Abstract: An internal combustion engine comprises an engine body, a filter provided in an exhaust passage of the engine body and trapping particulate matter in the exhaust, and a temperature sensor detecting a temperature of gas flowing cut from the filter. A control device controlling this internal combustion engine comprises a fuel cut control pan configured to perform fuel cut control stopping a supply of fuel to a combustion chamber of the engine body and a forced ending part configured to forcibly make the fuel cut control end even if a condition for performance of fuel cut control had stood based on a trend in change of temperature of the gas temperature detected by the temperature sensor.

Abstract: Systems and methods for heating an exhaust after treatment device and producing smooth engine torque output are described. In one example, exhaust valve opening time is adjusted to compensate for additional torque that may be generated via combusting rich air-fuel mixtures in cylinders. In addition, intake valve lift may be adjusted to compensate for additional torque that may be generated via combusting rich air-fuel mixtures in cylinders.

Abstract: The abnormality diagnosis system 1 of a downstream side air-fuel ratio detection device 41, 42, comprises an air-fuel ratio control part 71 controlling an air-fuel ratio of an air-fuel mixture, an abnormality judgment part 72 judging abnormality of the downstream side air-fuel ratio detection device based on a characteristic of change of output of the downstream side air-fuel ratio detection device when the air-fuel ratio control part makes the air-fuel ratio of the air-fuel mixture change, and an oxygen change calculation part 73 calculating an amount of change of an oxygen storage amount of the catalyst when the air-fuel ratio control part makes the air-fuel ratio of the air-fuel mixture change. The abnormality judgment part does not judge abnormality of the downstream side air-fuel ratio detection device when the amount of change of the oxygen storage amount is less than a lower limit threshold value.

Abstract: A method and apparatus for controlling part load mode engine torque are provided. The method includes setting a limitation of part load mode engine torque based on a current traveling environment and calculating a first engine torque variation in the basis of state information of a battery. When the first engine torque variation is calculated, a second engine torque variation is calculated based on a measured engine error amount. The limitation of part load mode engine torque is compensated based on the calculated first and second engine torque variations.

Abstract: A method for controlling an SCR catalytic converter (20, 30), comprising detecting (200) concentration values (314, 324; 414, 424) in the exhaust gas downstream of the catalytic converter (20), wherein at least one concentration value for NH3 and one concentration value for NOx is detected; calculating (202) modeled concentration values (316, 322; 416, 422) for NH3 and NOx downstream of the catalytic converter on the basis of a catalytic converter model, wherein the model comprises an aging parameter (342, 442) which at least partially describes aging of the modeled catalytic converter; comparing (208) the detected concentration values with the modeled concentration values; and, in a manner dependent on the result of the comparison, changing the aging parameter (342, 442) of the model and/or changing a predefined dosing quantity for a reducing agent in the SCR catalytic converter.

Abstract: Various methods and systems are provided for controlling emissions. In one example, a controller is configured to respond to one or more of intake manifold air temperature (MAT), intake air flow rate, or a sensed or estimated intake oxygen fraction by changing an exhaust gas recirculation (EGR) amount to maintain particulate matter (PM) and NOx within a range, and then further adjusting the EGR amount based on NOx sensor feedback.

Abstract: A system includes an engine adapted to output a torque, a parasitic load adapted to receive a portion of the torque from the engine, and a controller communicably coupled to the parasitic load. The controller is configured to determine an actual exhaust temperature value of an exhaust gas flow exiting the engine and a minimum fuel amount to be injected into the engine. The controller is configured to compare the actual exhaust temperature value with an exhaust temperature threshold value of the exhaust gas flow to determine a first difference between the actual exhaust temperature value and the exhaust temperature threshold value. The controller is configured to determine a target torque output of the engine based on the first difference and the minimum fuel amount. The controller is configured to cause the torque to be increased to attain the target torque output using the parasitic load.

Abstract: A method for controlling an exhaust gas purification apparatus including a front three-way catalyst (TWC) and a rear TWC that purify the exhaust gas may include determining an oxygen flow rate and a flow rate of a reducing agent introduced into the front TWC, determining the oxygen storage amount of the front TWC based on the oxygen flow rate and the flow rate of the reducing agent flowing into the front TWC, determining a maximum oxygen storage amount of the front TWC, determining a slip oxygen flow rate and a slip reducing agent flow rate of the front TWC, determining an oxygen storage amount of the rear TWC, comparing a rear TWC oxygen storage amount and a target value of the rear TWC oxygen storage amount, and maintaining a catalyst purge of the front TWC when the rear TWC oxygen storage amount is greater than the target value of the rear TWC oxygen storage amount.

