Abstract: Aspects of the disclosure relate to providing an EGR cooler including a barrier layer applied to EGR cooler components while allowing sufficient heat transfer between exhaust gases and the cooling medium. A barrier layer may be applied onto particular surfaces of the EGR cooler components to prevent deposition of hydrocarbons or soot on the EGR cooler components. In some arrangements, the barrier layer may comprise a refractory solid oxide. In other arrangements, an EGR cooler may comprise a catalytic barrier layer. The catalytic barrier layer may include a refractory solid oxide and a platinum group metal or mixed metal oxide to prevent accumulation of varnish material deposited onto EGR cooler components.

Abstract: Aspects of the disclosure relate to providing an EGR cooler including a barrier layer applied to EGR cooler components while allowing sufficient heat transfer between exhaust gases and the cooling medium. A barrier layer may be applied onto particular surfaces of the EGR cooler components to prevent deposition of hydrocarbons or soot on the EGR cooler components. In some arrangements, the barrier layer may comprise a refractory solid oxide. In other arrangements, an EGR cooler may comprise a catalytic barrier layer. The catalytic barrier layer may include a refractory solid oxide and a platinum group metal or mixed metal oxide to prevent accumulation of varnish material deposited onto EGR cooler components.

Abstract: An engine exhaust aftertreatment system having an organization and arrangement of certain selected components which achieve significant catalytic reduction of the known NOx pollutants (NO and NO2) in tailpipe-out exhaust, while also achieving significant catalytic reduction of sulfate pollutants in tailpipe-out exhaust.

Abstract: Diesel Exhaust Fluid is metered into an engine exhaust gas aftertreatment system having a close coupled SCR catalyst and a main SCR catalyst. The DEF is injected into two injector locations, one upstream of the close coupled SCR catalyst and another upstream of the main SCR catalyst, the quantity of DEF in each injector being based on primarily the temperature at the main SCR catalyst and the mass flow of the NOx through the aftertreatment system. This method of injection enables a relatively better fuel economy outcome while meeting the regulated tailpipe NOx emission levels and the N2O formation limits.

Abstract: A DEF injector is connected to the exhaust system of a vehicle upstream of an SCR catalyst, and is further connected to the ECU or DCU. An exhaust temperature sensor and an exhaust mass flow rate sensor are connected to the ECU or DCU, and further connected to the DEF injector. The ECU or DCU controls the DEF injector based on exhaust temperature and exhaust mass flow rate when the exhaust temperature is above a certain threshold. The DEF injector itself, or a dedicated DEF injector controller, overrides and/or supplements the control logic located within the ECU or DCU to control the DEF injector to inject DEF at reduced rates when the exhaust temperature and/or the exhaust mass flow rate are lower than the threshold for DEF injection set by the ECU or DCU.

Abstract: Diesel Exhaust Fluid is metered into an engine exhaust gas aftertreatment system having a close coupled SCR catalyst and a main SCR catalyst. The DEF is injected into two injector locations, one upstream of the close coupled SCR catalyst and another upstream of the main SCR catalyst, the quantity of DEF in each injector being based on primarily the temperature at the main SCR catalyst and the mass flow of the NOx through the aftertreatment system. This method of injection enables a relatively better fuel economy outcome while meeting the regulated tailpipe NOx emission levels and the N2O formation limits.

Abstract: Unenhanced DEF and anhydrous solid reductant capable of forming ammonia are mixed to create enhanced DEF which is injected into an engine exhaust aftertreatment system which performs selective catalytic reduction (SCR) of engine-out exhaust.

Abstract: A diesel engine has an exhaust aftertreatment system which has a vanadium SCR catalyst for reducing some NOx in engine-out diesel exhaust and a trap for trapping any sublimated vanadium which may be present in exhaust which has been treated by a diesel oxidation catalyst, a diesel particulate filter, and a main SCR catalyst which are between the vanadium SCR catalyst and the trap.

