Abstract: An exhaust gas treatment system for an internal combustion engine may have a reductant delivery system that delivers reductant to an exhaust stream in an exhaust aftertreatment system. A temperature sensor may be positioned in or near the flow of reductant and exhaust to measure the temperature of the reductant and exhaust. A change in temperature over time, such as an increase, decrease, or change in variation amplitude, may indicate the presence of a reductant deposit in the system. Detection of the deposit may initiate a regeneration cycle in which the operating characteristics of the system change to eliminate the reductant deposit to prevent it from hindering the performance of the exhaust aftertreatment system.

Abstract: A method for timing of a regeneration process of an exhaust gas system of a vehicle engine includes collecting, during operation of the vehicle, data on an exhaust gas regeneration capability as a function of time, establishing, from the collected data, a statistical probability function for the exhaust gas regeneration capability as a function of time, and identifying, from the probability function, one or several time periods that statistically are suitable and/or unsuitable for carrying out a regeneration process. A method for regeneration of an exhaust gas system of a vehicle engine is also provided.

Abstract: A method and a device for operating an exhaust gas aftertreatment, wherein a diesel particulate filter is regenerated during the operation, in particular passively regenerated, wherein a corrected differential pressure is calculated from a current differential pressure across the diesel particulate filter at a current exhaust gas volumetric flow rate and with a current correction factor. The current correction factor is determined by determining a lower differential pressure in a predetermined time interval at a defined exhaust gas volumetric flow rate, in particular in a specified exhaust gas volumetric flow rate interval around the defined exhaust gas volumetric flow rate, and comparing the lower differential pressure with a specified current reference value and, depending thereon, calculating a new correction factor or retaining the previous correction factor as the current correction factor.

Abstract: Systems and methods are provided for sensing particulate matter in an exhaust system of a vehicle. In one example, a system includes a tube with a plurality of gas intake apertures on an upstream surface, the tube having a horseshoe shape with a rounded notch on a downstream surface and a plurality of gas exit apertures positioned along a length of the rounded notch and a particulate matter sensor positioned inside the tube. In another examples, a system for sensing particulate matter comprises a first outer tube with a plurality of gas intake apertures on an upstream surface, a second inner tube position within the first outer tube and including a plurality of gas intake apertures on a downstream surface and an opening at a bottom surface for discharging exhaust gasses to an exhaust passage, and a particulate matter sensor positioned within the second inner tube.

Abstract: A catalytic converter device for a stationary internal combustion engine comprising: at least one bracket for mounting the catalytic converter device on a carrier, and at least one catalyst substrate which can be releasably arranged in a housing of the catalytic converter device, wherein the catalyst substrate has a cell density of at least 50 cpsi, preferably greater than 100 cpsi.

Abstract: A method of repairing an outer enclosure of a diesel particulate filter, having a first axial end and a second axial end, is disclosed. The method includes wrapping a generally planar metal sheet around the outer enclosure. The generally planar metal sheet has a first lateral edge, a second lateral edge, a first longitudinal edge, and a second longitudinal edge. Thereafter, aligning a first longitudinal edge with the first axial end and the second longitudinal edge with the second axial end is carried out. Next, causing one of an abutment or an overlap of the first lateral edge with the second lateral edge is performed. Lastly, joining the first longitudinal edge to the first axial end, the second longitudinal edge to the second axial end, and the first lateral edge with the second lateral edge along an axial length of the outer enclosure is performed by welding.

Abstract: Methods and a system are provided for powering a coolant pump to drive a coolant flow through a charge air cooler using exhaust gas-driven rotations of a turbocharger. In one example, a method may include adjusting a coolant flow through a charge air cooler with a coolant pump, the coolant pump mechanically driven by rotative power from a turbocharger. As such, coolant flow may increase with increasing turbocharger speed and the method may further include adjusting a wastegate of a turbocharger turbine to adjust power provided to the coolant pump.

Abstract: A cooling control system for an internal combustion engine, which is capable of circulating engine coolant while suppressing power consumption by an engine coolant pump as much as possible. The cooling control system is provided for cooling intake gases increased in temperature by being pressurized by a supercharger. The engine coolant pump of the electrically-driven type delivers engine coolant to thereby cause the same to circulate. An ECU controls, when a difference between the temperature of the engine coolant and a first target temperature is not larger than a first predetermined value, the amount of the engine coolant to be delivered to a predetermined minimum flow rate, and controls, when the difference is larger than the first predetermined value, the amount of the engine coolant to be delivered such that it becomes larger as the difference is larger.

