Abstract: A method of heating catalyst through system cooperation implemented by a vehicle may enable the start of an engine of a part load among engine operation modes to heat a catalyst even in a cold quick acceleration situation with a lock-up CH control by locking up an engine clutch through system cooperation implemented by mutually exchanging information between controllers of an engine management system (EMS) and a hybrid control unit (HCU) by applying a lock-up CH control logic which retards a lock-up CH ignition angle compared to an idle CH control logic of the conventional method, thereby improving the regulation responsiveness, fuel efficiency, and merchantability relatively compared to the idle CH even while having the advantages of the idle CH in which quick lambda feedback control for an engine is possible.

Abstract: A control system is arranged to control the heater system; wherein the control system is programmed to heat the exhaust after treatment system based on a setpoint value. The control system comprises a controller having an error input and an output; that outputs a heating power setpoint value that is adjusted by a feedback signal, said adjusted setpoint value provided in parallel to a branch including the heater system and a branch including a dynamic response system. The dynamic response system comprises a dynamic response part and a delay part. A first subtractor subtracts a measured heat output and an output of the dynamic response system; an adder adds an output of the dynamic response part and an output of the first subtractor. A second subtractor subtracts a heating power setpoint from the output of the adder to provide a control error signal for the error input of the controller.

Abstract: A control system for an engine comprising a turbocharger includes a cold light off catalyst (CLOC), a main catalyst, a CLOC valve, and a controller. The CLOC is positioned in a bypass passage around a turbine of the turbocharger. The main catalyst is disposed downstream of the turbine and the CLOC. The CLOC valve selectively routes exhaust flow from the engine between the turbine and the CLOC. The controller determines whether a temperature of the main catalyst is less than a threshold; commands a CLOC mode wherein the CLOC valve routes at least some exhaust to the CLOC based on the temperature being less than the threshold; determines whether a boost is requested at the engine; determines whether a full turbine input is needed to satisfy the requested boost; and disables the CLOC mode based on a determination that a full turbine input is needed.

Abstract: An engine system includes an internal combustion engine, a main exhaust aftertreatment system with a main catalytic converter, and a light-off catalyst bypass system with a bypass passage and a bypass catalytic converter. An emissions control system includes a controller in signal communication with an oxygen sensor disposed downstream of the bypass catalytic converter. The emissions control system performs a diagnostic of the bypass catalytic converter, by the controller, including (i) monitoring signals from the downstream oxygen sensor for a predetermined time period during an engine cold start condition, (ii) determining a curve plotting oxygen content at the downstream oxygen sensor over the predetermined time period, based on the signals from the downstream oxygen sensor, (iii) determining a number of times the curve crosses a predetermined setpoint over the predetermined time period, and (iv) comparing the number to a predetermined threshold to determine if the bypass catalytic converter has failed.

Abstract: Disclosed herein are emission treatment systems comprising an oxidation catalyst composition in fluid communication with an exhaust gas stream emitted from an engine that combusts both hydrocarbon fuel and hydrogen; and optionally, at least one selective catalytic reduction (SCR) composition and/or at least one three-way conversion (TWC) catalyst composition, combustion systems comprising the same, and method of treating an exhaust gas stream, such as, e.g., an exhaust gas produced by combusting hydrogen fuel during a cold-start period, using the same.

Abstract: A method and a device for operating an internal combustion engine including a first air duct for supplying air to a cylinder and a second air duct for supplying air to a heater for heating an exhaust system. The first and second air ducts each have a control element for controlling the amount of air flowing through them and a mass flow sensor for measuring the amount of air flowing through them. The first and second air ducts are connected to a common air filter, for providing filtered ambient air of the internal combustion engine. A regulation of the amount of air flowing through the first and second air ducts takes place using the measurement signals, depending on operating states of the internal combustion engine. A mutual influence of the air flowing through the first or second air duct is taken into account.

