Abstract: An internal combustion engine system is described herein. The system uses a pilot fuel to assist in the ignition of the primary fuel or uses a pilot fuel rather than a primary fuel in some instances. The pilot fuel is stored in one or more pilot fuel storage tanks that are actively managed to maintain a desired physical state of the pilot fuel stored in the one or more storage tanks. A controller detects conditions within the one or more pilot fuel storage tanks and issues control commands depending on the detected conditions. The conditions can include a temperature, a pressure, or a level of the pilot fuel stored in the pilot fuel storage tanks.

Abstract: A reactor assembly is provided. The reactor assembly includes a substrate and a first catalytic layer provided on the substrate. The first catalytic layer further includes a first temperature zone configured to operate at a first temperature. The first catalytic layer further includes a second temperature zone extending from the first temperature zone. The second temperature zone is configured to operate at a second temperature. The second temperature is lower than the first temperature. The reactor assembly also includes a diffusion barrier coating provided on the first catalytic layer. The diffusion barrier coating is configured to regulate a diffusion of gas phase oxygen therethrough for controlling the first temperature with respect to the second temperature.

Abstract: A spark plug arrangement is disclosed for use in an engine system. The spark plug arrangement may include a body, and a cap fixedly connected to the body to form an integral pre-chamber. The cap may have at least one orifice. The spark plug arrangement may also include an electrode extending through the body and at least partially into the pre-chamber. The electrode may be configured to create a spark in the pre-chamber. The spark plug arrangement may further include a capillary tube disposed within the body and configured to inject gaseous fuel into the pre-chamber to form an air and fuel mixture to be ignited by the spark in the pre-chamber.

Abstract: Rhodium utilization in LNT/SCR-based exhaust after treatment systems for medium and heavy duty trucks is reduced by operating inline fuel reformers in a certain manner. The fuel processors are operated at steam reforming temperatures to produce a reformate-containing exhaust having a hydrogen to CO ratio of at least about 3:2 or at least about 3% hydrogen, This generally involves operating the fuel reformers at temperatures from about 500 to about 625° C. and with an overall fuel to air ratio from about 1.10 to about 1.40. In this manner, regeneration can be efficiently carried out while limiting the catalyst loading of the fuel processors to no more than about 1.0 grams rhodium per liter maximum displacement of the diesel engine and the catalyst loading of the LNTs to no more than about 0.50 grams rhodium per liter maximum displacement of the diesel engine.

Abstract: One concept relates to power generation system, comprising a diesel engine, an exhaust manifold, a turbocharger, and an exhaust line in which are configured a fuel reformer and a LNT. A fuel injector is configured to inject fuel into the manifold upstream of the turbine. The high temperatures upstream of the turbine cause the fuel to crack into smaller molecules, releasing heat and providing a boost to the turbocharger. The fuel injected into the manifold also undergoes intense mixing as it passes through the turbocharger. Injecting fuel in this manner provides several benefits for reformer operation. Another concept relates to a manifold fuel injector used to provide fuel for heating a DPF.

Abstract: Rhodium utilization in LNT/SCR-based exhaust aftertreatment systems for medium and heavy duty trucks is reduced by operating inline fuel reformers in a certain manner. The fuel processors are operated at steam reforming temperatures to produce a reformate-containing exhaust having a hydrogen to CO ratio of at least about 3:2 or at least about 3% hydrogen, This generally involves operating the fuel reformers at temperatures from about 500 to about 625° C. and with an overall fuel to air ratio from about 1.10 to about 1.40. In this manner, regeneration can be efficiently carried out while limiting the catalyst loading of the fuel processors to no more than about 1.0 grams rhodium per liter maximum displacement of the diesel engine and the catalyst loading of the LNTs to no more than about 0.50 grams rhodium per liter maximum displacement of the diesel engine.

Abstract: One concept relates to power generation system, comprising a diesel engine, an exhaust manifold, a turbocharger, and an exhaust line in which are configured a fuel reformer and a LNT. A fuel injector is configured to inject fuel into the manifold upstream of the turbine. The high temperatures upstream of the turbine cause the fuel to crack into smaller molecules, releasing heat and providing a boost to the turbocharger. The fuel injected into the manifold also undergoes intense mixing as it passes through the turbocharger. Injecting fuel in this manner provides several benefits for reformer operation. Another concept relates to a manifold fuel injector used to provide fuel for heating a DPF.

Abstract: Processes for use of a controlled continuous high pressure multiple reactant streams flowing into a chemical mixer/reactor. Individual reactant streams are pressurized to about 8,000 to 50,000 psi and achieve velocities up to about 250 meters/second in the final stage of the chemical mixer/reactor.