Abstract: An exhaust system includes a first SCR catalyst and a second SCR catalyst positioned downstream of the first SCR catalyst. A first injector is provided upstream of the first SCR catalyst, and a second injector is provided upstream of the second SCR catalyst. The exhaust system further includes a gaseous ammonia supply device fluidly connected to the first injector for supplying gaseous ammonia to the exhaust gas by the first injector, and an ammonia-containing reductant reservoir fluidly connected to the second injector for supplying a fluid ammonia-containing reductant, such as urea, to the exhaust gas by the second injector. The first SCR catalyst has a smaller volume than the second SCR catalyst for a fast warm-up of the first SCR catalyst.

Abstract: An exhaust system includes a first SCR catalyst and a second SCR catalyst positioned downstream of the first SCR catalyst. A first injector is provided upstream of the first SCR catalyst, and a second injector is provided upstream of the second SCR catalyst. The exhaust system further includes a gaseous ammonia supply device fluidly connected to the first injector for supplying gaseous ammonia to the exhaust gas by the first injector, and an ammonia-containing reductant reservoir fluidly connected to the second injector for supplying a fluid ammonia-containing reductant, such as urea, to the exhaust gas by the second injector. The first SCR catalyst has a smaller volume than the second SCR catalyst for a fast warm-up of the first SCR catalyst.

Abstract: Vehicle (A) with an internal combustion engine (1), an automated transmission (2) coupled to the engine, and electronic control elements (3) which control the supply of fuel to the engine combustion chambers and recirculation of exhaust from the engine exhaust side (7) to its intake side (6). The control elements are disposed to compute, while the vehicle is moving, future driving resistance and the time until a future shifting between gears and to control valve elements (9) which regulate exhaust return flow during this time to optimize fuel consumption and emissions, when the gearshifting takes place.

Abstract: Method and arrangement for achieving lower emissions during operation of a vehicle that includes comprising a combustion engine (10) that emits exhaust gases into an exhaust system (140) having a catalyzes (320). An injection device (310) is arranged to inject a substance into the exhaust system and a transmission (90) is provided that is driven by the engine. The method includes selecting a gear in the vehicle's transmission in response to at least information about whether catalytic conversion is required and information about the temperature (T) in the exhaust system so that the selected gear regulates the temperature in the exhaust system.

Abstract: Device for catalytic treatment of a gas flow including at least one body (1) that includes a catalytic material. The device has a number of first openings (5) for either entry of gas into or exit of gas from the catalyzer body (1), and a second opening (6) for either exit of the gas entering through the first openings or entry of gas into the catalyzer body (1) for subsequent exit through the first openings.

Abstract: Apparatus and method for controlling valve movements in an internal combustion engine that has at least one inlet valve (12) and at least one exhaust valve for controlling the connection between the combustion chamber in the cylinder and an inlet system and an exhaust system respectively. A rotatable camshaft is provided that has a cam curve including a rising ramp (10a) and a falling ramp (10b) that is designed to interact with a valve mechanism (14) for actuation of the inlet or exhaust valve (12) under the action of a valve spring (13). The valve mechanism (14) includes control members (21, 22, 23, 24, 25 and 26) that allow return movement of the valve mechanism to be controlled during the closing phase of the inlet valve (12) or the exhaust valve, independently of the falling ramp (10b) of the cam curve.

Abstract: Method and arrangement for providing a vehicle having a combustion engine (1) with valves (7, 8) adapted to have variable valve timing and/or valve lift height. The valves are provided with operating devices (9,10) that are controlled by electronic controlling devices (3), which are arranged, while the vehicle is being driven, with the aid of entered information about at least the gradient of the road and the throttle position, to calculate future resistance to forward motion and the period of time to a future transient in the engine's operating condition, for example in association with a future change of engine operating mode and/or a future gear change in a gearbox (2) connected to the engine. The controlling devices are arranged to control valve timing and/or the valve lift height during the period of time for optimization of the engine's performance, once the transient has arisen.

Abstract: A method of cleaning a filter during operation of a vehicle, having an internal combustion engine, which during operation sends exhaust to an exhaust system including the filter, and a transmission drivable by the engine. The method is characterized by the step of selecting a gear ration in the vehicle transmission so that a first temperature within a first temperature interval is obtained, the first interval being dependent on a degree of plugging of the filter with regard to a first particle type. The method further includes selecting a gear ration so that a second temperature within a second temperature interval is obtained, the second temperature interval being dependent on another degree of plugging of the filter with regard to a second particle type. The first particle type and the second particle type are different from each other. The selections achieve regeneration of the filter.

Abstract: Vehicle (A) with an internal combustion engine (1), an automated transmission (2) coupled to the engine, and electronic control elements (3) which control the supply of fuel to the engine combustion chambers and recirculation of exhaust from the engine exhaust side (7) to its intake side (6). The control elements are disposed to compute, while the vehicle is moving, future driving resistance and the time until a future shifting between gears and to control valve elements (9) which regulate exhaust return flow during this time to optimize fuel consumption and emissions, when the gearshifting takes place.

Abstract: Method and arrangement for providing a vehicle having a combustion engine (1) with valves (7, 8) adapted to have variable valve timing and/or valve lift height. The valves are provided with operating devices (9,10) that are controlled by electronic controlling devices (3), which are arranged, while the vehicle is being driven, with the aid of entered information about at least the gradient of the road and the throttle position, to calculate future resistance to forward motion and the period of time to a future transient in the engine's operating condition, for example in association with a future change of engine operating mode and/or a future gear change in a gearbox (2) connected to the engine. The controlling devices are arranged to control valve timing and/or the valve lift height during the period of time for optimization of the engine's performance, once the transient has arisen.