Abstract: A method of controlling a cooling fan in a cooling system in a vehicle includes detecting presence/absence of abnormality in a communication state, measuring an output voltage level of an air-conditioner pressure transducer (APT) sensor when the abnormality in the communication state is detected, determining a cooling fan control condition based on the measured output voltage level, and controlling a cooling fan motor according to the determined cooling fan control condition.

Abstract: In a hose having a bent portion, a poor appearance part is prevented from being created in an inner round portion of the bent portion. A bent pipe has a bent portion located in an intermediate part in a longitudinal direction in which a cross section in a radial direction of a round of the bent portion is formed in a flat shape, and non-bent portions being continuous with the bent portion. The flat shape of the bent portion is a vertically long flat shape. With this configuration, when an unvulcanized hose is put on a mandrel and vulcanized, an inner round portion of the unvulcanized hose comes into tight contact with a bent portion of the mandrel and is not separated from the bent portion, so that the poor appearance part is hardly created in an inner round portion of the bent portion.

Abstract: An air guide collects air from a grille located at the front of a vehicle engine compartment to a vertical radiator located in the engine compartment and which is fixed to a vehicle chassis. The air guide includes a main casing including an upper casing and a lower casing. The upper and lower casings include an opening toward the front to receive the air. The lower casing includes at least one substantially horizontal lower wall and two substantially vertical lateral walls. The lower casing axially and transversely abut the rear portion of the lower casing of the air guide relative to the chassis of the vehicle, at least in a lateral region of the lower casing, and a local structure for controlled preferred compression of the walls of the lower casing, at least in a lower portion of the lateral region of the lower casing.

Abstract: An internal combustion engine (20) has two exhaust valves (24, 25) for each combustion chamber, to permit separation of blow-down and expulsion phases of an exhaust stroke. The separate exhaust streams are directed to different geometries of an exhaust turbocharger (30), so as to make best use thereof. Variable exhaust valve timing, and bypass passage for the exhaust streams are disclosed.

Abstract: A control capsule for a regulating device of an exhaust-gas turbocharger; having a housing in which there are formed a first air chamber and a second air chamber which are separated from one another in gas-tight fashion by a spring-loaded diaphragm; having a regulating rod which is connected in force-transmitting fashion to the diaphragm, A hole connects the second air chamber in gas-conducting fashion to the surroundings of the housing. The hole has a hole area of greater than 20 mm2.

Abstract: A pneumatic actuator (1) includes a housing (22) having a first portion (23), a second portion (25), and a fluid inlet (2) formed in the first portion (23). The actuator (1) includes a diaphragm (6) disposed in the housing (22), a piston (7) connected to the diaphragm (6), and a spring (10) that extends between the piston (7) and the housing second portion (25). A pressurized chamber (3) is defined between the diaphragm (6) and the housing first portion (23), and the housing first portion (23) includes a pressure relief device (8).

Abstract: An engine system 10A is characterized by having a first electrolyzing device 11A for electrolyzing water into hydrogen and oxygen, an engine 12 which runs on the combustion of a mixed gas of the hydrogen and oxygen generated by the first electrolyzing device 11A, a battery 14 for storing electricity, a boosting coil 16 for boosting the voltage of electricity stored in the battery and supplying the boosted high-voltage electricity to the first electrolyzing device 11A and ignition plugs of the engine 12, and an alternator 15 for generating electricity from the running of the engine and supplying the generated electricity to the battery 14. The engine system can be driven by simply replenishing water without requiring construction of refilling stands or replacement of tanks.

Abstract: The invention comprises a rotary engine apparatus and method of use thereof. The rotary engine comprises a rotor configured to rotate in a housing and a set of vanes separating a volume between the rotor and housing into a set of chambers. Each of the vanes are dynamically controlled to: (1) yield a greater radially outward and/or sealing force to the housing at start-up and/or at low engine speeds and (2) dynamically reduce radially outward and/or sealing forces at higher engine speeds.

Abstract: The invention comprises a rotary engine apparatus and method of use thereof, where the rotary engine comprises multiple injection ports. Optional injection ports include a first port in an expansion chamber, a second port in the expansion chamber after a first rotation of the rotor, a third port into the expansion chamber after a second rotation of the rotor, a fourth port from a fuel path through a shaft of the rotary engine, and/or a fifth port into a rotor-vane chamber between the rotor and a vane. Optionally, one or more of the injection ports are controlled through mechanical valving and/or through electronic and/or computer control.

