Abstract: The invention relates to the starting of an internal combustion engine. The engine is coupled to an exhaust aftertreatment device that has a minimal threshold temperature for proper operation. Within a certain period of time after engine start, the load on an electrical generator driven by the engine is increased. Also, the air intake is throttled to reduce the intake manifold pressure to a target pressure. Both measures provide faster engine and catalyst warm-up and, thus, reduced emissions, particularly for a diesel engine in connection with an oxidation catalyst.

Abstract: A method and a regulating arrangement (10) for heating the cab (21) of a vehicle is described. In the event of a start in a cold environment, a heating program is carried out to heat the cab (21) more rapidly, if the diesel engine temperature, measured by a temperature sensor (15), is below a predetermined value. The supply of air to the diesel engine is reduced via the throttle valve (13) to set a currently predetermined intake pressure. If the driver demands a higher acceleration of the vehicle by actuating the accelerator pedal, throttling can be temporarily canceled. When the engine temperature has exceeded a second value, the heating program is terminated and the engine control (10) returns to normal operation. In order to assist the heating phase, in addition, the exhaust-gas recirculation valve (17) may be closed and electrical consumers switched on.

Abstract: The invention relates to a method for regenerating a particulate filter in the exhaust system of a diesel engine, an increase in the temperature of the exhaust gases being brought about by post-injection of fuel. The intake pressure (MAP) and/or the air mass flow rate (MAF) are reduced as a function of the ambient temperature of the engine and preferably also when the engine load is low by throttling the engine. In this way, the proportions of burned or unburned post-injected fuel can be stabilized.

Abstract: A diesel engine equipped with an exhaust gas particulate filter includes a control system that reduces exhaust gas smoke emissions normally resulting from an extended period of engine idling. The control method periodically raises the exhaust gas temperature in order to purge the particulate filter of water and hydrocarbons that build up during extended engine idling and cause exhaust smoke. A timer records the elapsed period during which the engine remains at idle and the exhaust temperature is below a threshold level. When the recorded time period exceeds a preselected value, the filter is purged by elevating the exhaust gas temperature to a level sufficient to oxidize the gaseous hydrocarbons and evaporate any water that may have accumulated in the filter.

Abstract: A method for regenerating a diesel particulate filter (10) in the exhaust gas system of a diesel engine (5) is disclosed in which particulate matter is burned by increasing the temperature in the diesel particulate filter (10).

Abstract: The invention relates to a method for interrupting the regeneration of a particulate filter in the exhaust gas system of a diesel engine to protect the filter against destructive overheating. In this case, an electronic control unit calculates a desired mass air mass flow rate (MAFdes) based on engine speed (n), fuel supply (Fq) to the engine, and air/fuel ratio (A/Fdes). A mass air flow rate regulator controls the position of an exhaust gas recirculation (EGR) valve as a function of the difference between the desired mass air mass flow rate (MAFdes) and the measured mass air flow rate (MAFmes). An intake manifold absolute pressure controller adjusts the position of an intake throttle valve as a function of the difference between the measured intake manifold absolute pressure (MAPmes) and the modified intake manifold absolute pressure (MAPmod). MAPmod is determined by a coordination module, based on the mass air flow rate error and other parameters.

Abstract: The invention relates to a method for regenerating a particulate filter in the exhaust system of a diesel engine, an increase in the temperature of the exhaust gases being brought about by post-injection of fuel. The intake pressure (MAP) and/or the air mass flow rate (MAF) are reduced as a function of the ambient temperature of the engine and preferably also when the engine load is low by throttling the engine. In this way, the proportions of burned or unburned post-injected fuel can be stabilized.

Abstract: The invention relates to the starting of an internal combustion engine. The engine is coupled to an exhaust aftertreatment device that has a minimal threshold temperature for proper operation. Within a certain period of time after engine start, the load on an electrical generator driven by the engine is increased. Also, the air intake is throttled to reduce the intake manifold pressure to a target pressure. Both measures provide faster engine and catalyst warm-up and, thus, reduced emissions, particularly for a diesel engine in connection with an oxidation catalyst.

