Abstract: A catalyst temperature control system of a vehicle includes a fuel control module configured to control fuel injection based on a target air/fuel ratio that is fuel lean relative to a stoichiometric air/fuel ratio and a target fuel injection start timing. An exhaust gas recirculation (EGR) control module is configured to control an EGR valve based on a target EGR opening. An adjustment module is configured to, when a temperature of a catalyst in an exhaust system is less than a sum of a predetermined light-out temperature of the catalyst and a predetermined temperature and the target air/fuel ratio is fuel lean relative to the stoichiometric air/fuel ratio, based on a comparison of an engine speed and a predetermined engine speed, selectively adjust at least one of: a target throttle opening, a target spark timing, the target fuel injection start timing, the target air/fuel ratio, and the target EGR opening.

Abstract: A catalyst temperature control system of a vehicle includes a fuel control module configured to control fuel injection based on a target air/fuel ratio that is fuel lean relative to a stoichiometric air/fuel ratio and a target fuel injection start timing. An exhaust gas recirculation (EGR) control module is configured to control an EGR valve based on a target EGR opening. An adjustment module is configured to, when a temperature of a catalyst in an exhaust system is less than a sum of a predetermined light-out temperature of the catalyst and a predetermined temperature and the target air/fuel ratio is fuel lean relative to the stoichiometric air/fuel ratio, based on a comparison of an engine speed and a predetermined engine speed, selectively adjust at least one of: a target throttle opening, a target spark timing, the target fuel injection start timing, the target air/fuel ratio, and the target EGR opening.

Abstract: A bi-fuel vehicle has an Internal Combustion Engine (ICE) to provide motive power to the vehicle by combustion of a liquid fuel and gas-phase fuel. The vehicle has a dual fuel tank including a liquid fuel tank to receive liquid fuel, contain the liquid fuel, and supply the liquid fuel for combustion in the ICE. The vehicle has a pressurizable gas-phase fuel tank defined by a wall. A gas-phase fuel is permeable through the wall. The pressurizable gas-phase fuel tank is to receive the gas-phase fuel, contain the gas-phase fuel, and supply the gas-phase fuel for combustion in the ICE. A shell envelops the pressurizable gas-phase fuel tank and defines an interior space of the liquid fuel tank. The wall is in fluid communication with the interior space. The interior space is to receive the permeated gas-phase fuel.

Abstract: An engine control system of a vehicle includes a fuel control module that controls fuel injection of a first cylinder of an engine based on a first target air/fuel ratio that is fuel lean relative to a stoichiometric air/fuel ratio and that controls fuel injection of a second cylinder of the engine based on a second target air/fuel ratio that is fuel rich relative to stoichiometry. The first cylinder outputs exhaust to a first three way catalyst (TWC), and the second cylinder outputs exhaust to an exhaust gas recirculation (EGR) valve. An EGR control module controls opening of the EGR valve to: (i) a second TWC that reacts with nitrogen oxides (NOx) in the exhaust and outputs ammonia to a selective catalytic reduction (SCR) catalyst; and (ii) a conduit that recirculates exhaust back to an intake system of the engine.

Abstract: An exhaust aftertreatment system for purifying an exhaust gas feedstream expelled from an internal combustion engine that is operable at an air/fuel ratio that is lean of stoichiometry is described. The exhaust aftertreatment system includes a plasma reactor disposed upstream of a selective catalytic reactor device. The plasma reactor is electrically connected to a plasma controller. The plasma controller controls the plasma reactor to generate ozone from constituents of the exhaust gas feedstream, and the ozone reacts to oxidize nitrogen oxide contained in the exhaust gas feedstream to form nitrogen dioxide. The nitrogen dioxide reacts with a reductant in the selective catalytic reactor device to form elemental nitrogen and water.

Abstract: An exhaust aftertreatment system for purifying an exhaust gas feedstream that is expelled from an internal combustion engine that is operable at an air/fuel ratio that is lean of stoichiometry is described. The exhaust aftertreatment system includes a barrier discharge plasma reactor that is disposed upstream relative to a catalytic reactor and electrically connected to a plasma controller. The barrier discharge plasma reactor is controlled to generate ozone from constituents of the exhaust gas feedstream when the internal combustion engine is operating at a lean air/fuel ratio and at a low temperature condition. The generated ozone reacts, in the catalytic reactor, to oxidize non-methane hydrocarbons contained in the exhaust gas feedstream when the internal combustion engine is operating at lean air/fuel ratio and at low temperature conditions.

