Abstract: A catalytic converter warm-up control apparatus for a hybrid vehicle includes a catalytic converter warm-up controller, a temperature parameter acquisition device, a warm-up control parameter setting device, and a motoring execution device. The catalytic converter warm-up controller is configured to execute warm-up control to warm up a catalytic converter of the hybrid vehicle for activating the catalytic converter upon start-up of an internal combustion engine provided in the hybrid vehicle. The warm-up control parameter setting device is configured to set warm-up control parameters used in the warm-up control in accordance with the temperature parameter acquired by the temperature parameter acquisition device. The motoring execution device is configured to execute motoring of the internal combustion engine by a first electric motor in a predetermined operation state. The catalytic converter warm-up controller is configured to execute the warm-up control in accordance with an execution state of the motoring.

Abstract: A system includes a voltage determination module and a fuel control module. The voltage determination module determines a first output voltage of a first oxygen sensor position upstream from a catalyst in an exhaust system of an engine, and determines a second output voltage from a second oxygen sensor positioned downstream from the catalyst, the first output voltage indicating a first oxygen level of exhaust upstream from the catalyst, the second output voltage indicating a second oxygen level of exhaust downstream from the catalyst. The fuel control module controls a fuel mass injected into the engine based on the first output voltage and the second output voltage when a temperature of the catalyst is greater than a light-off temperature, and controls the fuel mass based on the second output voltage and independent from the first output voltage when the catalyst temperature is less than light-off temperature.

Abstract: A diesel fuel composition is disclosed, as well as a method for reducing NOx emissions from a diesel engine at minimum fuel consumption wherein the diesel engine operates in a low temperature combustion mode, comprising the step of adding to the diesel engine at least one diesel fuel or blending component for a diesel fuel having a combination of a low T50 in the range of from 190° C. to 280° C., a high cetane number in the range of from 31 to 60, and an effective emissions reducing amount of a nitrogen-free cetane improver.

Abstract: An air-fuel ratio control device is provided for controlling the air-fuel ratio of an engine. The device includes an exhaust passage having a main catalytic converter and a bypass passage having a bypass catalytic converter, the bypass passage diverging from the exhaust passage at an upstream junction and rejoining the exhaust passage at a downstream junction. A valve mechanism disposed in the exhaust passage between the upstream junction and the downstream junction moves between a closed state and an open state. During a predetermined period of time after the valve mechanism opens to permit flow in the exhaust passage, the air-fuel ratio of the engine is controlled based on a signal from a first air-fuel ratio sensor in the bypass passage using a low response correction value that is less than a normal response correction value that would be used when the valve mechanism is closed.

Abstract: A method for operating a device for the purification of exhaust gas of an internal combustion engine which is operated with an excess of air includes heating at least one heating apparatus of the device above a predetermined first setpoint temperature. The at least one heating apparatus is at least partially in contact with the exhaust gas, can be activated by electrical energy and is formed at least partially with an oxidation coating. At least the temperature of the at least one heating apparatus or of the exhaust gas is subsequently monitored. An increase in the hydrocarbon fraction of the exhaust gas is initiated if at least the temperature of the heating apparatus or of the exhaust gas has reached a threshold temperature or a low-load phase of the internal combustion engine is present. A motor vehicle having the device is also provided.

Abstract: In a control method of an internal combustion engine exhaust gas control system which is applied to a hybrid vehicle that is powered by an internal combustion engine and an electric motor, an exhaust throttle valve, provided downstream of an exhaust gas control catalyst, is controlled to reduce its opening amount to a target opening amount when it is determined that warm-up control of the internal combustion engine needs to be executed. Next, a target injection quantity of fuel necessary to increase the temperature of exhaust gas flowing into the internal combustion engine to a target exhaust gas temperature is calculated. Then, assist torque from the electric motor is adjusted so that the sum of torque from the internal combustion engine when the fuel injection quantity has been set to the target injection quantity and the assist torque substantially equals a required torque.

Abstract: A method of monitoring operation of an exhaust treatment system of a diesel engine includes injecting a dosing agent into an exhaust and monitoring the operating conditions of an engine during normal driving conditions. A control module monitors inlet and outlet temperatures of a catalyst and compares the inlet temperature to the outlet temperature. The control module further evaluates the exhaust treatment system based on the inlet temperature, the outlet temperature and a predetermined temperature threshold.