Abstract: An apparatus includes a processing circuit structured to receive a first signal indicative of an upstream air-fuel equivalence ratio from a first sensor positioned upstream of an intake of a catalyst, receive a second signal indicative of a downstream air-fuel equivalence ratio from a second sensor positioned downstream of the intake of the catalyst, determine an actual oxygen storage capacity of the catalyst based at least in part on the received first signal and the received second signal, compare the actual oxygen storage capacity to a maximum storage capacity, and provide a fault signal in response to the actual oxygen storage capacity exceeding the maximum storage capacity. The apparatus also includes a notification circuit structured to provide a notification indicating that the second sensor is faulty in response to receiving the fault signal.

Abstract: An engine system includes: an engine main body; an intake pipe; a mass flow sensor that is provided in the intake pipe and outputs a measurement value of an amount of air passing through the intake pipe; an exhaust pipe; a removal device that is provided in the exhaust pipe and removes an air pollutant included in an exhaust gas passing through the exhaust pipe; a recirculation pipe; a recirculation valve that controls a flow rate of the exhaust gas flowing from the recirculation pipe to the intake pipe; a regeneration control unit that closes the recirculation valve; an air amount calculation unit that calculates a theoretical value of an amount of air flowing to the intake side of the engine main body on the basis of a quantity of state of the engine main body during the regeneration process; and a correction unit.

Abstract: A power control method/process of an internal combustion engine employing a selective ignition delay, in which the process chooses, in real time, just before the ignition, whether the next cylinder should have its power reduced or not, in such a way that this choice at high speed, individualized by cylinder, guarantees a higher resolution in the power control, where the process has the following steps: vaporized air and fuel enters the combustion chamber of the cylinder; a piston compresses the air and fuel increasing their pressure; the ignition spark does not occur, keeping the gases in the combustion chamber unchanged; the inertia of the engine causes the piston to move, where the ignition spark occurs shortly thereafter, with reduced work generation; air and fuel still expanding are expelled through the exhaust valve.

Abstract: Systems and methods for supplying primary fuel and secondary fuel to an internal combustion engine may include supplying a first amount of the primary fuel and a second amount of the secondary fuel to the internal combustion engine. The system may include a first manifold to provide primary fuel to the internal combustion engine, and a primary valve associated with the first manifold to provide fluid flow between a primary fuel source and the internal combustion engine. A second manifold may provide secondary fuel to the internal combustion engine, and a fuel pump and/or a secondary valve may provide fluid flow between a secondary fuel source and the internal combustion engine. A controller may determine a total power load, the first amount of primary fuel, and the second amount of secondary fuel to supply to the internal combustion engine to meet the total power load.

Abstract: An exhaust-gas purification system and method controls an internal combustion engine having at least one cylinder-piston unit operating in a overrun (drag) mode in which piston motion is induced by motion of an output shaft of a drive output unit associated with the internal combustion engine. A control device controls, for each of cylinder-piston unit, an intake fluid, an exhaust valve and fuel injection to heat an exhaust emission control device by deactivating fuel injection, passing the substantially fuel-free intake fluid into the cylinder, compressing and thereby heating the fluid in the cylinder, and passing the heated outlet fluid to the exhaust emission control device. The control device may control the amount of heating based on measurement and/or use of a temperature model of the exhaust emission control device.

Abstract: Various embodiments include a diesel engine comprising: an exhaust gas line; a diesel particulate filter arranged in the exhaust gas line; a first NO sensor arranged in the exhaust gas line upstream of the diesel particulate filter; and a second NO sensor arranged in the exhaust gas line downstream of the diesel particulate filter.

Abstract: A method of controlling an air-fuel ratio in a pre-ignition (PI) situation, may include: monitoring, by a PI detector, whether PI occurs in a cylinder of a plurality of cylinders of an engine; and when the PI occurs in the cylinder of the plurality cylinders, controlling, by a controller, an air-fuel ratio of the cylinder in which the PI occurs to be smaller than a theoretical air-fuel ratio, and controlling an air-fuel ratio of a remaining cylinder of the plurality of cylinders in which PI does not occur to be larger than the theoretical air-fuel ratio.