Abstract: A variable geometry mixer for mixing reductant with engine exhaust includes at least one movable mixer blade or set of movable vanes. The variable geometry mixer is operable to extend the mixer blade(s) into the flow of exhaust under low exhaust flow conditions and to retract the mixer blade(s) out of the flow of exhaust under high exhaust flow conditions, or to increase the angle of the movable vanes under low exhaust flow conditions and to decrease the angle of the movable vanes under high exhaust flow conditions. The movable mixer blade(s) may adjoin at least one fixed geometry defining component. Control of the angle or position of the mixer blade(s) or movable vanes may be based on exhaust flow conditions, exhaust temperature, reductant dosing quantity, a particulate filter regeneration event, vehicle information, vehicle engine information, vehicle location, topographical information, and/or environmental information.

Abstract: A method for controlling an internal combustion engine limits emission of undesirable compounds of nitrogen and oxygen and provides increased transient power.

Abstract: A method for managing ammonia dosing during a regeneration event for a nitrogen oxide particulate filter in (NPF) includes a selective catalytic reduction system and a particulate filter. Embodiments include utilizing monitored pressure changes across the NPF to predict the soot load and when the soot load will reach a level that triggers a regeneration event. The predicted timing of the regeneration event is used to utilize ammonia absorbed on the NPF and adjust the amount or rate of dosing ammonia to manage ammonia levels in the NPF during the regeneration event. Prior to the regeneration event, the amount of dosing ammonia may be reduced so that ammonia released from the NPF is utilized in converting nitrogen oxides to nitrogen gas and water. After the released ammonia has been utilized, the amount of dosing ammonia may be increased so that the conversion of the nitrogen oxides continues.

Abstract: An ammonia abatement system and method for an exhaust system that includes a threeway catalytic converter (TWC) and a diesel particulate filter (DPF). Exhaust gas entering the TWC above the stoichiometric point (>1) may result in the formation of elevated levels of ammonia in the exhaust gas. To prevent the increased quantities of ammonia from skipping through the DPF, the DPF includes a catalyst to oxidize some of the ammonia and an acidic material to adsorb and store at least a portion of the excess ammonia. The acidic material may also release at least some of the adsorbed ammonia when a lean exhaust gas is present in the DPF. Additionally, an additive, such as copper or iron, may be added to the acidic material that may convert some of the NOx in the lean exhaust gas into nitrogen gas (or nitrous oxide) and water.

Abstract: A system and method for controlling passive soot oxidation in a diesel particulate filter that includes sensing the temperature of exhaust gases upstream and downstream of the diesel particulate filter. The sensed temperatures are used by a control unit to predict whether the temperature of the exhaust gas within the diesel particulate is within a predetermined temperature range for passive oxidation of soot in the diesel particulate filter. If the temperatures are below passive oxidation temperatures, an auxiliary component is activated that increases the temperature of exhaust gas delivered to the diesel particulate filter. When the exhaust gas temperature within the DPF is predicted to be within passive oxidation levels but below active regeneration temperatures, the auxiliary component is deactivated.

Abstract: An exhaust gas treatment system for treating an exhaust gas. The exhaust gas treatment system includes a first section, a bypass section, and a common second section. The first section may include a first valve and at least one exhaust gas treatment component, such as, for example, a DOC and/or DPF. The bypass section may include a bypass valve and a heater that is configured to elevate the temperature of at least a portion of the exhaust gas. The second section is in fluid communication with the first section and the bypass section and includes a selective catalytic reduction system. Further, exhaust gas may be diverted into the bypass section when the exhaust gas fails to satisfy the threshold condition, so that the heater may elevate the temperature of the passing exhaust gas.

Abstract: A system for improving NOx reduction by incorporating an upstream treatment housing having a dual functionality catalyst that includes a diesel oxidation catalyst and a three-way catalyst, and which is positioned upstream of a main exhaust gas treatment system. The upstream treatment housing is positioned in relative close proximity to an exhaust turbine to prevent or minimize a reduction in exhaust gas temperature as the exhaust gas travels between the outlet of the turbine and the upstream treatment housing. By preventing such a reduction in exhaust gas temperature, the three way catalyst in the upstream treatment housing may operate at exhaust gas temperatures higher than those in main exhaust gas treatment system, which may allow for NOx conversion in the upstream treatment housing during certain cold operating or ambient conditions that is not typically attained in the main treatment system during such conditions.