Abstract: An exhaust gas treatment apparatus for a working machine is provided to reliably prevent a specific process that raises the exhaust temperature of an exhaust gas treatment section from being carried out during switching operation of a directional control valve.

Abstract: An exhaust gas aftertreatment system for a diesel engine is provided. The system includes a controller operably coupled to the engine that induces the engine to combust a rich air/fuel mixture in at least one cylinder at a predetermined time interval after startup of the engine to output exhaust gases including elevated levels of CO, and a percentage increase in HC that is less than a minimal threshold percentage relative to combusting a lean air/fuel mixture. The system further includes a diesel oxidation catalyst that receives the exhaust gases and oxidizes the CO to obtain an exothermic reaction that increases a temperature of the exhaust gases flowing through the oxidation catalyst to greater than a threshold temperature level. The system further includes an SCR catalyst which receives the exhaust gases and reduces NOx in the exhaust gases.

Abstract: A two-stage turbocharging system with a high pressure (HP) turbine and a low pressure (LP) turbine, exhaust piping connecting an engine to the HP turbine inlet, exhaust piping connecting the HP turbine outlet to the LP turbine inlet, piping connecting the LP turbine outlet to an aftertreatment device, and branched bypass piping having an inlet and first and second branches, the inlet connected to the engine to HP turbine inlet exhaust piping, the first branch outlet connected to the LP turbine inlet, the second branch outlet connected to the aftertreatment device, and an R2S valve in the first branch and a warm-up valve in said second branch. By opening of the valve, exhaust gas can bypass both the HP and LP turbines and flow to, e.g., the catalytic converter. The R2S valve and the warm-up valve may be integrated into a single exhaust flow control unit.

Abstract: Upon a system startup, a hybrid vehicle 20 determines whether a catalyst warm up operation of an engine 22 is to be executed or not based on a catalyst bed temperature Tcat of an exhaust gas purifying catalyst 141 and a state of charge SOC of a battery 50 (S110, S140) and determines whether a forced charging of the battery 50 with an idling of the engine 22 is to be executed or not based on the catalyst bed temperature Tcat, the state of charge SOC and an estimated intake air amount GAidl upon the idling of the engine 22 when the catalyst warm up operation is not to be executed, then controls the engine 22, motors MG1 and MG2 in accordance with determination results (S130, S210).

Abstract: A method for controlling an internal combustion engine wherein, during an initial, relatively low temperature operating phase of the engine, the engine operates with a modulated air/fuel ratio established independently of the operating condition of the engine and wherein, during a subsequent higher temperature operating phase of the engine, the air/fuel ratio is modulated in as a function of the operating conditions of the engine.

Abstract: The process of active DPF regeneration requires that the DPF be brought to regeneration temperatures in excess of 550° C. to 600° C. for a period of time sufficient to accomplish soot burnoff in the DPF. Similarly, during cold start up it is desirable to bring the catalyst to light off temperature as soon as possible. The large thermal inertia of one or more turbochargers delays the exhaust gas at the DPF from reaching critical temperature quickly. The incorporation of a low thermal inertia, insulated, turbocharger bypass duct avoids thermal energy loss from exhaust gas to the turbine housing and shortens the time for the DPF to reach critical temperature for active DPF regeneration, or in the case of a catalytic converter, shortens time for catalyst to reach light off temperature.

Abstract: A method of controlling the regeneration of a particulate filter includes defining a regeneration trigger limit for at least one operating parameter of the vehicle, modifying the regeneration trigger limit based upon a sensed ambient operating condition and a sensed vehicle operating condition to define a modified regeneration trigger limit, and regenerating the particulate filter when the modified regeneration trigger limit for the operating parameter is reached.