Abstract: A system comprising (i) a vehicular compression ignition engine comprising one or more engine cylinders and one or more electronically-controlled fuel injectors therefor; (ii) an exhaust line for the engine comprising: a first emissions control device comprising a first honeycomb substrate, which comprises a hydrocarbon adsorbent component; and a second emissions control device comprising an electrically heatable element and a catalysed second honeycomb substrate, which comprises a rhodium-free platinum group metal comprising platinum, wherein the electrically heatable element is disposed upstream from the catalysed second honeycomb substrate and wherein both the electrically heatable element and the catalysed second honeycomb substrate are disposed downstream from the first honeycomb substrate; a third emissions control device, which is a third honeycomb substrate comprising an ammonia-selective catalytic reduction catalyst disposed downstream from the second emissions control device; and one or more tempera

Abstract: A heavy duty truck includes a diesel engine that generates an exhaust gas flow and an exhaust after-treatment system for treatment of the exhaust gas flow. The exhaust after-treatment system includes at least one temperature sensor at an underbody SCR system within the exhaust after-treatment system and a DEF injector upstream of a close-coupled SCR system within the exhaust after-treatment system. The DEF injector is operated to inject DEF into the exhaust gas flow at a rate that varies as a function of a temperature measured by the temperature sensor.

Abstract: A method for calculating reaction heat in an exhaust system of an internal combustion engine by means of a model, comprising a first model component and a second model component, wherein the first model component refers to a calculation of exhaust components flowing from valves of the internal combustion engine, the second model component relates to the entire exhaust system, and total masses from the first model component are divided along the exhaust system onto the individual components of the exhaust system.

Abstract: A method for controlling an internal combustion engine including at least one exhaust-gas aftertreatment component having an electric heating element, the electric heating element heating the exhaust-gas aftertreatment component and the exhaust gas flowing through the exhaust-gas aftertreatment component, the electric heating element briefly or permanently being acted upon by a heating current, a gas, in particular fresh air and/or exhaust gas, flowing downstream through the exhaust-gas path.

Abstract: An engine system includes an engine including first and second cylinders, a catalyst provided in an exhaust passage of the engine, and a control device for the engine. The control device includes a fuel cut control unit configured to execute a specific cylinder fuel cut process of stopping supply of fuel to the first cylinder and supplying fuel to the second cylinder when there is a request to warm up the catalyst, an injection amount control unit configured to increase a fuel injection amount in the second cylinder at a predetermined increase rate during execution of the specific cylinder fuel cut process, as compared to a case where the specific cylinder fuel cut process is stopped, and an injection timing control unit configured to advance a fuel injection timing in a compression stroke of the second cylinder during execution of the specific cylinder fuel cut process is stopped.

Abstract: An internal combustion engine is mounted for power generation in a series hybrid vehicle and has an exhaust system with an upstream-side catalytic converter and a downstream-side catalytic converter. After starting of the internal combustion engine, the operation of the internal combustion engine is continued, without stopping the internal combustion engine even when the power generation request ceases, until completion of the warm-up of both of the upstream-side catalytic converter and the downstream-side catalytic converter. The internal combustion engine is operated with ignition timing retardation during a first period from the starting of the internal combustion engine to the completion of the warm-up of the upstream-side catalytic converter. During a second period from the completion of the warm-up of the upstream-side catalytic converter to the completion of the warm-up of the downstream-side catalytic converter, the internal combustion engine is operated without ignition timing retardation.

Abstract: A control system for an engine comprising a turbocharger includes a cold light off catalyst (CLOC), a main catalyst, a CLOC valve, a first and second oxygen sensor, and a controller. The CLOC is positioned in a bypass passage around a turbine of the turbocharger. The CLOC valve selectively routes exhaust flow from the engine between the turbine and the CLOC. The first oxygen sensor is disposed between the CLOC valve and the CLOC. The second oxygen sensor is disposed between the CLOC and the main catalyst. A position of the CLOC valve is determined and a priority is assigned to one of the first and second signals of the oxygen sensors based on the position of the CLOC valve. An engine out lambda is determined based on the first and second signals and assigned priority. An engine parameter is commanded.