Abstract: Exhaust particulates are collected by a GPF(gasoline particulate filter) device. EGR control is executed, and exhaust gas flowing through an exhaust passage upstream of the GPF device is introduced into an intake passage via an EGR passage. In the EGR control, an opening area of the EGR passage is controlled to reduce the opening area of the EGR passage according to an operating state of the engine as a particulate deposition amount in the GPF device is increased.

Abstract: Methods and systems of controlling operation of a dual fuel engine are provided, comprising determining a target exhaust temperature, sensing an actual exhaust temperature, determining an exhaust temperature deviation by comparing the actual exhaust temperature to the target exhaust temperature, comparing the exhaust temperature deviation to a threshold, adjusting at least one of an intake throttle, a wastegate, a compressor bypass valve, an exhaust throttle, a VGT and engine valve timing when the exhaust temperature deviation exceeds the threshold to control charge-flow to the engine, and continuing the adjusting until the exhaust temperature deviation is less than the threshold.

Abstract: Disclosed is a method for preventing a risk of freezing in a device for supplying reducing agent to a selective catalytic reduction system in an exhaust line, a freezing temperature specific to the agent being stored in memory, the system including a controller operating the system and emitting pulses to an injector, the controller being inactive when the engine is switched off. With the combustion engine switched off, the controller is woken up at predetermined intervals to initiate an emission of a specific electric pulse to the injector with measurements of a current-strength and voltage of the electric pulse providing a value of the electrical resistance of the injector. A temperature of the reducing agent at the injector is estimated as a function of the measured resistance and, when at least the temperature thus estimated is below the freezing temperature, a purge of the device is initiated.

Abstract: An internal combustion engine control method controls an internal combustion engine equipped with an exhaust gas temperature variation factor unit that varies the temperature of an exhaust gas of the internal combustion engine, an exhaust heat recovery device disposed in an exhaust passage downstream of the exhaust gas temperature variation factor unit and that recovers the heat from the exhaust gas into a refrigerant that cools the internal combustion engine, and a refrigerant flow rate adjustment unit that adjusts a flow rate of the refrigerant that passes through the exhaust heat recovery device. The internal combustion engine control method estimates a boiling margin, which is a parameter related to a thermal margin when the refrigerant boils in the exhaust heat recovery device, and determines whether to execute a boiling avoidance process in accordance with the boiling margin.

Abstract: An engine system for a vehicle includes an internal combustion engine having an exhaust gas outlet, an exhaust system having a three-way catalyst and a switch-type post oxygen sensor, and an engine control module that controls the engine system. The engine control module includes a first control logic for estimating a three-way catalyst oxygen storage capacity based on a plurality of measured inputs, a second control logic for estimating aging effects of the switch-type post oxygen sensor, and a third control logic that calculates a filtered estimated three-way catalyst oxygen storage capacity for the three-way catalyst.

Abstract: A method of estimating the oxygen storage capacity of a catalyst includes providing an engine system having an internal combustion engine and an exhaust system having a catalyst and an oxygen sensor, providing a three-way catalyst observer model having a Kalman filter and a three-way catalyst kinetic model, estimating a three-way catalyst next time step state and a modeling error, linearizing the three-way catalyst observer model, filtering the estimated three-way catalyst next time step state, and calculating a covariance.

Abstract: The invention relates to a method for operating an internal combustion engine installed in a vehicle, in particular a diesel engine, in which the instantaneous concentration of a pollutant contained in the exhaust gas, in particular the NOx concentration in the exhaust gas, is measured or calculated in the flow direction after an exhaust gas aftertreatment. Using the determined pollutant concentration, the predefined distance- and/or power-based compliance with pollutant limiting values in mg/km or mg/kWh are monitored by means of specifically influencing the operating parameters of the internal combustion engine and/or an exhaust gas after treatment system in regulated form.

Abstract: A method for optimizing an active regeneration of a diesel particulate filter of a motor vehicle, including the following steps: First, information regarding the planned travel route of the motor vehicle is ascertained; subsequently, a query is made as to whether the remaining travel time is less than the time needed for an upcoming regeneration of the diesel particulate filter, and/or a query is made as to whether the following engine phase of the motor vehicle is an overrun phase; and the active regeneration of the diesel particulate filter is prevented, if the remaining travel time is less than the time needed for an upcoming regeneration of the diesel particulate filter, or if the following engine phase is an overrun phase.