Abstract: A warming-up system performing a catalytic converter warming-up method has an electric motor (1m) enabling a turbocharger (1) to increase the amount of air supplied to an internal combustion engine (2) regardless of the amount of exhaust gas flowing through a turbine (1t) of the turbocharger (1), a variable nozzle (1n) regulating the flow of exhaust gas through the turbine (1t), and an ECU (5) for controlling the operation of the electric motor (1m) and the variable nozzle (1n) and the amount of fuel supplied to the internal combustion engine (2). After the internal combustion engine (2) is started, the ECU (5) warms up the catalytic converter (4) by driving the electrical motor (1m) to forcibly rotate the turbine (1t), opening the variable nozzle (1n), and increasing fuel supply to the internal combustion engine (2).

Abstract: A method comprises modifying combustion parameters of an engine of a hybrid vehicle to provide an engine power level insufficient to maintain crankshaft rotation at a desired speed including increasing a temperature of an exhaust gas and reducing an emissions content of the exhaust gas; and supplementing the engine power level with an electric machine of the hybrid vehicle to maintain crankshaft rotation at the desired speed. A control module comprises a cold start combustion control module that modifies combustion parameters of an engine of a hybrid vehicle to provide an engine power level insufficient to maintain crankshaft rotation at a desired speed, wherein the modifying includes increasing a temperature of an exhaust gas, and reducing an emissions content of the exhaust gas; and an electric machine control module that supplements the engine power level using an electric machine of the hybrid vehicle to maintain crankshaft rotation at the desired speed.

Abstract: Systems, methods, and computer readable storage media are described in which exhaust gas is routed to a hydrocarbon retaining device during starting, and purged to the engine intake manifold. Various alternative approaches are described for controlling operation and diagnosing degradation. Further, various interrelated configurations are described.

Abstract: There is provided a control apparatus for an internal combustion engine, which can favorably reduce a load necessary for cranking at the time of the next start, while preventing the fresh air inflow to a catalyst at the time of the stop of the internal combustion engine. A valve stop command is issued to an electrically-driven actuator so that the operational states of intake and exhaust valves becomes a valve closed/stopped state when fuel supply is stopped in response to an establishment of a predetermined stop condition of the internal combustion engine. Then, to return the operational states of the intake and exhaust valves to a valve operating state after the completion of the stopping operation of the internal combustion engine, a valve return command is issued to the actuator, and a crankshaft is rotationally driven by a predetermined angle required to return the operational states of the intake and exhaust valves to the valve operating state.

Abstract: The present invention involves a method for maintaining temperature in an exhaust gas treatment device for an internal combustion engine in a hybrid vehicle. The engine has a crankshaft and at least one cylinder. The hybrid vehicle has a fuel storage device and a fuel supply device. An exhaust gas treatment device is located downstream of the cylinder. The method comprises, in an engine off mode, pumping air to the exhaust gas aftertreatment device controlling the fuel supply device so that fuel is allowed to the exhaust gas aftertreatment device. Air flow to the exhaust gas aftertreatment device can be controlled by a throttle in an inlet duct to the engine and/or the fuel supply device to control the combustion and air-fuel ratio in the exhaust gas treatment device.

Abstract: In a method for operating an air-compressing fuel-injection internal combustion engine having an exhaust gas post-treatment system with a particle filter and a nitrogen oxide reduction catalytic converter, a plurality of internal combustion engine operating settings are provided, each having respective predefined values for predefined internal combustion engine operating parameters. A heating operating setting is set when the internal combustion engine is warming up, while a basic operating setting is set in the warmed-up state. When the temperature in the exhaust gas system exceeds a predefinable first value, the heating operating setting is changed over to the basic operating setting. In the warmed-up state, at least one further (third) operating setting, with an exhaust gas recirculation rate that is reduced compared to the basic operating setting, is provided in addition to the basic operating setting.

Abstract: A catalyst temperature control system of the present disclosure includes a vehicle start anticipation module and an electrically heated catalyst (EHC) control module. The vehicle start anticipation module determines whether a vehicle start is anticipated based on at least one of a plurality of vehicle conditions before an ignition switch is turned on. The EHC control module activates an EHC based on the determination.

Abstract: An engine starting method is disclosed. In one example, engine operation is adjusted to reduce catalyst light off time. Exhaust temperatures may be increased until a threshold engine temperature is reached.