Abstract: An exhaust aftertreatment system for purifying an exhaust gas feedstream expelled from an internal combustion engine that is operable at an air/fuel ratio that is lean of stoichiometry is described. The exhaust aftertreatment system includes a plasma reactor disposed upstream of a selective catalytic reactor device. The plasma reactor is electrically connected to a plasma controller. The plasma controller controls the plasma reactor to generate ozone from constituents of the exhaust gas feedstream, and the ozone reacts to oxidize nitrogen oxide contained in the exhaust gas feedstream to form nitrogen dioxide. The nitrogen dioxide reacts with a reductant in the selective catalytic reactor device to form elemental nitrogen and water.

Abstract: An exhaust aftertreatment system for purifying an exhaust gas feedstream that is expelled from an internal combustion engine that is operable at an air/fuel ratio that is lean of stoichiometry is described. The exhaust aftertreatment system includes a barrier discharge plasma reactor that is disposed upstream relative to a catalytic reactor and electrically connected to a plasma controller. The barrier discharge plasma reactor is controlled to generate ozone from constituents of the exhaust gas feedstream when the internal combustion engine is operating at a lean air/fuel ratio and at a low temperature condition. The generated ozone reacts, in the catalytic reactor, to oxidize non-methane hydrocarbons contained in the exhaust gas feedstream when the internal combustion engine is operating at lean air/fuel ratio and at low temperature conditions.

Abstract: An engine control system of a vehicle includes a fuel control module that controls fuel injection of a first cylinder of an engine based on a first target air/fuel ratio that is fuel lean relative to a stoichiometric air/fuel ratio and that controls fuel injection of a second cylinder of the engine based on a second target air/fuel ratio that is fuel rich relative to stoichiometry. The first cylinder outputs exhaust to a first three way catalyst (TWC), and the second cylinder outputs exhaust to an exhaust gas recirculation (EGR) valve. An EGR control module controls opening of the EGR valve to: (i) a second TWC that reacts with nitrogen oxides (NOx) in the exhaust and outputs ammonia to a selective catalytic reduction (SCR) catalyst; and (ii) a conduit that recirculates exhaust back to an intake system of the engine.

Abstract: A bi-fuel vehicle has an Internal Combustion Engine (ICE) to provide motive power to the vehicle by combustion of a liquid fuel and gas-phase fuel. The vehicle has a dual fuel tank including a liquid fuel tank to receive liquid fuel, contain the liquid fuel, and supply the liquid fuel for combustion in the ICE. The vehicle has a pressurizable gas-phase fuel tank defined by a wall. A gas-phase fuel is permeable through the wall. The pressurizable gas-phase fuel tank is to receive the gas-phase fuel, contain the gas-phase fuel, and supply the gas-phase fuel for combustion in the ICE. A shell envelops the pressurizable gas-phase fuel tank and defines an interior space of the liquid fuel tank. The wall is in fluid communication with the interior space. The interior space is to receive the permeated gas-phase fuel.

Abstract: A method for controlling ammonia generation in an exhaust gas feedstream output from an internal combustion engine equipped with an exhaust aftertreatment system including a first aftertreatment device includes executing an ammonia generation cycle to generate ammonia on the first aftertreatment device. A desired air-fuel ratio output from the engine and entering the exhaust aftertreatment system conducive for generating ammonia on the first aftertreatment device is determined. Operation of a selected combination of a plurality of cylinders of the engine is selectively altered to achieve the desired air-fuel ratio entering the exhaust aftertreatment system.

Abstract: A method and system for operating an ammonia generation cycle in an internal combustion engine and a connected aftertreatment system includes monitoring a parameter of engine operation, comparing the parameter of engine operation to a threshold delineating operation of the engine in one of a stoichiometric operation and rich operation, and operating the ammonia generation cycle based upon the comparing indicating the parameter of engine operation exceeding the threshold.

Abstract: A system and method for providing energy to auto systems such as systems after-treating exhaust. Energy may be received from a solar energy source electrically connected to an after-treatment system. At least some of the energy from the solar energy source may be provided to the after-treatment system to purify exhaust from an engine. A control module may provide at least some of the energy from the solar energy source to a heater, for example, to initiate heating the after-treatment system prior to starting the engine. The heater may heat the after-treatment to temperatures within a predetermined temperature range associated with optimal efficiency for the after-treatment system.

