Abstract: One embodiment is a method including maintaining a count based upon an engine operating condition, determining a soot level based upon a characteristic of a diesel particulate filter, and requesting deSoot based upon the count meeting or exceeding a threshold, or the soot level meeting or exceeding a threshold, or both. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

Abstract: One embodiment is a unique system of EGR catalyzation with reduced EGR heating. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

Abstract: An apparatus, system, and method are disclosed for utilizing engine-generated heat in a NOx-adsorber system. The apparatus may comprise a combustion device generating a heated exhaust stream. The apparatus may include a catalytic component that initiates at least one exhaust conditioning reaction within the heated exhaust stream. The catalytic component is fluidly coupled to the engine with a downpipe segment configured to preserve a minimum temperature at the catalytic component inlet based on specified operating conditions for the combustion device. The apparatus may also include a NOx-adsorber fluidly coupled to the catalytic component with a second downpipe segment.

Abstract: One embodiment is a unique method including determining a temperature of a NOx adsorber. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

Abstract: One embodiment is a method including maintaining a count based upon an engine operating condition, determining a soot level based upon a characteristic of a diesel particulate filter, and requesting deSoot based upon the count meeting or exceeding a threshold, or the soot level meeting or exceeding a threshold, or both. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

Abstract: One embodiment is a system including a controller operable to control fuel injection events. The system is operable in a base mode, and at least one of a deNOx mode, a deSOx mode, and a deSoot mode. The base mode includes a pilot injection pulse, a main injection pulse, a post injection pulse, and a second post injection pulse. The deNOx mode includes a pilot injection pulse, a main injection pulse, and a post injection pulse. The deSOx mode includes a pilot injection pulse, a main injection pulse, a post injection pulse, a second post injection pulse, and a third post injection pulse. The deSoot mode includes a pilot injection pulse, a main injection pulse, a post injection pulse, a second post injection pulse, and a third post injection pulse. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

Abstract: One embodiment is a system operable to control entry of an oxygen sensor into a learning mode. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

Abstract: The invention provides a NOx adsorber aftertreatment system for internal combustion engines which utilizes a plasma fuel converter operatively coupled to at least one NOx adsorber to aid in the regeneration of the NOx adsorber. Fuel and engine exhaust is injected into a plasma fuel converter upstream of a NOx absorber producing reductant such as H2, and CO, which are inlet into the NOx absorber. Reductants such as H2 and CO acting along and together help to efficiently regenerate the NOx Adsorber which in turn releases exhausts products such as CO2 and N2. Using the reductants generated by the plasma fuel converter NOx adsorbers, catalytic soot filter, and the like can be regenerated at exhaust temperatures less than 250° C. The plasma fuel converter, NOx adsorber regenerating aftertreatment system of the present invention may be used with any suitable control system.

Abstract: The present invention provides for an NOx adsorber aftertreatment system for internal combustion engines which utilizes a parallel arrangement of an adsorber catalyst and a bypass. The exhaust flow from the engine is routed through the adsorber during lean operation. At a predetermined regeneration time (for example, when the adsorber catalyst is 20% full), the exhaust gas flow is reduced through the parallel leg that contains the adsorber catalyst to be regenerated (e.g., 20% through the catalyst leg, 80% of the flow to the bypass leg). A quantity of hydrocarbon is injected into the reduced-flow catalyst leg in order to make the mixture rich. Since the flow has been reduced in this leg, only a small fraction of the amount of hydrocarbon that would have been required to make the mixture rich during full flow is required. This will result in a substantial reduction in the fuel penalty incurred for regeneration of the adsorber catalyst.

Abstract: The present invention provides for adsorber catalysts arranged in parallel. The exhaust flow from the engine is divided in a predetermined ratio between the two catalysts during lean operation (e.g. 50-50). At a predetermined regeneration time (for example, when the adsorber catalyst is 20% full), the exhaust gas flow is reduced through the parallel leg that is to be regenerated (e.g. 20-80). A quantity of hydrocarbon is injected into the reduced-flow leg in order to make the mixture rich. Once the leg has been regenerated, the flow distribution between the parallel legs is reversed, and the other catalyst leg is regenerated while the other side (which is now clean) receives the majority of the exhaust flow. Once both catalyst legs have been regenerated, the exhaust flow is adjusted back to normal (e.g. 50-50) until the catalysts are again ready for regeneration and reduction. A catalytic soot filter is positioned downstream from the adsorber.

Abstract: Exhaust flow from an internal combustion engine is divided in a predetermined ratio between two adsorber catalysts arranged in parallel during lean operation. A regeneration cycle time is predetermined and regeneration is accomplished by injecting hydrocarbons into a catalyst leg having a reduced exhaust flow. Upon regeneration of the catalyst, the exhaust gas flow distribution is reversed and the opposite catalyst is regenerated while the regenerated catalyst bears the brunt of the exhaust flow. The exhaust flow then reverts to a normal (e.g. 50—50) flow distribution until another regeneration cycle is warranted. A catalytic soot filter placed upstream of each adsorber is also regenerated by hydrocarbon injection. The addition of the catalytic soot filter provides more time and surface area for the hydrocarbon to react with the oxygen. Some of the diesel fuel is reformulated into hydrogen and carbon monoxide for superior regeneration.