Abstract: An engine including a block that has first and second intersecting pathways, and first and second rotors positioned within the first and second pathways, respectively. The first and second rotors are moveable within the first and second pathways, respectively, between first and second combustion positions. A first combustion chamber is formed within the first pathway between the first and second rotors when they are in the first combustion position, and a second combustion chamber is formed within the second pathway between the first and second rotors when they are in the second combustion position. The pathways and rotors are preferably torus shaped, and the rotors preferably have concave leading and trailing ends. The engine block preferably has a single intake for both of the first and second combustion chambers. Recesses are preferably formed in the block to receive seals that engage the rotors.

Abstract: A gas turbine, in particular an aircraft engine, including a core flow channel (K), in which a first compressor (20), a second compressor (40) adjacent downstream from the first compressor, a combustion chamber (60) adjacent downstream from the second compressor, a second turbine (50) adjacent downstream from the combustion chamber, which is coupled to the second compressor, and a first turbine (30) adjacent downstream from the second turbine, which is coupled to the first compressor via a first transmission (71), are situated; a quotient (r/R) of an inside diameter (r) of the core flow channel divided by an outside diameter (R) of the core flow channel at an upstream inflow of the first compressor being at most 0.65, in particular at most 0.5 is provided.

Abstract: A method of separating carbon dioxide (CO2) from nitrogen (N2) and oxygen (O2) within a turbine engine system includes, in an exemplary embodiment, directing an air stream into an air separation unit (ASU), separating N2 from the air stream in the ASU to form an oxygen (O2) rich air stream, and directing the O2 rich air stream to the combustor to mix with a fuel for combustion forming hot combustion gases, containing O2 and CO2, which are used to rotate the turbine. The method also includes directing turbine expander exhaust gases to a heat recovery steam generator (HRSG) to create steam, directing exhaust from the HRSG to a condenser to separate water from a mixture of O2 and CO2 gases, and directing the mixture of O2 and CO2 gases to a separation system where the CO2 is separated from the O2 gases and removed from the separation system.

Abstract: The present invention discloses a novel apparatus and methods for augmenting the power of a gas turbine engine, improving gas turbine engine operation, and reducing the response time necessary to meet changing demands of a power plant. Improvements in power augmentation and engine operation include systems and methods for preheating piping of a power augmentation system and directing flows of hot compressed air, steam or a combination thereof into the gas turbine engine.

Abstract: The present invention discloses a novel apparatus and methods for augmenting the power of a gas turbine engine, improving gas turbine engine operation, and reducing the response time necessary to meet changing demands of an electrical grid. Improvements in power augmentation and engine operation include systems and methods for providing rapid response given a change in electrical grid.

Abstract: A power plant having at least one compressor, at least one fuel-burning engine, and a cooler device for cooling admission air for the engine, the engine being provided with a combustion chamber. The cooler device is constituted by a heat engine having three heat sources arranged between two compression stages of the compressor and including a refrigerant fluid and two evaporators. The admission air flows in succession through the two evaporators between the two compression stages firstly to cool the admission air between the two compression stages prior to being injected into the combustion chamber, and secondly to vaporize the refrigerant fluid.

Abstract: In a filtration system, in particular for cleaning the intake air of a gas turbine, including a flow channel surrounded by walls with an inflow opening and an outflow opening, a partition wall with at least two openings between a dirty side and a clean side which is positioned between the inflow opening and the outflow opening and limited by the walls of the flow channel, and at least two filters for purifying a flowing fluid. At least one filter is installed at a first opening on the dirty side of the partition wall and at least one filter at a second opening on the clean side of the partition wall.

Abstract: Described is an oil distributor comprising: an oil distribution conduit having an inlet end and an outlet; an oil delivery arrangement at the outlet of the oil distribution conduit, the oil delivery arrangement including a circumferential channel having a base, an upstream wall and a downstream delivery wall, wherein the delivery wall includes a plurality of circumferentially distributed delivery apertures extending therethrough.

Abstract: A heat exchanger apparatus including a surface cooler and a passive automatic retraction and extension system coupled to the surface cooler. The surface cooler having disposed therein one or more fluid flow channels configured for the passage therethrough of a heat transfer fluid to be cooled. The heat transfer fluid in a heat transfer relation on an interior side of said one or more fluid flow channels. The surface cooler including a plurality of fins projecting from an outer surface thereof. The passive automatic retraction and extension system including a thermal actuation component responsive to a change in temperature of at least one of the heat transfer fluid and a cooling fluid flow so as to actuate a change in a geometry of the surface cooler. Further disclosed is an engine including the heat exchanger apparatus.