Abstract: The subject matter of this specification can be embodied in, among other things, a method performed in connection with an internal combustion engine, and the method including receiving a pressure signal from a combustion chamber pressure sensor during a first range of volumes, the first range corresponding to a portion of a compression phase, the received pressure being a first pressure, providing, based on the received pressure signal, a first pulse of fuel at a first position of the body during the compression phase, and providing, based on the received pressure signal a second pulse of fuel at a second position of the body during the compression phase.

Abstract: Apparatus, device, methods and system relating to a vehicular telemetry environment for monitoring vehicle components and providing indications towards the condition of the vehicle components and providing optimal indications towards replacement or maintenance of vehicle components before vehicle component failure.

Abstract: A method for heating an exhaust pipe in a motor vehicle, comprising including a plurality of spark cycles performed in succession at a preset frequency, wherein each spark cycle includes injecting a-preset fuel quantity into an injection area inside of an exhaust pipe in a motor vehicle and generating at least one spark between the ends of a pair of electrodes located in proximity to the injection area in order to start combustion. Thus, a value of an ionization current flowing between the ends of the pair of electrodes is detected following the extinction of the spark and this ionization current value is compared with a preset reference value. Therefore, the presence of combustion in the spark cycle is determined, if the ionization current value is greater than the preset reference value, or the absence of combustion in the spark cycle, if the ionization current value is lower than the preset reference value.

Abstract: Systems and methods for modulating power provided to a heating element of a vehicle exhaust system is provided. One system includes a controller controlling a switch, and an alternator having a first field terminal input, wherein the first field terminal input is connected to the switch. The system further includes a heating element connected to at least an output of the alternator. The controller is configured to determine a power demand for the electric heating element and modulate the first field terminal input to cause the alternator to provide power to the heating element according to the power demand.

Abstract: An engine system includes an internal combustion engine, a main exhaust aftertreatment system with a main catalytic converter, and a light-off catalyst bypass system with a bypass passage and a bypass catalytic converter. An emissions control system includes a controller in signal communication with a first temperature sensor disposed upstream of the bypass catalytic converter, and a second temperature sensor disposed downstream of the bypass catalytic converter.

Abstract: A method for operating a fuel-operated burner (3) downstream of an engine (1) and upstream of a catalytic converter (4), comprising an actuation of an ignition apparatus (12) of the burner (3) during a pre-definable preheating phase, without delivering fuel (11) to the burner (3) during the preheating phase, and, after the end of the preheating phase, a timely delivery of fuel (11) to the burner (3) and combustion of the delivered fuel (11) in the burner (3). Further, a computing unit and a computer program product for carrying out such a method are proposed.

Abstract: A control apparatus for an internal combustion engine configured to perform control to remove a combustible residue adhered to an exhaust path of the internal combustion engine includes one or more processors and one or more memories communicatively coupled to the one or more processors. The one or more processors are configured to: obtain information on an exhaust temperature at a predetermined position in the exhaust path during operation of the internal combustion engine; determine whether the exhaust temperature or a predetermined reference temperature obtained based on the exhaust temperature has exceeded a threshold; and, when the exhaust temperature or the reference temperature has exceeded the threshold, increase an amount of oxygen to be supplied to the exhaust path to forcibly combust the combustible residue.

Abstract: Systems and methods of electrically heating catalyst (EHC) driver notification are provided. With the goal of increasing driver cooperation in reducing emissions, EHC driver notification systems notify the driver when the EHC is in an inefficient operation state. This notification is provided to the driver so that the driver may consciously operate the vehicle in a fashion that reduces emissions while the EHC is in the inefficient operation state. EHC driver notifications systems may also restrict operation of the vehicle when the EHC is in an inefficient operation state. However, for safety reasons, these systems provide the driver a function to bypass the restriction as needed.

