comprises a plurality of exhaust gas catalytic converters having different working temperature ranges. Depending on the temperature of the exhaust gas the latter is directed to the one or those converters into whose working temperature range the exhaust gas temperature falls.

Abstract: A filter differential pressure, which is the difference between the inlet pressure and the outlet pressure of a DPM filter (11), is determined, and switching is performed in accordance with the regeneration condition of the DPM filter (11) between a first trapped DPM amount calculation process for estimating the trapped DPM amount after complete regeneration, in which all of the DPM trapped in the DPM filter (11) is burned, and a second trapped DPM amount calculation process for estimating the trapped DPM amount when a part of the DPM trapped in the DPM filter (11) has been burned away. The trapped DPM amount in the DPM filter (11) is estimated on the basis of the filter differential pressure using one of the first and second trapped DPM amount calculation processes.

Abstract: An electronic control unit (ECU) calculates a pressure loss in an exhaust passage downstream of a diesel particulate filter (DPF) fluctuating in accordance with an operating state of an engine based on the operating state as a pressure loss in the exhaust passage constituting a part of a difference between an atmospheric pressure and an absolute pressure of exhaust gas flowing through the DPF. The ECU converts a mass flow rate of the exhaust gas flowing through the DPF into a volumetric flow rate based on the obtained absolute pressure. Thus, the volumetric flow rate can be calculated correctly regardless of fluctuation in the operating state, and a deposition state of exhaust particulate matters can be calculated highly accurately. Thus, regeneration of the DPF can be performed at appropriate timing.

Abstract: An exhaust gas purifying system for an engine, including a HC trap catalyst disposed in an exhaust passage and operative to trap HC contained in the exhaust gas, and a control unit being programmed to: upon activating the HC trap catalyst after the engine is started, control a target excess air ratio to a preset value smaller than a normal value to which the target excess air ratio is controlled when the HC trap catalyst is activated, to thereby rise an exhaust gas temperature; and increase the target excess air ratio as the temperature of the HC trap catalyst rises, to thereby increase a heat quantity generated upon oxidation of the HC trapped by the HC trap catalyst.

Abstract: An engine fuel injection control apparatus is configured to alleviate the torque fluctuation that occurs due to deviation of the fuel injection timing from the optimum value when the excess air ratio is changed suddenly from lean to rich, such as when a NOx trapping catalytic converter is subjected to desorption and deoxidation treatment. When the excess air ratio changes by a large amount, the fuel injection timing is adjusted so as to change in accordance with the actual excess air ratio by executing an interpolation calculation based on the target excess air ratio and the actual excess air ratio. During the transient period when the actual excess air ratio is converging toward the target excess air ratio, the fuel injection timing is changed in accordance with the change in the actual excess air ratio and can therefore be set appropriately in relation to the actual excess air ratio.

Abstract: A crankcase ventilation system may include a first exhaust flow path configured to permit flow of main exhaust gases from a combustion chamber of an internal combustion engine and a particulate trap disposed in the first exhaust flow path. The system may also include a second exhaust flow path configured to enable flow of crankcase gases from a crankcase of the internal combustion engine and to merge the crankcase gases with the main exhaust gases at a point in the first exhaust flow path located downstream of the particulate trap.

Abstract: A device for purifying exhaust gases from a combustion engine (1) is provided with a first filter (10) arranged in an exhaust conduit (7) between the engine (1) and an exhaust outlet (8) for removing particular constituents from the exhaust gases, and a recirculation conduit (11) for diverting a part of the exhaust gases passing through the first filter (10) recirculating this part of the exhaust gases to the air intake (2) of the engine. A second filter (30) is arranged between the inlet end (20) of the recirculation conduit and the air intake (2) of the engine. A method for purifying exhaust gases from the combustion engine (1) and using this device to purify exhaust gas, in particular, from a diesel engine, are also provided.

Abstract: A heat shield for an internal combustion engine used in a boat, or other application where engine compartment heat is unwanted, has a water cooled body positioned around, but spaced apart from, the exterior surfaces of the exhaust manifold of the engine. The concavity of the heat shield body fits the manifold and engine closely, to intercept and carry away radiant and convective heat. The shield is held in place by means of a boss which is captured between the exhaust manifold and the exhaust pipe of the engine. The shield enables industrial engines to be adapted to marine use without re-certification to meet environmental regulations.

Abstract: To regenerate a diesel particulate filter (10) which traps particulate matter contained in the exhaust gas of a diesel engine (20), a controller (16) raises the temperature of the exhaust gas through fuel injection control of a fuel injector (23), and thus burns the particulate matter trapped in the filter (10). The controller (16) cumulatively calculates the time during which the temperature of the filter (10) exceeds a target temperature as an effective regeneration time. By estimating the amount of particulate matter remaining in the filter (10) on the basis of the effective regeneration time, the controller (16) estimates the amount of remaining particulate matter with a high degree of precision and without consuming energy, whereupon regeneration of the filter (10) through fuel injection control ends.