Abstract: A filter used to remove particulates from a diesel engine exhaust is regenerated by increasing the exhaust temperature to achieve burn off of the accumulated particulates. Regeneration of the filter is inhibited when the sensed level of fuel in a diesel fuel tank for the engine falls below a first threshold level. Optionally, filter regeneration may be initiated when the sensed fuel level is between the first threshold and a higher threshold, and the load level of particulates accumulated in said filter is above a preselected, relatively high load level. Increase of the exhaust temperature to achieve burn off may be achieved by a variety of techniques, including throttling the intake of said engine, reducing the oxygen content in the exhaust gases delivered to said engine, closing an EGR valve of said engine, or performing post injection of fuel in the engine's combustion cylinders.

Abstract: The invention relates to a method and a regulating arrangement (10) for heating the cab (21) of a motor vehicle with a diesel engine (16). In this case, in the event of a start in a cold environment, a heating program is carried out in order to heat the cab (21) more rapidly, if the temperature of the diesel engine (16), measured by a temperature sensor (15), is below a predetermined limit value. In this heating program, the supply of air to the diesel engine is reduced via the throttle valve (13), in order to set a currently predetermined intake pressure. If the driver demands a higher acceleration of the vehicle by actuating the accelerator pedal, throttling can be temporarily canceled. When the engine temperature has exceeded a second limit value, the heating program is terminated and the engine control (10) returns to normal operation. In order to assist the heating phase, in addition, the exhaust-gas recirculation valve (17) may be closed and electrical consumers switched on.

Abstract: A filter used to remove particulates from a diesel engine exhaust is regenerated by increasing the exhaust temperature to achieve burn off of the accumulated particulates. Regeneration of the filter is inhibited when the sensed level of fuel in a diesel fuel tank for the engine falls below a first threshold level. Optionally, filter regeneration may be initiated when the sensed fuel level is between the first threshold and a higher threshold, and the load level of particulates accumulated in said filter is above a preselected, relatively high load level. Increase of the exhaust temperature to achieve burn off may be achieved by a variety of techniques, including throttling the intake of said engine, reducing the oxygen content in the exhaust gases delivered to said engine, closing an EGR valve of said engine, or performing post injection of fuel in the engine's combustion cylinders.

Abstract: A diesel engine equipped with an exhaust gas particulate filter includes a control system that reduces exhaust gas smoke emissions normally resulting from an extended period of engine idling. The control method periodically raises the exhaust gas temperature in order to purge the particulate filter of water and hydrocarbons that build up during extended engine idling and cause exhaust smoke. A timer records the elapsed period during which the engine remains at idle and the exhaust temperature is below a threshold level. When the recorded time period exceeds a preselected value, the filter is purged by elevating the exhaust gas temperature to a level sufficient to oxidize the gaseous hydrocarbons and evaporate any water that may have accumulated in the filter.

Abstract: A method for regenerating a diesel particulate filter (10) in the exhaust gas system of a diesel engine (5) is disclosed in which particulate matter is burned by increasing the temperature in the diesel particulate filter (10).

Abstract: A method for determining the load on an internal combustion engine exhaust particulate filter optimizes filter regeneration by determining the portion of the filter load constituted by accumulated ash. In one technique, the ash load is determined by recording the lowest value of DPF load over a time or distance interval. In another technique, an estimate is made of the amount of load remaining at each of a plurality of DPF regeneration events; the amount of remaining load immediately following the regeneration event corresponds to the amount of accumulated ash in the DPF. DPF load estimation is performed using equations for laminar or turbulent flow in pipes. These equations establish a linear or quadratic relationship between the flow through the DPF and the pressure drop measured across it.

