Abstract: The disclosed invention relates to the optimization of catalytic reactions in diesel engines. A powder-coated nickel or other metallic foam is used as both the substrate and a resistor in a catalytic converter. The disclosed method uses a closed-loop system to heat the metallic foam with electric current to heat the diesel exhaust and thereby optimize the temperature at which the catalytic reaction occurs. The disclosed apparatus comprises a metallic foam substrate with a catalytic coating. The substrate is heated with electrical current to optimize the catalytic reaction. A variety of washcoats and/or catalysts may be used to coat the metallic foam substrate and the optimal temperature will depend on the catalyst used.

Abstract: A control system includes a state of charge module and a control module. The state of charge module receives a parameter associated with a battery in a vehicle and determines a state of charge of the battery based on the parameter. The control module activates a heater in a catalytic converter in an exhaust system of the vehicle based on the state of charge.

Abstract: An exhaust gas aftertreatment system (10) for a vehicle having an engine (14) includes a fluid passageway (20) extending from the engine to an ambient (18) for fluidly communicating exhaust gas (F). A diesel particulate filter (30) is disposed on the fluid passageway downstream of the engine (14). Disposed downstream of the engine (14) and upstream of the diesel particulate filter (30) is an electric diesel oxidation catalyst (24) having a substrate (34). A first electrode (40) and a second electrode (46) are attached to the electric diesel oxidation catalyst (24). The first electrode (40) selectively delivers current through the substrate (34) to the second electrode (46) to generate heat at the substrate (34).

Abstract: The present invention provides an exhaust purification apparatus for an internal combustion engine which enables a decrease in NOx purification rate and possible ammonia slip to be inhibited. The apparatus includes an NOx catalyst, a urea aqueous solution addition valve serving as reducing agent adding means, and NOx sensors provided an inlet and an outlet of the NOx catalyst, respectively. When the bed temperature of the NOx catalyst is in a predetermined high-temperature region in which the amount of ammonia converted into NOx increases relatively and an NOx purification rate decreases relatively, the apparatus uses outputs from the NOx sensors to perform correction such that the actual addition amount of the urea aqueous solution addition valve reaches a target addition amount.

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 exhaust system may include a canister that is disposed downstream from an engine. A particulate filter (PF) is disposed within the canister and filters particulates within an exhaust from the engine. A reducing catalyst is disposed within the canister, is on the PF, and promotes reaction of a liquid reductant in the exhaust after reception by the PF. A heating element is disposed within the canister and heats particulate matter in the PF.

Abstract: An engine ECU executes a program including: a step of estimating the occluded amount of NOx if an engine is self-rotating and a catalyst temperature is equal to or higher than a predetermined temperature Ta(0); and a step of performing NOx reduction treatment if the estimated occluded amount of NOx is equal to or more than a predetermined amount.

Abstract: An exhaust treatment system comprises M three-way catalysts and N electrically heated catalysts (EHCs). The M three-way catalysts are arranged to receive exhaust gas output by an engine of a hybrid vehicle. M is an integer greater than one. The N EHCs are arranged to receive the exhaust gas and provide radiant heat to the M three-way catalysts when the N EHCs are powered. N is an integer greater than one.

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 of reducing NOx in exhaust gases generated by an internal combustion engine includes advancing the exhaust gases along an exhaust path to a selective catalytic reduction (SCR) catalyst positioned downstream from the internal combustion engine. The method further includes activating a heat source if the exhaust gases are below a predetermined temperature, such that the exhaust gases along a segment of the exhaust path are heated to a temperature of 700-1000° C. The method further includes injecting a reductant into the segment of the exhaust path upstream of the SCR catalyst to react in the segment with NOx in the exhaust gases. The method further includes deactivating the heat source if the temperature of the exhaust gases at the catalyst rises above the first predetermined temperature. An emission abatement assembly is also disclosed.

Abstract: An exhaust gas control apparatus includes an oxidation catalyst, a compact oxidation catalyst having a smaller cross section than that of an engine exhaust passage, a fuel supply valve, a glow plug, and an electronic control unit. The control modes for the exhaust gas control apparatus include a first control mode where the fuel is supplied from the fuel supply valve, heated by the glow plug, and ignited, a second control mode where the fuel is supplied from the fuel supply valve, and heated by the glow plug but is not ignited, and a third control mode where the fuel is supplied from the fuel supply valve and the glow plug does not provide heating. The electronic control unit selects the first or third control mode in the operation region where ignition is possible, and selects the second or third control mode in the operation region where ignition is not possible.