Abstract: A controller for a vehicle is provided. Temperature increasing control executed by a temperature increasing control unit executes a fuel drawing process to generate heat in a catalytic device and transfer the generated heat to a downstream side via gas flowing through the exhaust passage. The fuel drawing process performs fuel injection as a crankshaft is rotated when combustion in a cylinder is stopped to draw an air-fuel mixture containing unburned fuel into the catalytic device. An obtainment unit obtains an intake air temperature. A temperature increasing control unit controls an air-fuel ratio of the air-fuel mixture in the fuel drawing process based on the intake air temperature so that when the intake air temperature is relatively high, the air-fuel ratio of the air-fuel mixture becomes a leaner value than when the intake air temperature is relatively low.

Abstract: A work vehicle may include an internal combustion engine, aftertreatment system, and at least one controller. The controller is configured to use a temperature of the aftertreatment system to determine a hydrocarbon level of the aftertreatment system, and set an idle speed of the engine to high idle if the hydrocarbon level is above a hydrocarbon ceiling, to ultra-low idle if the hydrocarbon level is below a hydrocarbon floor, and to low idle if the hydrocarbon level is between the hydrocarbon floor and the hydrocarbon ceiling.

Abstract: A method is provided for determining a position of at least one actuator of an internal combustion engine arrangement, the method including the steps of: receiving parameter values for engine performance parameters of the internal combustion engine arrangement at a first point in time; predicting at least one engine performance parameter value at an at least one second, future point in time; and determining an actuator position for the at least one actuator by an optimization using the parameter values at the first point in time and at the at least one second point in time as input.

Abstract: An engine system is provided with an electronic throttle device to regulate intake amount to the engine, an EGR device (EGR valve) to recirculate a part of exhaust gas of the engine to the engine as EGR gas, and an electronic control unit (ECU) to control the electronic throttle device and the EGR valve based on an operating state of the engine. The ECU performs feedback control of the electronic throttle device such that a detected engine rotation number becomes a target idle rotation number, and sets the target idle rotation number to a predetermined first set value for avoiding engine stall until a predetermined time elapses from start of deceleration and then shifts the target idle rotation number to a second set value lower than the first set value after the predetermined time elapses.

Abstract: An engine system includes a throttle device, an EGR valve, and an ECU. The ECU diagnoses foreign-matter lodging abnormality of the EGR valve and the foreign-matter diameter based on intake pressure. When the existence of the abnormality and the foreign-matter diameter are determined, the ECU calculates a difference between a foreign-matter diameter and a predetermined learning determination value as a foreign-matter diameter difference. If this difference is larger than an abnormality determination value, the foreign-matter diameter is judged to be excessive and the throttle device is controlled to avoid engine stall. If the foreign-matter diameter difference is equal to or larger than a normality determination value and also equal to or less than the abnormality determination value, engine deceleration is continued. If the foreign-matter diameter difference is less than the normality determination value, the foreign-matter diameter is judged to be minute and the learning determination value is updated.

Abstract: The present invention relates to a method for correcting a supply of additive to an exhaust gas stream resulting from combustion in an internal combustion engine. A first aftertreatment component being arranged for oxidation of nitric oxide into nitrogen dioxide, and a reduction catalytic converter being arranged downstream said first aftertreatment component. Additive is supplied to said exhaust gas stream for reduction of nitrogen oxides in said reduction catalytic converter, the additive being supplied in proportion to an occurrence of nitrogen oxides in said exhaust gas stream, said proportion being subject to correction. The method includes: supplying unburned fuel to said exhaust gas stream upstream said first aftertreatment component to reduce oxidation of nitric oxide into nitrogen dioxide in said first aftertreatment component, and correcting said supply of additive to said exhaust gas stream when supplying unburned fuel to said exhaust gas stream.

Abstract: A method for the exhaust gas aftertreatment of a combustion engine having an exhaust system in which at least three catalytic converters and at least three lambda probes are disposed. Downstream of a first catalytic converter, an actively heatable catalytic converter is provided, which is actively heated at a start of the combustion engine. The lambda control of the combustion engine is carried out in each case by that lambda probe disposed downstream of the respective last catalytic converter to reach the light-off temperature thereof. Also, an exhaust gas aftertreatment system for implementing such a method.