Abstract: The present invention provides for an NOx adsorber aftertreatment system for internal combustion engines which utilizes adsorber catalysts arranged in parallel. The exhaust flow from the engine is divided in a predetermined ratio between the two catalysts during lean operation (e.g. 50-50). At a predetermined regeneration time (for example, when the adsorber catalyst is 20% full), the exhaust gas flow is reduced through the parallel leg that is to be regenerated (e.g., 20% through the leg to be regenerated, 80% of the flow to the other leg). A quantity of hydrocarbon is injected into the reduced-flow leg in order to make the mixture rich. Since the flow has been reduced in this leg, only a small fraction of the amount of hydrocarbon that would have been required to make the mixture rich during full flow is required. This will result in a substantial reduction in the fuel penalty incurred for regeneration of the adsorber catalyst.

Abstract: The present invention provides for an NOx adsorber aftertreatment system for internal combustion engines which utilizes a parallel arrangement of an adsorber catalyst and a bypass. The exhaust flow from the engine is routed through the adsorber during lean operation. At a predetermined regeneration time (for example, when the adsorber catalyst is 20% full), the exhaust gas flow is reduced through the parallel leg that contains the adsorber catalyst to be regenerated (e.g., 20% through the catalyst leg, 80% of the flow to the bypass leg). A quantity of hydrocarbon is injected into the reduced-flow catalyst leg in order to make the mixture rich. Since the flow has been reduced in this leg, only a small fraction of the amount of hydrocarbon that would have been required to make the mixture rich during full flow is required. This will result in a substantial reduction in the fuel penalty incurred for regeneration of the adsorber catalyst.

Abstract: The present invention provides for adsorber catalysts arranged in parallel. The exhaust flow from the engine is divided in a predetermined ratio between the two catalysts during lean operation (e.g. 50-50). At a predetermined regeneration time (for example, when the adsorber catalyst is 20% full), the exhaust gas flow is reduced through the parallel leg that is to be regenerated (e.g. 20-80). A quantity of hydrocarbon is injected into the reduced-flow leg in order to make the mixture rich. Once the leg has been regenerated, the flow distribution between the parallel legs is reversed, and the other catalyst leg is regenerated while the other side (which is now clean) receives the majority of the exhaust flow. Once both catalyst legs have been regenerated, the exhaust flow is adjusted back to normal (e.g. 50-50) until the catalysts are again ready for regeneration and reduction. A catalytic soot filter is positioned upstream from each adsorber.

Abstract: The present invention provides for an NOx adsorber aftertreatment system for internal combustion engines which utilizes adsorber catalysts arranged in parallel. The exhaust flow from the engine is divided in a predetermined ratio between the two catalysts during lean operation (e.g. 50-50). At a predetermined regeneration time (for example, when the adsorber catalyst is 20% full), the exhaust gas flow is reduced through the parallel leg that is to be regenerated (e.g., 20% through the leg to be regenerated, 80% of the flow to the other leg). A quantity of hydrocarbon is injected into the reduced-flow leg in order to make the mixture rich. Since the flow has been reduced in this leg, only a small fraction of the amount of hydrocarbon that would have been required to make the mixture rich during full flow is required. This will result in a substantial reduction in the fuel penalty incurred for regeneration of the adsorber catalyst.

Abstract: The present invention provides for adsorber catalysts arranged in parallel. The exhaust flow from the engine is divided in a predetermined ratio between the two catalysts during lean operation (e.g. 50-50). At a predetermined regeneration time (for example, when the adsorber catalyst is 20% full), the exhaust gas flow is reduced through the parallel leg that is to be regenerated (e.g. 20-80). A quantity of hydrocarbon is injected into the reduced-flow leg in order to make the mixture rich. Once the leg has been regenerated, the flow distribution between the parallel legs is reversed, and the other catalyst leg is regenerated while the other side (which is now clean) receives the majority of the exhaust flow. Once both catalyst legs have been regenerated, the exhaust flow is adjusted back to normal (e.g. 50-50) until the catalysts are again ready for regeneration and reduction. A catalytic soot filter is positioned downstream from the adsorber.

Abstract: A control valve comprising a valve housing including a valve cavity, an inlet means formed in the valve housing for directing fluid into the valve cavity, and an outlet means formed in the valve housing for directing fluid out of the valve cavity. The control valve further includes a valve element mounted for reciprocal movement in the valve cavity between open and closed positions and biased toward the closed position by fluid pressure forces. A valve seat is associated with the valve element which engages the valve seat when in the closed position and permits flow between the valve seat and the valve element when in the open position. A flow force inducing means is positioned adjacent the valve element for redirecting fluid from the inlet means through a predetermined flow path arranged relative to the valve element to cause fluid flow to impact the valve element and create flow induced forces of sufficient magnitude necessary to advantageously counteract the fluid pressure forces.

Abstract: A swirl tip injector nozzle housing is provided for a fuel injector which includes a fuel atomization enhancing feature for creating effective fuel atomization and breakup during discharge from the injector. The fuel atomization enhancing feature includes a plurality of curvilinear spray holes having an angle of curvature equal to approximately 90 degrees. Fuel flowing from the inlet of each spray hole to the outlet is induced, by the 90 degree angle of curvature, to flow through a tangential flow path or swirl within the spray hole causing rapid spreading and breakup of the fuel jet spray upon exiting the outlet of the spray hole. The fuel atomization enhancing feature may also include positioning each spray hole so as to extend orthogonally from the interior surface of the fuel cavity to create optimal entry of the fuel into the tangential flow path.