Abstract: The present invention provides a thermally stable catalyst for treating automobile exhaust by-products is provided. The catalyst of the invention comprises a first section that includes a precious metal present in a first concentration and a second section that includes a precious metal present in a second concentration. The catalyst of the invention is characterized by a unique precious metal concentration profile in which the first concentration of the precious metal is lower than the second concentration of the precious metal. When placed with an automobile exhaust system, the second section is positioned downstream of the first section. The present invention also provides a lean NOx trap utilizing the unique precious metal concentration profile. The NOx trap is found to possess improved NOx conversion performance relative to a NOx trap with the same total amount of precious metal deposited uniformly over the volume of the trap.

Abstract: A method of cleaning an automobile catalytic converter for an automobile engine including introducing a cleaning solution containing sodium hydroxide upstream from the catalytic converter while the automobile engine is running.

Abstract: The adherence to future legally obligatory exhaust gas limit values for diesel vehicles in Europe, North America and Japan requires not only the removal of particles but also effective removal of nitrogen oxides from the exhaust gas (‘deNOx’). The ‘active SCR process’ is the preferred method for this. The nitrogen oxide conversions achieved by means of this process are particularly high when an optimal NO2/NOx ratio, preferably 0.5, is set upstream of the SCR catalyst. The invention proposes a process which solves the problem of supplying NO2 in accordance with requirements by means of temperature control of the precatalyst which is decoupled from the operating state of the engine.

Abstract: An ethanol fuel reforming system for internal combustion engines performs a reaction of reforming ethanol into diethyl ether at a constant temperature with stability. The system has a reformer for containing a reforming catalyst, a first heat exchanger for heating a heating medium with the exhaust gas of an internal combustion engine, a second heat exchanger for heating an ethanol fuel with the heating medium, and heating medium circulating means for circulating the heating medium. The heating medium makes distribution of temperature in the reformer uniform. The heating medium heats the reformer and the ethanol fuel to an identical temperature. The reformer is an ethanol fuel channel filled with the catalyst, and the ethanol fuel channel is bent in the reformer.

Abstract: One embodiment of the present invention includes an internal combustion engine system designed to increase exhaust temperature when operating with a low mechanical load—such as idle operation. This increased exhaust temperature is provided to operate aftertreatment equipment. Exhaust temperature is raised by operating a portion of the engine pistons in a brake mode to increase loading on a remainder of the pistons operating in a combustion mode to drive the engine. Fuel provided to pistons operating in the combustion mode is regulated to maintain speed of the engine within a desired idle speed range.

Abstract: A control system for an engine having N cylinders in first and second banks includes a catalyst heat module and a fuel control module. N is an integer greater than two. The catalyst heat module selectively operates the engine in a catalyst heat mode to heat a catalyst. The fuel control module, throughout a fuel injection sequence for each of the N cylinders, adjusts a first air/fuel (A/F) ratio for the first bank to a rich value and adjusts a second A/F ratio for the second bank to a lean value.

Abstract: An apparatus, system, and method are disclosed for utilizing engine-generated heat in a NOx-adsorber system. The apparatus may comprise a combustion device generating a heated exhaust stream. The apparatus may include a catalytic component that initiates at least one exhaust conditioning reaction within the heated exhaust stream. The catalytic component is fluidly coupled to the engine with a downpipe segment configured to preserve a minimum temperature at the catalytic component inlet based on specified operating conditions for the combustion device. The apparatus may also include a NOx-adsorber fluidly coupled to the catalytic component with a second downpipe segment.

Abstract: An aftertreatment burner for an exhaust treatment device is disclosed. The aftertreatment burner may have a mounting member, and a canister connected to the mounting member to form a combustion chamber. The aftertreatment burner may also have a fuel injector disposed within the mounting member to selectively inject fuel into combustion chamber, and an air supply line configured to supply air to the combustion chamber. The aftertreatment burner may further have an igniter disposed within the mounting member to ignite the fuel/air mixture, and a thermal couple configured to detect the ignition.

Abstract: A control for an internal combustion engine in which it is determined whether a request for a turbo flow mode is output and whether there is a possibility that a catalyst may be deactivated. More specifically, it is determined whether a catalyst gas temperature is above a predetermined value. The predetermined value is set in advance so that when the catalyst gas temperature is equal to or below the predetermined value, the catalyst is deactivated. When it is determined that there is a possibility that the catalyst may be deactivated if exhaust valves are placed in the turbo flow mode, a retard amount in an ignition timing retard correction is determined. An ignition timing is calculated. It is permitted to switch a valve opening mode to the turbo flow mode.