Abstract: In one exemplary embodiment, a gas turbine engine system for cooling engine components includes an engine core, a core housing containing the engine core, an engine core driven fan forward of the core housing, a nacelle surrounding the fan and the core housing, and a bypass duct defined between an outer diameter of the core housing and an inner diameter of the nacelle. Also included is a thermal management system having a coolant circuit including at least one of a first heat exchanger disposed on the inner diameter of the nacelle and a second heat exchanger disposed on a leading edge of a BiFi spanning the bypass duct. The first heat exchanger is in thermal communication with the second heat exchanger.

Abstract: In a featured embodiment, a gas turbine engine has a compressor section having a downstream rotor and a diffuser downstream of the compressor section. A combustor receives air downstream of the diffuser. A turbine section has at least one component to be cooled. A conduit is spaced from the diffuser and defines a cooling airflow path. The cooling airflow path is separate from an airflow downstream the diffuser, and passing to the combustor. The conduit passes cooling air to the component to be cooled.

Abstract: An aircraft turbine engine includes a fan duct having a wall, ; an air passage arranged in the wall and including an air inlet opening at the wall, the air passage being designed to receive part of the flow of air from the fan duct across the opening; an air intake housing located above the air inlet opening and fixed to the wall, the housing being arranged to intercept part of the air flow in the fan duct, and successively including, in the air flow direction, an upstream wall then a downstream wall, an upstream opening and a downstream opening arranged on the upstream wall and the downstream wall, respectively, the inside of the housing being in fluidic connection to the air inlet opening, and a movable sealing means between an “open” position; and a “closed” position relative to the downstream opening and the air inlet opening.

Abstract: A heat exchanger manifold for a gas turbine engine according to an exemplary aspect of the present disclosure includes, among other things, a manifold body extending between a first face and a second face, a first seal land defining a first fluid port extending through the manifold body between the first face and the second face, and a first seal received within the first fluid port.

Abstract: Heat exchanger includes tubular element within outer casing and inner sleeve within tubular element. Outer casing and outer surface of tubular element define a first annular passage through which first fluid flow path extends. Inner sleeve and inner surface of tubular element define second annular passage through which second fluid flow path extends. First annular passage is sealed against outer surface of tubular element and second annular passage is sealed within inner surface of tubular element. Second heat exchanger having tubular element within outer casing. Tubular element has outer fins and inner fins. Outer casing and outer surface of tubular element define a first annular passage through which first fluid flow path extends. Inner surface of tubular element defines a second passage through which second fluid flow path extends. Outer fins are integral with outer surface of tubular element and inner fins are integral with inner surface of tubular element.

Abstract: A turbomachine includes a compressor portion, and a turbine portion operatively connected to the compressor portion. The turbine portion includes a compressor discharge portion, a hot gas path and a first stage nozzle arranged at the hot gas path. A combustor assembly is fluidically connected to the compressor portion. A transition piece has an inlet portion fluidically connected to the combustor assembly and an outlet portion fluidically connected to the turbine portion. A seal member is operatively connected relative to one of the transition piece and the first stage nozzle of the turbine portion. The seal member extends from a first end to a second, cantilevered end through an intermediate portion including one or more openings that provide a purge fluid flow path from the compressor discharge portion toward the hot gas path.

Abstract: A fuel system which includes a fuel return system. The fuel return system includes a fuel return valve arranged on a return line, and the return line is intended to be mounted between an engine of an aircraft and a fuel tank of the aircraft. The return valve is configured to allow a return of fuel from the engine to the fuel tank when the engine is in operation. The fuel return system also includes a bypass valve assembly mounted in parallel to the return valve, and is configured to allow a return of fuel from the engine to the fuel tank when the engine is not in operation.

Abstract: A gas turbine engine comprises a fan, a compressor, a combustor, and a fan drive turbine rotor. The fan drive turbine drives the fan through a gear reduction. The gear reduction includes at least two double helical gears in meshed engagement. Each of the at least two double helical gears are disposed to rotate about respective axes, and each have a first plurality of gear teeth axially spaced from a second plurality of gear teeth by a spacer. Each of the first plurality of gear teeth has a first end facing the spacer and each of the second plurality of gear teeth has a first end facing the spacer. Each first end of the first plurality of gear teeth is circumferentially offset from each first end of the second plurality of gear teeth. A gear ratio of the gear reduction is greater than about 2.3:1. A method is also disclosed.