Abstract: Torque fluctuations caused by misfire and abnormal combustion are prevented appropriately at the time of switching from SI to HCCI, and exhaust of NOx is restricted at the time of switching. Provided is a control apparatus for an internal combustion engine performing a plurality of combustion modes each having a different air-fuel ratio and compression end temperature in a cylinder 7 from each other. In the middle of switching from a first combustion mode to a second combustion mode, an intermediate combustion mode in which the compression end temperature is increased while keeping a different air-fuel ratio from the air-fuel ratio of the first combustion mode and the air-fuel ratio of the second combustion mode is performed.

Abstract: The present disclosure describes a catalytic aftertreatment system that includes a dosing compartment including a doser configured to introduce a diesel exhaust fluid (DEF) including urea into a diesel exhaust; a mixing chamber subsequent to the doser configured to mix the DEF with the diesel exhaust, the mixing chamber including an optional static metallic mixer, and a catalyst substrate including a combined urea hydrolysis-selective catalytic reduction binary catalyst coated thereon; and a SCR unit subsequent to the mixing chamber unit, including an SCR catalyst configured to facilitate reduction of nitrogen oxide (NOx) in the diesel exhaust with NH3.

Abstract: An estimation device is applicable to a combustion system including an internal combustion engine. The estimation device includes a mixing acquisition unit, a combustion amount estimation unit, and a region estimation unit. The mixing acquisition unit acquires the mixing ratio of various components contained in the fuel used for combustion in the internal combustion engine. The combustion amount estimation unit estimates a main combustion amount of the fuel caused by a main combustion produced by injecting the fuel into a combustion chamber of the internal combustion engine with a main injection, based on the mixing ratio acquired by the mixing acquisition unit. The region estimation unit estimates a combustion region of the main combustion in the combustion chamber based on the mixing ratio acquired by the mixing acquisition unit.

Abstract: When atmospheric pressure (Pa) which varies according to altitude is higher than a predetermined pressure threshold (Path) during idle operation in which catalyst warm-up request is issued, an intake pressure is controlled, through a throttle valve (19), to an intake pressure at which an intake air amount required to promote the warm-up of a catalyst converter (26) is obtained. When the atmospheric pressure (Pa) is lower than the predetermined pressure threshold (Path), the intake pressure is controlled, through a throttle valve (19), to an intake pressure (Pa?Pb) at which a differential pressure (Pb) required by a brake booster (8) is obtained. Accordingly, negative pressure in the brake booster (8) can be secured while promoting the warm-up of the catalyst during the idle operation.

Abstract: A method of purifying exhaust gas discharged from an engine using a three-way catalyst may include: calculating, by a controller, an oxygen mass flow rate flowing into the three-way catalyst based on an air-fuel ratio and an exhaust gas flow rate measured by a front oxygen sensor arranged at a front end of the three-way catalyst; calculating, by the controller, an oxygen storage capacity (OSC) and an oxygen storage amount (OSA) of the three-way catalyst by integrating the oxygen mass flow rate; correcting, by the controller, the calculated oxygen storage amount based on an actual voltage measurement value of the exhaust gas measured by a rear oxygen sensor arranged at a rear end of the three-way catalyst; and controlling, by the controller, a control variable related to performance of the three-way catalyst based on the corrected oxygen storage amount and the oxygen storage capacity.

Abstract: An air fuel ratio control apparatus controls an air fuel ratio of an internal combustion engine. The apparatus includes an upstream sensor measuring the air fuel ratio of exhaust gas in an exhaust passage at an upstream side of a purification catalyst; a downstream sensor measuring the air fuel ratio of the exhaust gas in the exhaust passage at a downstream side of the purification catalyst; and a control unit that adjusts an amount of fuel supplied to the internal combustion engine, thereby controlling the air fuel ratio measured at the upstream sensor to be a target air fuel ratio. The control unit performs a calibration control where a calibration value corresponding to the air fuel ratio deviation is added to or subtracted from the target air fuel ratio such that the air fuel ratio deviation approaches zero.

Abstract: The controller includes a fuel amount control unit adjusting amount of fuel supplied to a cylinder through feedback control with an air-fuel ratio deviation as input, a target air-fuel ratio adjustment unit alternately repeating a lean period process and a rich period process, and a learning value correction unit updating a learning value to compensate for a steady deviation in an air-fuel ratio. If an absolute value of an oxygen amount deviation is less than a determination value, the learning value update unit updates a learning value only when one of the lean period process and the rich period process is switched to the other one. If the absolute value of the oxygen amount deviation is greater than or equal to the determination value, the learning value is updated both when one of the processes is switched to the other one and when the switching is reversed.