Abstract: An exhaust gas capture system for capturing the exhaust gas emitted by auxiliary engines, auxiliary boilers, and other sources on an Ocean Going Vessel (OGV) while at berth or at anchor so that these gases may be carried to an emissions treatment system for removal of air pollutants and or greenhouse gases. The exhaust gas capture system includes a manifold and a family of parallel-flow flexible ducts for connecting directly to individual OGV exhaust pipes. The exhaust gas capture system further includes apparatus for connecting the parallel-flow flexible ducts to the OGV exhaust pipes.

Abstract: In a specified operating area including a low engine-speed and low engine-load area, an excess air ratio ? is set at a specified ratio which is two or greater and three or smaller and an ignition timing ?ig of a spark plug is set at a timing of MBT to provide the maximum torque as a normal combustion control (S4). In case a catalyst temperature Tc is lower than a predetermined first temperature T1 in this area, a control of retarding the ignition timing from the MBT timing and/or a control of decreasing the excess air ratio ? to a ration below the above-described ratio are executed (S6, S8, S9). Accordingly, the temperature of the catalyst can be prevented simply and effectively from decreasing excessively, maintaining combustion conditions to provide a properly high thermal efficiency.

Abstract: Systems and methods are provided for operating a particulate matter retaining system having at least a first and a second filter, coupled to an engine intake. One example method comprises, during a first condition, operating in a first mode with the first filter storing particulate matter and the second filter releasing stored particulate matter. The method further comprises, operating in a second mode with the first filter releasing stored particulate matter and the second filter storing particulate matter, the exhaust gas flowing in an opposite direction as compared to the first mode. The method further comprises, operating in a third mode with both the first and the second filter storing particulate matter. During the modes, at least some tailpipe gas is drawn from between the first and second filters for expulsion to the atmosphere.

Abstract: An apparatus includes a fuel burning actuator operable to burn fuel to drive generator means to generate charge to recharge an energy storage means. The apparatus is operable to motor the fuel burning actuator by means of motoring means comprising an electric machine, the fuel burning actuator being operable to pump gas when motored. Brake means comprising a second electric machine is operable to generate charge in a regenerative braking operation in order to recharge the energy storage device. The apparatus is operable automatically to motor the fuel burning actuator by means of the motoring means when the fuel burning actuator is not burning fuel responsive to at least one operating parameter associated with the energy storage means, the apparatus being operable automatically to restrict by means of restrictor means an amount of gas pumped by the fuel burning actuator thereby to increase an amount of work done by the motoring means when the fuel burning actuator is motored.

Abstract: Method and systems are provided for operating an engine having a hydrocarbon retaining system coupled to an engine exhaust and an engine intake. During an engine cold start, routing exhaust gas to the hydrocarbon retaining system to store hydrocarbons in the hydrocarbon retaining system. Then, depending on temperature, the hydrocarbons are purged with varying amounts of exhaust gas and fresh air in order to maintain proper temperature control.

Abstract: According to a first aspect, the invention relates to a TEG module, in particular for a power source (10), comprising a space (14) at least partially delimited by walls (16), at least one thermoelectric generator (20) for the conversion of heat into electricity, in which at least one electrically insulated wall part is in thermally conducting contact with a first side (52) of the thermo-electric generator (20), and the second side (54) is in heat-exchanging connection with an electrically insulated discharge element (12) for discharging heat used by the thermoelectric generator, as well as electrical conductors connected to the first and second side respectively (52, 54) for the conduction of generated electricity, with thermally conducting pressure means for applying pressure to the said second side being provided between the second side (54) and the discharge element (12), the said means comprises a thermally conducting flexible container (50), which is filled with a pressure medium in a state of over-press

Abstract: Various systems and methods are described for controlling an engine with a turbocharger in a vehicle. One example method comprises, under selected operating conditions, generating an oxidant rich component from engine intake air, storing the oxidant rich component of the intake air, and, under subsequent cold start conditions, injecting an amount of the stored oxidant rich component to the engine.

Abstract: An ECU executes a program including: detecting a catalyst temperature T upon start of an engine; outputting an instruction signal to drive a power module, which is disposed in contact with an outer surface of a catalyst and is high in heat resistance, with a low efficiency upon determination that the catalyst temperature need be increased; and outputting a valve opening instruction signal to a switch valve in a cooling system in such a manner as not to allow a coolant to flow in a coolant pipeline interposed between the power module and an electric part low in heat resistance.