Abstract: An exhaust gas control apparatus for an internal combustion engine includes: a catalyst which is capable of storing oxygen; a downstream air-fuel ratio sensor that detects the air-fuel ratio of outgoing exhaust gas flowing out of the catalyst; an air-fuel ratio control unit that controls the air-fuel ratio of incoming exhaust gas flowing into the catalyst; and a catalyst state estimation unit that estimates the activity of the catalyst. The air-fuel ratio control unit controls the air-fuel ratio of the incoming exhaust gas so that the air-fuel ratio of the outgoing exhaust gas detected by the downstream air-fuel ratio sensor is maintained at a target air-fuel ratio. The air-fuel ratio control unit sets the target air-fuel ratio to a richer value when the activity of the catalyst is equal to or higher than a predetermined value than when the activity of the catalyst is lower than the predetermined value.

Abstract: Vehicle systems and methods are provided for preheating an aftertreatment system prior to engine ignition. A method involves obtaining a first measurement indicative of a current temperature associated with the aftertreatment system, obtaining a second measurement indicative of a current state of an energy source coupled to a heating element integrated with the aftertreatment system, determining an amount of electrical energy to be applied to the heating element based at least in part on a difference between the current temperature associated with the aftertreatment system and a target temperature for the aftertreatment system, and automatically enabling current flow from the energy source to the heating element prior to ignition of the engine for a duration of time in a manner that is influenced by the amount of electrical energy to be applied to the heating element and the current state of the energy source.

Abstract: The disclosure relates to a method for determining the icing condition of a component of the exhaust-gas system of a motor vehicle that is not arranged directly in the exhaust-gas mass flow and/or of the feed line of the component. The method includes: determining a water quantity actually present in the component and in the feed line thereof and the state of aggregation of the water quantity; determining an energy quantity required for deicing and for volatilizing the water quantity; and determining an energy quantity supplied for deicing and for volatilizing the water quantity by radiated heat from components arranged directly in the exhaust-gas mass flow of the exhaust-gas system of the motor vehicle to the surroundings. The method also includes determining the icing condition of the component by comparing the energy quantity supplied for deicing and for volatilization with the energy quantity required for deicing and for volatilization.

Abstract: Methods and systems are provided for maintaining efficiency of a catalyst that is positioned in an exhaust system downstream of an internal combustion engine. In one example, the catalyst may be heated via supplying fuel to a cylinder that does not combust the fuel. The fuel may be oxidized at the catalyst via excess oxygen in the exhaust system.

Abstract: A method to control an internal combustion engine having an exhaust duct and an exhaust gas after-treatment system comprising at least one catalytic converter arranged along the exhaust duct; an oxygen sensor housed along the exhaust duct and arranged upstream of said at least one catalytic converter; and a burner suited to introduce the exhaust gases into the exhaust duct upstream of the oxygen sensor the method provides the steps of calculating the thermal power required to reach the nominal operating temperature of said at least one catalytic converter obtained with an objective value of the air/fuel ratio value; and determining both the objective fuel flow rate and the objective air flow rate to be fed to the burner to obtain the thermal power required to reach the nominal operating temperature of said at least one catalytic converter.

Abstract: A method for operating an internal combustion engine includes combusting fuel and air within a combustion chamber of an internal combustion engine, thereby forming an exhaust gas, passing the exhaust gas out of the combustion chamber, and performing a startup procedure, the startup procedure including passing the exhaust gas from the combustion chamber through a first aftertreatment system to a pollutant capture unit, capturing criteria pollutants of the exhaust gas with the pollutant capture unit, and heating the first aftertreatment system to a first activation temperature. Subsequent to heating the first aftertreatment system to the first activation temperature a secondary procedure is performed including passing the exhaust gas from the combustion chamber directly to a second aftertreatment system bypassing the pollutant capture unit to heat the second aftertreatment system to a second activation temperature.