Abstract: A control apparatus (12): creates a torque correction table indicating a relationship between a change rate of an intake air amount, a change of the main injection amount and the main injection timing of a fuel injection apparatus (8) in the torque value of a diesel engine (1) in a lean state; measures an intake air amount in a rich state by using an MAF sensor (11); calculates a change rate of the measured intake air amount for the intake air amount in the lean state; obtains a correction value of the main injection amount and a correction value of the main injection timing of the fuel injection apparatus (8) based on the calculated change rate and the torque correction table; and performs an injection of the fuel in the rich state at the main injection amount and the main injection timing, corrected by the respective correction values.

Abstract: A misfire detection device for an internal combustion engine includes processing circuitry. The internal combustion engine includes a selective reduction type catalyst configured to remove NOx from an exhaust gas, an addition valve arranged upstream of the catalyst to add a reducing agent into the exhaust gas, and a NOx concentration sensor arranged downstream of the catalyst to detect a downstream concentration, that is, a NOx concentration in the exhaust gas downstream of the catalyst. The processing circuitry is configured to execute an addition process adding the reducing agent into the exhaust gas with operation of the addition valve and a determination process determining that a misfire has occurred in the internal combustion engine when a detection value of the downstream concentration is decreased on condition that the addition process is being executed.

Abstract: A method for monitoring a nitrogen oxide storage catalyst in an exhaust system of an internal combustion engine, in which a reduction of nitrogen oxides is carried out by means of a reducing agent is disclosed. During a regeneration of the nitrogen oxide storage catalyst, the following steps are carried out: A measurement is carried out, from which a slip rate of the reducing agent not absorbed in the nitrogen oxide storage catalyst is ascertained. In addition, at least one expected value for the slip rate of the reducing agent is ascertained from at least one model. Subsequently, a computation of a monitoring variable is carried out by means of the slip rate of the reducing agent ascertained from the measurement and the at least one expected value for the slip rate of the reducing agent. Finally, a diagnosis of the storage capacity of the nitrogen oxide storage catalyst is carried out on the basis of the monitoring variable.

Abstract: A reformer system may include a reformer device having a fuel inlet, an air inlet and a gas outlet, a first valve set coupled to the fuel inlet and configured to selectively supply a reformer fuel flow from an engine fuel flow to the fuel inlet, a second valve set coupled to the air inlet and configured to selectively supply a reformer air flow from a compressor outlet air flow to the air inlet, and a controller in electrical communication with the first valve set and the second valve set. The controller may determine a target reformer fuel flow based on a target gas flow, determine a target reformer air flow based on the reformer fuel flow and a target air-to-fuel ratio, adjust the reformer fuel flow according to the target reformer fuel flow, and adjust the reformer air flow according to the target reformer air flow.

Abstract: An after treatment method for a lean-burn engine is disclosed. The after treatment method is configured to control an after treatment system sequentially equipped with an ammonia production catalyst module, a selective catalytic reduction (SCR) catalyst, and a CO clean-up catalyst (CUC) on an exhaust pipe through which an exhaust gas flows and which is connected to a lean-burn engine. NH3 generation in the ammonia production catalyst module is changed according to a temperature and a temperature change rate of the SCR catalyst.

Abstract: A hybrid vehicle may include an engine; a turbocharger including a turbine disposed in an exhaust line and a compressor; an electric supercharger disposed in the intake line at an upstream portion of the compressor; an exhaust gas post processing apparatus; a low pressure EGR device which includes a low pressure EGR line, a low pressure EGR cooler and a low pressure EGR valve; an intake bypass line which connects the intake line at a downstream portion of the electric supercharger and the intake line at an upstream portion of the electric supercharger; an intake bypass valve disposed in the intake bypass line; a post processing bypass line which connects the intake line between the electric supercharger and the compressor and the exhaust line between the turbine and the exhaust gas post processing apparatus; and a post processing bypass valve disposed in the post processing bypass line.