Abstract: An exhaust gas purifying apparatus for an internal combustion engine is provided to desorb predetermined components contained in exhaust gas from an adsorption device for adsorbing the components and to purify the desorbed components, even during the stop of the internal combustion engine. A main exhaust passage and a bypass passage bypassing the main exhaust passage are provided. An exhaust switching valve is capable of switching a flow target into the exhaust gas flows between the main exhaust passage and the bypass passage. An adsorbent for adsorbing the predetermined components is provided in the bypass passage. An underfloor catalyst including a catalyst with a heater is provided at a downstream side of the bypass passage in the main exhaust passage. A pump and a heater are provided in an air supply passage which branches from the bypass passage at an upstream portion of the adsorbent.

Abstract: An internal combustion engine is operated with direct fuel injection into the combustion chambers. Furthermore, the internal combustion engine is operated with sub-optimum ignition angle efficiency and an apportionment of a fuel quantity, which is to be injected before the start of a combustion, into at least two partial injections. A torque loss which results from the sub-optimum ignition angle efficiency and/or from the apportionment of the fuel to be injected is compensated by means of an increased charge of the combustion chambers. The fuel quantity and the charge are coordinated with one another in such a way that the air ratio lambda of the combustion chamber charges is greater than 1.

Abstract: A control system may include an adsorber bypass evaluation module, an adsorber bypass control module and an engine operation control module. The adsorber bypass evaluation module may evaluate a bypass closing criterion of a hydrocarbon adsorber bypass passage in an engine exhaust gas treatment device after an engine key-on condition. The adsorber bypass control module may be in communication with the adsorber bypass evaluation module and may close the hydrocarbon adsorber bypass passage after the key-on condition when the bypass closing criterion meets a predetermined condition. The engine operation control module may be in communication with the adsorber bypass control module and may start the engine after the closing.

Abstract: An exhaust gas control apparatus applied to an internal combustion engine including plural cylinders and a turbocharger, wherein an exhaust passage includes first and second branch passages. The first branch passage connects exhaust sides of cylinders #1, #4 and a turbine, and includes a starter catalyst; the second branch passage connects exhaust sides of cylinders #2, #3 and the turbine, and communicates with the first branch passage upstream of the starter catalyst. The exhaust gas control apparatus includes an exhaust gas switching valve disposed at a communication part, through which the first and second branch passages are in communication, and is switchable between an introducing position at which exhaust gas is introduced into the starter catalyst from the cylinders #2, #3 and a block position at which introduction thereof is blocked. An ECU switches the exhaust gas switching valve position based on the operating condition of the internal combustion engine.

Abstract: An engine exhaust after-treatment system is provided, which may include a particulate trap configured to remove at least some constituents of the exhaust flowing from an engine through an exhaust system. The system may also include a controller configured to collect in-service data related to an operating parameter indicative of the amount of time the engine operates. In addition, the system may include a memory device attached to the particulate trap and including a memory. The memory may be configured to store usage data indicative of how much time the particulate trap has been used in service. The memory may be configured to communicate with the controller to receive information related to the in-service data collected by the controller and update the usage data in the memory, based on the communication with the controller, to reflect a total amount of time the particulate trap has been in service.

Abstract: A catalyst warming-up controller executes a catalyst warming-up control in which an ignition timing is retarded to warm-up a catalyst and performs a compression-stroke injection in which a fuel is injected into a cylinder in a compression stroke. While the catalyst warming-up control is executed, a variable valve timing controller controls a valve timing of an intake valve and/or an exhaust valve to establish a negative-valve-overlap period in which both of the exhaust valve and the intake valve are closed. A fuel injector injects the fuel into a cylinder in this period and a quantity of the compression-stroke injection is decreasingly corrected according to the injection quantity in the above period.