Abstract: A gas turbine engine includes a core engine with a compressor section, a combustor and a turbine. The turbine drives an output shaft, and the output shaft drives at least four gears. Each of the at least four gears extends through a drive shaft to drive an associated fan rotor.

Abstract: An emissions control system (10) for a gas turbine engine (12) for reducing CO emissions at partial load of the gas turbine engine (12) is disclosed. In at least one embodiment, the emissions control system (10) may be formed from one or more compressed air exhausts (14) for exhausting compressed air into a hot gas pathway contained within a channel (18) formed by a transition (20) extending from a combustor (22) to a turbine assembly (24). In at least one embodiment, a plurality of seals (26) may extend circumferentially around the transition (20) providing a seal (26) between the transition (20) and a component of a downstream turbine assembly (24). One or more compressed air exhausts (14) may be positioned between adjacent seals (26). The compressed air exhausts (14) may be, but are not limited to being, channels (30), orifices (34) and metered spaces (32) having various shapes and configurations.

Abstract: Methods and systems are provided for reducing exhaust energy delivered to a turbine of a turbine-generator coupled to a split exhaust engine system in order to reduce turbine over-speed conditions and/or to reduce a generator output. In one example, a method may include deactivating a blowdown exhaust valve utilized to deliver a blowdown portion of exhaust energy to the turbine.

Abstract: A combination lever for a carburetor is an integrated shutoff lever and fuel valve. The combination lever includes a longitudinal portion for a handle and a cylindrical portion including a fuel path for the fuel valve. A carburetor casing is shaped to form a valve chamber and a carburetor chamber. The valve chamber supports the cylindrical portion. A directional cavity formed in the cylindrical portion of the combination lever regulates a flow of fuel to the carburetor chamber according to a rotation of the combination lever. At one position the directional cavity opens the fuel path so that fuel flows into the carburetor chamber. At another position the directional cavity closes the fuel path so that the flow of fuel is blocked. The combination lever may also include an abutment portion to engage a switch for completing an electrical shutoff path to an engine coupled to the carburetor.

Abstract: Methods and systems are provided for adjusting the amount of secondary fluid being injected into an engine. In one example, a method may include adjusting an amount of secondary fluid injected at an engine cylinder based on a secondary fluid injection amount estimated from outputs of an exhaust oxygen sensor. For example, the secondary fluid injection amount may be estimated based on a first change in pumping current of the exhaust oxygen sensor between a first and second reference voltage when only fuel is injected into the engine cylinder and a second change in pumping current of the exhaust oxygen sensor between the first and second reference voltage when fuel and the secondary fluid are injected into the engine cylinder.

Abstract: A method for controlling fuel switching of a fuel switching system in a vehicle via a controller configured to receive one or more measured signals in order to issue a fuel shortage warning or in order to control fuel switching is disclosed. The system includes an LPG rail pressure sensor for measuring a pressure in an LPG rail, and a bombe pressure sensor for measuring a pressure in the bombe. The method includes a first LPG rail pressure determining step of determining whether the pressure in the LPG rail is lower than a second reference value or not and a first bombe pressure determining step of determining whether the pressure in the bombe is lower than a third reference value or not. If at least one of the first pressure determining steps is positive, the method further includes switching the fuel to gasoline.

Abstract: A method for controlling an electrical compressor (11) forming part of an assembly comprising an internal combustion engine and an electric machine (15), the compressor (11) being configured to compress the intake air of the internal combustion engine, the electrical compressor being capable of being powered with electricity by:—first electrical energy provided by an electrical energy storage unit (10), and—second electrical energy coming from the electric machine (15) when it is driven in rotation, said method involving:—imposing a setpoint value on at least one electrical or mechanical variable of the assembly, and—at least temporarily supplying the electrical compressor (11) with the first and second electrical energy in such a way that the value of said variable approaches the setpoint value.

Abstract: In a control apparatus of an engine having a first fuel injection valve for injecting fuel into an intake path of the engine, a second fuel injection valve for injecting fuel into a combustion chamber of the engine, a supercharger for supercharging intake air for the engine, and a waste gate valve for opening and closing an exhaust bypass passage for bypassing a turbine of the supercharger, the waste gate valve is controlled to act in an opening direction in accordance with an increase in the injection amount of fuel injected from the second fuel injection valve, in a region where the injection amount of fuel from the second fuel injection valve is larger than the injection amount of fuel from the first fuel injection valve.