Abstract: An auxiliary system with purge control automatically supplies diesel exhaust fluid (DEF) to an onboard DEF tank of a diesel engine to enable prolonged unattended operation. The system includes an auxiliary DEF tank, an auxiliary DEF supply line, a controller, a pump, an air inlet, and a three-way valve configured to switch the pump inlet between the auxiliary DEF tank and air. In response to low-level DEF, the pump delivers DEF through the supply line to replenish the onboard DEF tank. The controller may automatically calculate onboard DEF tank volume based on the delivered volume of DEF, and DEF level data received from an ECM, to enable replenishment control regardless of engine make and model. In response to high-level DEF, engine stoppage, or other system fault, the controller switches the valve to air and runs the pump for a predetermined time to purge DEF from the supply line. The auxiliary system may be skid-mounted, portable, and configured to supply DEF to multiple diesel engines.

Abstract: The invention relates to a method for adjusting a fuel/air ratio of an internal combustion engine (10), comprising a catalyst volume (26) with a first catalyst partial volume (26.1) and a second catalyst partial volume (26.2). The second catalyst partial volume (26.2) is arranged downstream from the first catalyst partial volume (26.1). An actual filling level of an exhaust gas constituent in the catalyst volume (26) is calculated from operating parameters of the internal combustion engine (10) and the exhaust system (14) using a computing model, and is adjusted to a nominal value by modifying the fuel/air ratio. The adjustment is carried out first for the second catalyst partial volume (26.2) and only later for the first catalyst partial volume (26.1).

Abstract: A dosing control unit (DCU) may receive operational information associated with a selective catalytic reduction (SCR) aftertreatment system. The DCU may generate a deposit prediction, associated with the SCR aftertreatment system, based on the operational information. The deposit prediction may include information that identifies a predicted size of a deposit in a dosing zone of a plurality of dosing zones associated with the SCR aftertreatment system. The deposit prediction may be generated using a deposit growth model associated with predicting sizes of deposits in the plurality of dosing zones. The DCU may select a dosing scheme, of a plurality of dosing schemes, based on the deposit prediction. The DCU may implement the selected dosing scheme in order to cause diesel exhaust fluid (DEF) to be dosed in the plurality of dosing zones in accordance with the selected dosing scheme.

Abstract: An internal combustion engine comprises an exhaust purification catalyst, a downstream side air-fuel ratio sensor which is arranged at a downstream side of the exhaust purification catalyst, and an air flow meter which detects an amount of intake air. The control system of the internal combustion engine controls the exhaust air-fuel ratio to a target air-fuel ratio by feedback control, sets the target air-fuel ratio at a lean air-fuel ratio when the output air-fuel ratio of the downstream side air-fuel ratio sensor becomes a rich air-fuel ratio, and sets the target air-fuel ratio at a rich air-fuel ratio when the output air-fuel ratio of the downstream side air-fuel ratio sensor becomes a lean air-fuel ratio.

Abstract: The exhaust gas purification system includes a catalyst having an NOx storage and reduction function, an EGR passage, and a controller configured to control combustion of the internal combustion engine. The controller is configured to switch the operation mode from the lean burn operation to the rich burn operation, when a request for execution of the rich burn operation is issued during the lean burn operation. The controller is configured to perform, when the request the execution of the rich burn operation is issued, an NOx-increasing process in which the combustion of the internal combustion engine is controlled so that an in-cylinder NOx amount is equal to or larger than a required in-cylinder NOx amount prior to switching to the rich burn operation.

Abstract: Methods and systems are provided for reducing carbon buildup in an exhaust gas recirculation system of an engine of a vehicle. In one example, a method comprises injecting a diesel exhaust fluid into an intake manifold of the engine, routing the diesel exhaust fluid into the exhaust gas recirculation system, and vaporizing the diesel exhaust fluid in the exhaust gas recirculation system. In this way, any carbon deposits associated with an exhaust gas recirculation valve and/or exhaust gas recirculation passage may be reduced, which may increase fuel economy and may reduce undesired emissions.

Abstract: An exhaust gas purifying catalyst according to the present invention is provided with a base material 10 and a catalyst-coated layer 30. The catalyst-coated layer 30 is provided with a lower layer 34 and an upper layer 32. The upper layer 32 contains Rh and/or Pt as a noble metal catalyst. The lower layer 34 contains Pd as a noble metal catalyst. The lower layer 34 is provided with a front-stage lower layer 34a positioned on an upstream side and a rear-stage lower layer 34b positioned on a downstream side. The front-stage lower layer 34a is a Ce-free layer that does not contain a Ce-containing oxide. The rear-stage lower layer 34b is a Ce-containing layer that contains a Ce-containing oxide with a pyrochlore structure.