Abstract: A spark-ignition, direct-injection internal combustion engine is coupled to an exhaust aftertreatment system including a three-way catalytic converter upstream of an NH3-SCR catalyst. A method for operating the engine includes operating the engine in a fuel cutoff mode and coincidentally executing a second fuel injection control scheme upon detecting an engine load that permits operation in the fuel cutoff mode.

Abstract: A powertrain includes an internal combustion engine with multiple cylinders and an aftertreatment system having a selective catalytic reduction device utilizing ammonia as a reductant. An ammonia generation cycle includes operating some portion of the cylinders at an air/fuel ratio conducive to producing molecular hydrogen and some portion of the cylinders at an air/fuel ratio conducive to producing NOx. An ammonia generation catalyst is utilized between the engine and the selective catalytic reduction device to produce ammonia.

Abstract: A thin layer of low mean-pore-size filter material that permanently accommodates the accumulation of exhaust particulates (as soot or a soot cake) is carried on a porous ceramic support. The supported filter material is closely coupled with the exhaust manifold of the engine, for the purpose of passive regeneration of stored particulates, and removes particulate matter from the exhaust which is directed through the filter layer and ceramic support. The oxygen content of the exhaust oxidizes the particulate matter on the filter material. In a preferred embodiment, a thin layer of the filter material is supported on inlet channel walls of a wall flow-through ceramic filter body to remove the particles from the exhaust. The filter body comprises an upstream exhaust gas flow inlet face with openings to a plurality of inlet channels and a downstream face with a like plurality of openings from outlet channels. The inlet channels are closed at the downstream face and the outlet channels are closed at the inlet face.

Abstract: A method for controlling ammonia generation in an exhaust gas feedstream output from an internal combustion engine equipped with an exhaust aftertreatment system including a first aftertreatment device includes executing an ammonia generation cycle to generate ammonia on the first aftertreatment device. A desired air-fuel ratio output from the engine and entering the exhaust aftertreatment system conducive for generating ammonia on the first aftertreatment device is determined. Operation of a selected combination of a plurality of cylinders of the engine is selectively altered to achieve the desired air-fuel ratio entering the exhaust aftertreatment system.

Abstract: A direct-injection internal combustion engine is fluidly coupled to a passive SCR system including a three-way catalytic converter upstream to an ammonia-selective catalytic reduction catalyst. Transition from an HCCI combustion mode to an SI combustion mode includes determining a preferred air/fuel ratio to achieve a minimum fuel consumption and maintain combustion stability at an acceptable level for a predetermined engine operating point during the SI combustion mode. A fuel injection timing, an engine spark timing and an engine valve lift are substantially immediately controlled from respective HCCI combustion mode settings to respective SI combustion mode settings. A transition to the preferred air/fuel ratio is coordinated with a transition of an engine valve phase from a respective HCCI combustion mode setting to a respective SI combustion mode phase setting.

Abstract: A method for controlling ammonia generation in an exhaust gas feedstream output from an internal combustion engine equipped with an exhaust aftertreatment system having a first aftertreatment device includes executing an ammonia generation cycle to generate ammonia on the first aftertreatment device. The ammonia generation cycle includes monitoring an air-fuel ratio in the exhaust gas feedstream at a first location in the exhaust aftertreatment system, and monitoring an air-fuel ratio in the exhaust gas feedstream at a second location in the exhaust aftertreatment system. The air-fuel ratio at the first location is compared to the air-fuel ratio at the second location. If the air-fuel ratio at the second location is richer than the air-fuel ratio at the first location, operation of the engine is adjusted until the air-fuel ratio at the second location is equal to the air-fuel ratio at the first location.

Abstract: An exhaust aftertreatment system that receives an exhaust flow from a lean-burn engine and a method for treating the exhaust flow are described. The exhaust aftertreatment system may include a three-way-catalyst, an oxidation catalyst, and a NH3—SCR catalyst. The three-way-catalyst passively generates NH3 from native NOX contained in the exhaust flow when an A/F mixture supplied to the engine is cycled from lean to rich. The generated NH3 is then stored in the NH3—SCR catalyst to facilitate NOX reduction when the A/F mixture supplied to the engine is cycled back to lean. The oxidation catalyst is located upstream of the NH3—SCR catalyst and operates to lower the NO to NO2 molar ratio of the NOX fed to the NH3—SCR catalyst. The oxidation catalyst comprises perovskite oxide particles.