Abstract: The disclosure relates to a method for purifying exhaust gas and to an electronic device therefor. The electronic device includes: a sensor module; a heating device; a memory; and a processor operatively coupled to the sensor module, the heating device, and the memory. The processor is configured to: control the heating device such that a catalytic converter of a vehicle is heated, measure an air-fuel ratio of exhaust gas passing through the catalytic converter using the sensor module during heating of the catalytic converter, and control the heating device such that heating of the catalytic converter is ended based on the air-fuel ratio of the exhaust gas.

Abstract: Methods and systems are provided for model-based determination of a temperature distribution of an exhaust aftertreatment system of a vehicle. A power demand from a first component of the aftertreatment system is measure, a heat transfer into the first component of the aftertreatment system based on power demand of the first component and a configurable emissivity value of the exhaust gas is determined, and the temperature of the first component based on the calculated heat transfer is calculated.

Abstract: A recycling loop configuration of an exhaust gas aftertreatment system decreases a level of system-out NOx emissions of an engine. An apparatus including the configuration has an exhaust gas recycling system having a closed gas recycling loop system configured to heat gas circulating within the loop, and a blower for circulating gas within the loop. A method for operating the engine includes preheating at least one aftertreatment component of an exhaust gas aftertreatment system of the engine by exposing the component to heated gas circulating in a closed gas recycling loop.

Abstract: A system (2) comprising (i) a vehicular compression ignition engine (1) comprising one or more engine cylinders and one or more electronically-controlled fuel injectors therefor; (ii) an exhaust line (3) for the engine comprising: a first emissions control device (5) comprising a first honeycomb substrate, which comprises a hydrocarbon adsorbent component; and a second emissions control device (7) comprising an electrically heatable element (7a) and a catalysed second honeycomb substrate (7b), which comprises a rhodium-free platinum group metal (PGM) comprising platinum, wherein the electrically heatable element (7a) is disposed upstream from the catalysed second honeycomb substrate (7b) and wherein both the electrically heatable element (7a) and the catalysed second honeycomb substrate (7b) are disposed downstream from the first honeycomb substrate; a third emissions control device (22), which is a third honeycomb substrate comprising an ammonia-selective catalytic reduction catalyst disposed downstream from

Abstract: The present disclosure relates to systems and methods for managing a state of charge of a hybrid vehicle battery using an eCAT. Electrical energy is provided to a hybrid system for storage at the battery of the hybrid system. A first state of charge of the battery of the hybrid system is determined. Upon determining that the first state of charge is within a predetermined upper range, a determination is made as to whether to increase energy supplied to one or more hybrid vehicle components, the one or more hybrid vehicle components comprising at least the eCAT. At least a portion of the electrical energy is consumed at the eCAT.

Abstract: A vehicle control system includes: a fuel control module configured to control gasoline fueling of an engine in open loop based on a target engine lambda; and a burner control module configured to control gasoline fueling of a burner based on (a) a target lambda input to a three-way catalyst (TWC) in an exhaust system of the engine and (b) a lambda of exhaust input to the TWC. The burner is coupled to the exhaust system between (a) an output of the engine and (b) an input to the TWC.

Abstract: Methods and systems are provided for reducing emissions during an engine cold start. In one example, a method may include, during emission control device heating, injecting heated air into an exhaust runner of each cylinder of the engine during an exhaust stroke of the corresponding cylinder, after a blowdown exhaust pulse. In this way, an amount of hydrocarbons in feedgas provided to the emission control device prior to the emission control device reaching its light-off temperature may be reduced.

Abstract: Methods and systems for heating an emission control device are provided. In one example, a method for a vehicle comprises during an engine cold start, heating an emission control device of the engine using a dual heat exchanger to heat secondary air and cool exhaust gas, and further heat secondary air with an electric heater. The method further comprises directing the heated secondary air to each exhaust runner of the engine via individual air injectors to mix with exhaust gas. In this way, an improved mixture of air and exhaust reduces catalyst light-off time and increases conversion efficiency, thereby reducing hydrocarbon emissions during engine cold start.