Abstract: Method and arrangement for achieving lower emissions during operation of a vehicle that includes comprising a combustion engine (10) that emits exhaust gases into an exhaust system (140) having a catalyzes (320). An injection device (310) is arranged to inject a substance into the exhaust system and a transmission (90) is provided that is driven by the engine. The method includes selecting a gear in the vehicle's transmission in response to at least information about whether catalytic conversion is required and information about the temperature (T) in the exhaust system so that the selected gear regulates the temperature in the exhaust system.

Abstract: The fuel injection system according to the invention comprises a nozzle (2) with an inlet and a needle (15). A control piston (16) forms a control chamber (17) and abuts the needle such that a higher pressure in the control chamber urges the piston to close the nozzle. A cam-driven plunger (5) forms a plunger chamber (7) connected to the inlet of the nozzle. The system also comprises a common rail (11) for fuel, a feed line (13) and an electrically operated valve (9). The valve isolates the chamber from the common rail and connects it to the line while in a third position, isolates it from both the line and the common rail in a second position, and isolates it from the line and connects it to the common rail in a first position. There are also means (12) for pressurizing the feed line with a relatively low fuel feed pressure and a fuel tank (20). The control chamber is connected to the common rail.

Abstract: A vehicle having a combustion engine supercharged by a turbocharger (6) with variable turbine geometry and having electronic control members (3) controlling the supply of fuel and air to the combustion chamber of the engine. The control members are designed, during forward travel of the vehicle, on the basis of input information on at least road gradient and gas pedal position, to estimate future road resistance and the time period up to a future transient in the operating condition of the engine. The control members are designed to control changes in the turbine geometry during the time period so as to optimize the response of the engine when the transient arises.

Abstract: Apparatus and method for controlling valve movements in an internal combustion engine that has at least one inlet valve (12) and at least one exhaust valve for controlling the connection between the combustion chamber in the cylinder and an inlet system and an exhaust system respectively. A rotatable camshaft is provided that has a cam curve including a rising ramp (10a) and a falling ramp (10b) that is designed to interact with a valve mechanism (14) for actuation of the inlet or exhaust valve (12) under the action of a valve spring (13). The valve mechanism (14) includes control members (21, 22, 23, 24, 25 and 26) that allow return movement of the valve mechanism to be controlled during the closing phase of the inlet valve (12) or the exhaust valve, independently of the falling ramp (10b) of the cam curve.

Abstract: System and method for providing a fuel injection system having a nozzle (2) with an inlet and a needle (15). A control piston (16) forms a control chamber (17) and abuts the needle such that a higher pressure in the control chamber urges the piston to close the nozzle. A cam-driven plunger (5) forms a plunger chamber (7) connected to the inlet of the nozzle. The system also has a common rail (11) for fuel, a feed line (13) and an electrically operated valve (9). The valve isolates the chamber from the common rail and connects to the line while in a third position, isolates it from both the line and the common rail in a second position, and isolates it from the line and connects it to the common rail in a first position. There are also arrangements (12) for pressurizing the feed line with a relatively low fuel feed pressure and a fuel tank (20). The control chamber is connected to the common rail.

Abstract: The fuel injection system according to the invention comprises a nozzle (2) with an inlet and a needle (15). A control piston (16) forms a control chamber (17) and abuts the needle such that a higher pressure in the control chamber urges the piston to close the nozzle. A cam-driven plunger (5) forms a plunger chamber (7) connected to the inlet of the nozzle. The system also comprises a common rail (11) for fuel, a feed line (13) and an electrically operated valve (9). The valve isolates the chamber from the common rail and connects it to the line while in a third position, isolates it from both the line and the common rail in a second position, and isolates it from the line and connects it to the common rail in a first position. There are also means (12) for pressurizing the feed line with a relatively low fuel feed pressure and a fuel tank (20). The control chamber is connected to the common rail.

Abstract: Device for catalytic treatment of a gas flow including at least one body (1) that includes a catalytic material. The device has a number of first openings (5) for either entry of gas into or exit of gas from the catalyzer body (1), and a second opening (6) for either exit of the gas entering through the first openings or entry of gas into the catalyzer body (1) for subsequent exit through the first openings.

Abstract: A turbocharged internal combustion engine with exhaust return via a valve on the intake side of the turbocompressor unit to the engine intake side. The turbine and the compressor of the turbocompressor unit are adapted to each other and to the engine in such a way that the pressure on the inlet side of the turbine is always higher than the pressure on the pressure side of the compressor. The rotary shaft of the unit is coupled via a drive chain containing a continuously variable transmission to the crank shaft of the engine. An electronic control unit controls the transmission ratio and the degree of opening of the valve.

Abstract: Arrangement for regulating the engine braking effect of a compressor (2) supercharged combustion engine (1) in a vehicle, which engine is equipped with an engine braking effect-increasing device, such as a compression brake device (10). The compressor is driveably connectable to the cam shaft of the engine via a transmission (13) with variable gearing in such a manner that the rotational speed of the compressor increases in relation to the engine rotation speed when the engine rotation speed decreases.

Abstract: A system for controlling the charge air in a turbocharged vehicle diesel engine having a charge air cooler comprises a two-way valve which has a position in which it conducts charge air from the compressor to the charge air cooler and a position in which it conducts charge air past the cooler. The valve is controlled by the charge air pressure and has a delay function, so that all the charge air is conducted past the cooler during rapid acceleration (rapid pressure change) from low load, thereby achieving an increase in the engine combustion chamber temperature during the first portion of the fuel injection, so as to prevent increased noise emission. At slow pressure changes the valve adjusts itself in response to the charge pressure, so that all the charge air is conducted via the cooler at constant high load.