Abstract: A start-stop system includes a fuel type module that determines a fuel type of a fuel supplied to an engine. A threshold module determines a first threshold based on the fuel type. A temperature module estimates a temperature of a catalyst of an exhaust system of the engine. A comparison module compares the temperature to the first threshold and generates a comparison signal. A power module adjusts power to a heating circuit based on the comparison signal. The heating circuit is configured to increase temperature of the catalyst. The power module adjusts the power to the heating circuit to increase the temperature of the catalyst when the engine is shutdown. An engine control module shuts down and restarts the engine to reduce idling time of the engine.

Abstract: One embodiment is a system including a controller operable to control fuel injection events. The system is operable in a base mode, and at least one of a deNOx mode, a deSOx mode, and a deSoot mode. The base mode includes a pilot injection pulse, a main injection pulse, a post injection pulse, and a second post injection pulse. The deNOx mode includes a pilot injection pulse, a main injection pulse, and a post injection pulse. The deSOx mode includes a pilot injection pulse, a main injection pulse, a post injection pulse, a second post injection pulse, and a third post injection pulse. The deSoot mode includes a pilot injection pulse, a main injection pulse, a post injection pulse, a second post injection pulse, and a third post injection pulse. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

Abstract: The invention relates to a method for the voltage-controlled performance regulation of the heating of an exhaust-gas probe in the exhaust system of an internal combustion engine. The aim of the invention is to provide a method in which the operating temperature of the probe is achieved in the shortest possible time without damage to the probe. To achieve this, the heating voltage during the heating phase of the probe is rapidly brought up to a high temperature in a start phase in relation to a subsequent phase, or a dramatic leap in temperature is achieved, preferably up to the full operating voltage and the heating voltage is then continuously or quasi-continuously reduced.

Abstract: An internal combustion engine system includes: an engine with a plurality of pistons; a variable load driven by rotary power from the engine, the load including one or more of a pump, an air conditioner; and a fan; aftertreatment equipment to control exhaust emission from the engine; a sensor to provide a sensor signal corresponding to temperature of exhaust from the engine; and a controller coupled to the sensor and operable to regulate a regeneration operation of one or more components of the aftertreatment equipment. The controller responds to the sensor signal to generate one or more control signals to adjust the variable load to increase loading of the engine and correspondingly raise the temperature of the exhaust for the regeneration operation.

Abstract: A catalyst is provided in an exhaust passage of an engine and an evaporating section of a heat recovery device is provided upstream of the catalyst in the exhaust passage. An ECU performs an operation for compulsorily oscillating an air-fuel ratio between a lean state and a rich state as compared to a theoretical air-fuel ratio when temperature of the catalyst reaches temperature at which the catalyst has a predetermined purification capacity after the engine is started. The ECU restricts a flow of a working fluid in the heat recovery device until the temperature of the catalyst reaches the temperature at which the catalyst has the predetermined purification capacity after the engine is started.

Abstract: Systems and methods for reducing NOx emissions using a branched exhaust system with a first and second turbine including an emission-control device containing a zeolite, are described. In one example approach, a method comprises: during a first duration when exhaust temperature is below a first temperature threshold, directing exhaust gas through the second turbine and the emission-control device, and adjusting the second turbine to control intake boost; and during a second duration following the first, directing exhaust gas through the first turbine, and adjusting the first turbine to control intake boost. In this way, the first and second turbines may provide a greater degree of boost control in order to reduce boost fluctuations while enabling storing cold start NOx emissions for later reduction.

Abstract: A method to control valves in a cylinder operating in a multi-stroke cylinder mode. Valves are controlled to improve engine emissions as operating conditions vary.

Abstract: The internal combustion engine control apparatus of the invention starts gradually delaying an ignition timing ? for catalyst warm-up, immediately after a start of an internal combustion engine. When the ignition timing ? is delayed to or below a preset reference timing ?ref, a fuel amount increase flag F1 is set to 1 to start increase correction of a fuel injection amount. The internal combustion engine control apparatus then starts gradually increasing a throttle opening TH to a preset target opening THset. The increase correction of the fuel injection amount is terminated after elapse of a preset time t3 since the increase of the throttle opening TH to the preset target opening THset. This arrangement enables the increase correction of the fuel injection amount according to the requirement, thus improving the fuel economy and the emission.