Abstract: Methods and systems using model based and iterative calculations of mass flow throughout an internal combustion engine system. A secondary air injection valve is provided to selectively allow intake air to pass to the exhaust side of the engine system to aid in exothermic reaction with exhaust gasses exiting the engine for various purposes. The iterative calculations of mass flow include estimation of the mass flow through the secondary air injection valve.

Abstract: An exhaust gas aftertreatment system for an internal combustion engine has an exhaust system that can be connected to an outlet of the internal combustion engine. A three-way catalytic converter that is situated close to the engine and, downstream from the three-way catalytic converter that is situated close to the engine, a second catalytic converter and a particle reduction device are arranged in the direction in which an exhaust gas of the internal combustion engine flows through an exhaust gas channel of the exhaust system. A fuel injector is arranged on the exhaust gas channel so as to inject fuel downstream from the three-way catalytic converter that is situated close to the engine and upstream from the second catalytic converter, and the exhaust system comprises a secondary air system with which secondary air can be blown into the exhaust gas channel downstream from the three-way catalytic converter that is situated close to the engine and upstream from the second catalytic converter.

Abstract: A method includes: determining that at least one cylinder of a first cylinder bank of an engine is active; determining that at least one cylinder of a second cylinder bank of the engine is inactive; receiving an inlet temperature of a selective catalytic reduction system; comparing the inlet temperature to a temperature setpoint; and adjusting at least one of a first exhaust manifold pressure setpoint for the first cylinder bank or a second exhaust manifold pressure setpoint for the second cylinder bank based on the comparison.

Abstract: When an amount of particulate matter (PM) collected by a gasoline particulate filter (GPF) reaches a predetermined amount, a central processing unit (CPU) executes a regeneration process for regenerating the GPF. That is, the CPU stops supply of fuel to any one of cylinders #1 to #4, while increasing an amount of fuel supplied to remaining cylinders. When a temperature of a three-way catalyst becomes equal to or higher than a first temperature, the CPU increases an injection amount to lower a temperature of exhaust gas. When the temperature of the three-way catalyst becomes equal to or higher than the first temperature during the execution of the regeneration process, the CPU does not increase the injection amount.

Abstract: A hybrid vehicle includes a multi-cylinder engine, an exhaust gas control apparatus including a catalyst for removing exhaust gas from the multi-cylinder engine, an electric motor, and a control device configured to execute catalyst temperature increase control for stopping fuel supply to at least one cylinder and making an air-fuel ratio in each of remaining cylinders rich in a case where a temperature increase of a catalyst is requested during a load operation of the multi-cylinder engine, execute control such that an electric motor supplements insufficient drive power due to the execution of the catalyst temperature increase control, and change the air-fuel ratio in at least one of the remaining cylinders to a lean side after a temperature of the exhaust gas control apparatus becomes equal to or higher than a determination threshold value during the execution of the catalyst temperature increase control.

Abstract: The invention relates to a cold start apparatus for an exothermic hydrogen consumer such as a fuel cell and also a method for operating an exothermic hydrogen consumer having a metal hydride store or hydrogen supply from a reformer. It is an object of the present invention to provide a fuel cell having an efficient cold start apparatus, which can be taken into operation immediately and does not require any pressure tank. Furthermore, the cold start apparatus should be available for an unlimited number of starting operations.

Abstract: Methods and systems for enabling regeneration of a particulate filter of an engine system are provided. In one embodiment, a method includes: receiving, by a processor, a request for particulate filter regeneration; in response to the request, determining, by the processor, at least one of a compression ratio and an expansion ratio; generating, by the processor, control signals to actuators of the engine system to adjust the at least one of the compression ratio and the expansion ratio to achieve a desired exhaust temperature; generating, by the processor, control signals to actuators of the engine system to optimize torque output based on the desired exhaust temperature, engine speed, and a desired engine load; and initiating, by the processor, regeneration of the particulate filter based on the command signals.