Abstract: A method for regenerating a particulate filter communicating with exhaust gases of an internal combustion engine 12 is provided. The method includes indicating that the particulate filter 48 needs to be regenerated. The method further includes adjusting the throttle valve 18 to decrease an amount of air inducted into one of the engine cylinders to increase a temperature of the exhaust gases while maintaining an engine speed above a predetermined engine speed. The method further includes increasing the speed of the engine 12 and injecting a predetermined amount of fuel into one of said cylinders late in a power stroke of the cylinder to further increase the temperature of the exhaust gases to regenerate the filter 48.

Abstract: An arrangement of an internal combustion engine 7 is provided. In a preferred embodiment, the internal combustion engine 7 has at least one variable working and combustion chamber 12. A first passage 14 is provided for delivering air to the combustion chamber 12. A second passage 26 is provided for delivering exhaust from the combustion chamber 12. A turbocharger is provided. The turbocharger has a compressor 18 with an outlet 16 fluidly connected with the first passage 14. The turbocharger has a turbine inlet 28 fluidly connected with the second passage 26. An exhaust 29 of the turbine is connected with a third passage 30. A first bypass passage 70 is provided between the first passage 14 and the third passage 30. A first valve 72 controls the flow of air through the first bypass passage between the first passage 14 and the third passage 30.

Abstract: A method of reducing turbo lag in a compression ignition engine having an exhaust gas recirculation system (EGR) and a variable geometry turbocharger (VGT). The method includes the steps of determining an intake manifold pressure and intake manifold mass airflow setpoint, MAPd and MAFd, as a function of the current engine speed and requested fueling rate (Wf,REQ). The method further includes modifying the setpoints by a transient governor to generate modified setpoints, MAFc and MAPc, as a function of MAFd and MAPd, respectively, and feeding the modified setpoints to the controller to drive the turbocharger and EGR valve to the desired setpoints, thereby maximizing the amount of fresh air admitted to the engine during transient operation. Another embodiment of the method for reducing turbo lag coordinates the controller gains between the EGR and VGT. The method speeds up the MAF response by using multivariable control of both the EGR and VGT to aggressively regulate airflow to the desired setpoint.

Abstract: A method and apparatus of controlling the airflow into a compression ignition engine having an exhaust gas recirculation (EGR) system and a variable geometry turbocharger (VGT). The control strategy includes the steps of measuring the intake manifold pressure and exhaust manifold pressure, and using these values, estimating the EGR flow fraction. The EGR flow fraction is then used in a proportional plus integral feedback control loop to generate position commands for the EGR valve. Similarly, the intake manifold pressure signal is used in a proportional plus integral feedback control loop to generate position commands for the VGT. In this way, the EGR valve is used to regulate the EGR flow fraction to a desired value and the VGT turbine is used to regulate the intake manifold pressure to a desired value.

Abstract: A method of controlling the fueling rate of a compression ignition engine having an exhaust gas recirculation system (EGR) and a turbocharger. The method includes the steps of predicting the exhaust gas air/fuel ratio as a function engine operating characteristics and the operator-requested fueling rate. This value is compared to an air/fuel limit value stored in a table of values indexed by engine operating characteristics. The air/fuel limit is the value below which visible smoke occurs. The predicted air/fuel ratio is compared to the air/fuel ratio limit and either (1) the fuel is delivered at the requested rate, (2) the start of injection timing is modified and the fuel is delivered at the requested rate or (3) the fueling rate is limited as a function of the requested fueling rate and measured or determined engine operating parameters.

Abstract: A method of estimating the actuator position of a variable geometry turbocharger (VGT) of a compression ignition engine having an exhaust gas recirculation (EGR) system. The method includes the steps of determining the exhaust manifold temperature (T.sub.2), determining the mass flow rate (W.sub.2t) through the turbocharger turbine, determining the exhaust manifold pressure (p.sub.2), determining the turbine back-pressure (p.sub.exs), and generating a VGT actuator position estimate (.alpha..sub.vgt) as a function of W.sub.2t, T.sub.2, p.sub.2, and p.sub.exs. The estimated VGT actuator position is then used to generate an error term indicative of the difference between the estimated and desired VGT actuator position. The error term can then be used to drive the VGT actuator to its desired position to regulate the intake manifold pressure.