Abstract: An air-fuel ratio control device is provided for controlling the air-fuel ratio of an engine. The device includes an exhaust passage having a main catalytic converter and a bypass passage having a bypass catalytic converter, the bypass passage diverging from the exhaust passage at an upstream junction and rejoining the exhaust passage at a downstream junction. A valve mechanism disposed in the exhaust passage between the upstream junction and the downstream junction moves between a closed state and an open state. During a predetermined period of time after the valve mechanism opens to permit flow in the exhaust passage, the air-fuel ratio of the engine is controlled based on a signal from a first air-fuel ratio sensor in the bypass passage using a low response correction value that is less than a normal response correction value that would be used when the valve mechanism is closed.

Abstract: Methods and systems are provided for operating an engine having a hydrocarbon retaining system and an emission control device coupled to an engine exhaust, the engine exhaust comprising a venturi. One example method comprises, during a storing condition, routing exhaust gas through the venturi without generating a venturi action, and then to the hydrocarbon retaining system, while bypassing the emission control device, to store hydrocarbons in the hydrocarbon retaining system, and during a purging condition, routing exhaust gas through the venturi while generating venturi action, then to the emission control device, and then to the hydrocarbon retaining system, to purge stored hydrocarbons, wherein a flow of purged hydrocarbons is drawn back to the venturi via venturi action.

Abstract: In one embodiment, the present invention relates to a method to operate an internal combustion engine equipped with an Electronic Control Unit (ECU) with memory, an exhaust system including a Diesel Oxidation Catalyst (DOC), a Diesel Particulate Filter (DPF), upstream of a Selective Catalyst Reducer (SCR). A doser is in the DPF and actuated by commands from the ECU. The method includes sensors at the DPF and SCR electronically connected to the ECU to transmit data signals indicative of operating conditions at the DPF and SCR. The method includes sensing the temperature at an outlet of the DPF and an inlet at the SCR, determining whether that temperature is at least a predetermined temperature for a predetermined period of time, and introducing heat to the SCR to raise its temperature to a predetermined level for a predetermined period of time, such as light off temperature, to operate more efficiently. Heat may be introduced in the exhaust stream by engine thermal management strategies as well.

Abstract: Provided is a technology enabling a temperature of an exhaust gas purifying device to rise more surely by operating an electric heater for a catalyst attached with the electric heater more steadily without exerting an excessive load on a battery. Included are the battery and the electric heater operating upon being supplied with electric power from the battery and heating an occlusion-reduction type NOx catalyst, wherein it is predicted, from a point that a SOx occluded quantity into the occlusion-reduction type NOx catalyst is equal to or larger than S1, that a SOx poisoning recovery process will be executed in near future (S102), and a charging level of the battery is increased (S106) by raising a voltage of power generation of an alternator (S103).

Abstract: At the start-up of an engine, the ignition timing and the air-fuel ratio are controlled to prevent overload onto the volume of ISC air and decreased torque and torque difference. The fuel condition based on the amount of ignition timing correction to inhibit rotational fluctuation during idling is determined and the fuel quantity based on the result is corrected. Right after an engine has started and until a pilot burner is created in the heat spot of the catalyst, the ignition retard control is mainly executed, and at the time when it is determined that a pilot burner has been created in the catalyst's heat spot, the lean air-fuel ratio control is to be executed instead of the ignition retard control. Furthermore, when the ignition retard control changes to the lean air-fuel ratio control, the state transition control is executed along the equivalent ISC air volume line so as not to cause torque fluctuation.

Abstract: A system for purifying exhaust gas generated by an internal combustion engine including a bypass branching out from the exhaust pipe downstream of a catalyst and merging to the exhaust pipe, an adsorber installed in the bypass, a bypass valve member which closes the bypass, and an EGR conduit connected to the bypass at one end and connected to the air intake system for recirculating the exhaust gas to the air intake system. The bypass valve member is opened for a period after engine startup to introduce the exhaust gas such that the adsorber installed in the bypass adsorbs the unburnt HC component in the exhaust gas. The adsorber adsorbs the HC component when the exhaust temperature rises and the adsorbed component is recirculated to the air intake system through the EGR conduit. In the system, the bypass valve is provided at or close to the branching point in the exhaust pipe and a chamber is provided close to the branching point such that the conduit is connected to the bypass at the one end in the chamber.