Abstract: An apparatus supplies voltage for an electrical heating catalytic converter. The apparatus includes: a direct current (DC) converter having an input for an input voltage and an output for an output voltage; a buck converter, which is configured to step down the output voltage of the DC converter to a supply voltage, which is lower than the output voltage, for the electrical heating catalytic converter; and a first electrical assembly, which is configured to rectify and smooth the supply voltage.

Abstract: An automotive exhaust aftertreatment system includes a three-way catalyst (TWC) fluidly coupled to an internal combustion engine and a muffler, a selective catalytic reduction (SCR) unit located downstream from the TWC and upstream from the muffler, the SCR unit configured as a NOx catalytic converter and a hydrocarbon (HC) trap, and an electrically heated catalyst (EHC) located downstream from the SCR and upstream from the muffler, the EHC configured as a catalytic converter for the trapped HCs once the HCs are released from the SCR.

Abstract: An aftertreatment system for treating constituents of an exhaust gas produced by an engine includes a heater configured to selectively heat the exhaust gas entering the aftertreatment system. An aftertreatment component is disposed downstream of the heater. A gas sensor is disposed downstream of the heater and upstream of the aftertreatment component. The gas sensor comprises a sensing element, and a heating element configured to selectively heat the sensing element to an operating temperature of the sensing element.

Abstract: When an amount of PM trapped by a GPF is large and a request for regeneration is made, a CPU determines whether an execution condition for executing a temperature increasing process is satisfied. At a point in time t1, at which the execution condition is satisfied, the CPU executes a scavenging process to assign 1 to a condition satisfaction flag Ftr, cause the air-fuel ratio of air-fuel mixture in cylinders #1, #3, and #4 to be the stoichiometric air-fuel ratio, and stop a combustion operation in a cylinder #2. After a point in time t2, which is after a combustion cycle, the CPU executes a temperature increasing process. The temperature increasing process causes the air-fuel ratio of the air-fuel mixture in the cylinders #1, #3, and #4 to be richer than the stoichiometric air-fuel ratio, and stops the combustion operation in the cylinder #2.

Abstract: Systems and methods for starting an engine of a hybrid vehicle are described. In one example, the method uses the engine to generate larger amounts of thermal energy while the engine is rotated under power of an electric machine. The systems and methods described herein may be applied to series and parallel hybrid vehicles.

Abstract: Systems, methods, and apparatuses are provided for increasing exhaust gas temperature. A system includes a valve and a controller coupled to the valve. The controller is structured to determine that a plurality of cylinders of an engine are active; compare an exhaust aftertreatment temperature to an exhaust aftertreatment temperature setpoint; and in response to the comparison, adjust an effective flow area for exhaust gas from the plurality of cylinders of the engine to increase an exhaust gas temperature.

Abstract: In a gas sensor, which measures a measurement pump current Ip3 of a measurement chamber, while switching a preliminary pump cell of a preliminary chamber ON or OFF at a constant period, there are formed in communication with each other sequentially from a gas introduction port in the interior of a structural body made from a solid electrolyte, a preliminary chamber, an oxygen concentration adjustment chamber, and a measurement chamber. The gas sensor rapidly determines a steady-state value of a measurement pump current Ip3, based on a peak value of a rate of change over time dIp3/dt of the measurement pump current Ip3, thereby hastening an ON/OFF switching period of the preliminary pump cell.

Abstract: A controller for an internal combustion engine is configured to execute a temperature-increasing process, a misfire detecting process that detects a misfire, a determining process, and a decreasing process. The temperature-increasing process includes increasing a temperature of a catalyst through a partial cylinder fuel cut-off process. The determining process includes determining whether a number of misfires detected by the misfire detecting process in a number of times combustion control has been executed in each of cylinders is greater than or equal to a given value. The decreasing process includes setting an amount of temperature increase in the catalyst to be smaller when the number of misfires is greater than or equal to the given value than when the number of misfires is less than the given value.