Abstract: A fuel vapor processing apparatus may include a canister and a purge device. The purge device may desorb fuel vapor from the canister and purge the desorbed fuel vapor to an engine. The fuel vapor processing apparatus may further include a purge control device. The purge control device may obtain a target purge quantity to be desorbed from the canister at a point of time during an operation of the engine. In addition, the purge control device may control a purge quantity during the operation of the engine such that the purge quantity reaches the target purge quantity.

Abstract: Methods and systems are provided for improving engine knock tolerance, in particular when rapidly ramping in LP-EGR from low levels of EGR. Until a desired LP-EGR rate is achieved, fuel may be delivered as a split injection with at least an intake stroke injection and a compression stroke injection to compensate for the transport delay in EGR filling the intake system. Subsequently, single fuel injection may be resumed.

Abstract: Methods and systems are provided for reducing exhaust energy delivered to a turbine of a turbine-generator coupled to a split exhaust engine system in order to reduce turbine over-speed conditions and/or to reduce a generator output. In one example, a method may include retarding a first timing of a first exhaust valve utilized to deliver a blowdown portion of exhaust energy to the turbine, and/or advancing a second timing of a second exhaust valve utilized to deliver a scavenging portion of exhaust energy to an exhaust catalyst in response to a turbine speed greater than a threshold speed.

Abstract: A system according to the principles of the present disclosure includes a Reid vapor pressure (RVP) module and a fuel control module. The RVP module determines a Reid vapor pressure of fuel combusted by an engine based on a hydrocarbon concentration measured by a hydrocarbon sensor disposed in a fuel system of the engine. The fuel control module controls at least one of a fuel injector of the engine, a purge valve in an evaporative emissions (EVAP) system of the engine, and a vent valve in the EVAP system of the engine to adjust an amount of fuel delivered to cylinders of the engine based on the Reid vapor pressure.

Abstract: An exhaust gas recirculation (EGR) system for an internal combustion engine having dedicated EGR and operating at a net stoichiometric air-fuel ratio. In such engines, one or more cylinders is operable as a dedicated EGR cylinder, such that all of the exhaust produced by the dedicated EGR cylinder(s) may be directed back to the intake manifold. Because the engine's exhaust is net stoichiometric, its exhaust aftertreatment system has a three-way catalyst. An EGR loop is configured to recirculate EGR from the dedicated EGR cylinder(s) to the engine's intake manifold. A diversion line, modulated with a valve, connects the EGR loop to the exhaust aftertreatment system, thereby allowing adjustment of the relative amounts of EGR to be recirculated and to be provided to the exhaust system.

Abstract: A fresh air and exhaust gas control method and system for an engine air system with an air throttle and exhaust gas recirculation (EGR) valve. The method includes monitoring engine parameters; generating engine state estimates using an engine observer model; generating measured engine states based on the monitored engine parameters; computing observer error based on the differences between the measured and modeled engine states; generating model correction factors; and generating commands for adjusting the air throttle and EGR valve. An inverse engine observer model can generate the desired air throttle and EGR valve positions. The method can include generating feedback actuator commands in generating the desired air throttle and EGR valve positions. The correction factors can include fresh air, EGR and/or turbine mass flow correction factors.

Abstract: In one aspect, a method for controlling operation of an internal combustion engine is described. The engine is operated in a skip fire manner such that selected skipped working cycles are skipped and selected active working cycles are fired to deliver a desired engine output. A particular level of torque output is selected for each of the fired working chambers. Various methods, arrangements and systems related to the above method are also described.

Abstract: An exhaust gas purification control device includes an engine, an actuator using the engine as a driving source, an operation unit used by an operator to operate the actuator or the engine, an operation detector detecting whether or not the operation unit is being operated, a purification device for capturing soot in exhaust gas of the engine, an accumulation amount detector detecting an accumulation amount of the soot captured by the purification device, a regeneration unit for performing an regenerating operation of regenerating the purification device by burning the soot captured by the purification device, and a controller controlling the regenerating operation. The controller switches a control from a control of prioritizing an operation by the operation unit to a control of prioritizing the regenerating operation in a stepwise manner as the accumulation amount of the soot detected by the accumulation amount detector increases.