Abstract: Super retard combustion is performed in which an ignition timing is set to be after a compression top dead center and fuel is injected before the ignition timing and after the compression top dead center, at cold start or the like which requires early warming-up of a catalyst. During an idle operation without the super retard combustion, a first ISC control is executed in which a feedback control is provided for the degree of opening of a throttle and the ignition timing so that an engine speed corresponds to a target idle speed (S14). On the other hand, during the super retard combustion, a second ISC control is executed in which the control of the degree of opening of the throttle is inhibited, but the ignition timing is advanced because a catalyst may be thermally damaged when the amount of intake air is increased in accordance with an increase in load of an auxiliary device and the like (S15).

Abstract: An exhaust gas purifying apparatus for an internal combustion engine having a NOx removing device provided in an exhaust system of the engine and at least one fuel injector for injecting fuel into a combustion chamber of the engine. A temperature of the NOx removing device is detected and a regeneration process, which removes sulfur oxide accumulated in the NOx removing device, is performed. The regeneration process is performed by performing at least one post injection after performing a main injection by the at least one fuel injector to raise a temperature of the NOx removing device or by increasing a main injection amount of fuel to raise the temperature of the NOx removing device without performing the post injection. The exhaust gases are then controlled to flow into the NOx removing device in the reducing state.

Abstract: An exhaust treatment system comprises M electrically heated substrates and a heater control module. The M electrically heated substrates are coated with a catalyst material and arranged in series to receive exhaust gas of an engine. M is an integer greater than one. The heater control module applies power to N of the M substrates to heat the N substrates during a predetermined period. N is an integer less than M. The engine is turned off and the M electrically heated substrates do not receive exhaust gas during the predetermined period.

Abstract: A system for controlling the function of a diesel engine (1) in a motor vehicle having anti-pollution means (6, 7) includes an oxidation catalyst (6) and arranged in the exhaust system (3) of said engine (1). The catalyst (6) has at least one non-initialized state and one initialized state and the engine (1) has means (8) for supplying the engine cylinders with fuel with at least one injection during the recovery phase thereof. The system includes a single temperature sensor (18) downstream of the catalyst (6) and means (19) for controlling the supply means (8) by switching of the phase control and/or the quantity of fuel injected during the recovery phase between a first value for the initialization of the catalyst and a second value for maintaining the initialized state of the catalyst as a function of the measured temperature downstream of the catalyst.

Abstract: A diesel exhaust gas aftertreatment system (10) is provided to treat the exhaust (12) from a diesel combustion process (14), such as a diesel compression engine (16). The system (10) includes a burner (18) that selectively supplies the exhaust (12) at an elevated temperature to the rest of the system (10), a diesel particulate filter (20) connected downstream from the burner (18) to receive the exhaust (12) therefrom, and a NOx reducing device (22) connected downstream from the filter (20) to receive the exhaust therefrom.

Abstract: As a device for the purification of exhaust gas, a three-way catalyst A purifying hydrocarbon, carbon monoxide and nitrogen oxide in the vicinity of theoretical air-fuel ratio is disposed at an upstream side of the exhaust gas and an adsorption catalyst B provided with zeolite effective for the adsorption of hydrocarbon is disposed at a downstream side of the exhaust gas.

Abstract: An exhaust system includes a heating element that is disposed downstream from an engine and that introduces thermal energy into an exhaust of the engine. A selective catalyst reduction (SCR) unit is disposed downstream from the heating element and filters nitrogen oxides (NOx) within the exhaust. A control module is in communication with and energizes the heating element based on temperature of the SCR unit.

Abstract: An exhaust device for a diesel engine supplies liquid fuel (6) from a supply source (5) of the liquid fuel (6) to a gas generator (3) which converts the liquid fuel (6) to flammable gas (7) and from which a flammable-gas supply passage (8) is conducted, the flammable-gas supply passage (8) having a flammable-gas outlet (9) communicated with an exhaust-gas route (1) upstream of a diesel-particulate-filter (2), the flammable gas (7) flowed out of the flammable-gas outlet (9) being burnt in exhaust gas (10) to generate combustion heat which can burn fine particles of the exhaust gas (10) remaining at the filter (2). In this exhaust device for a diesel engine, a case (11) for containing the filter (2) accommodates at least part of the gas generator (3).

Abstract: An intake air temperature detected by an airflow sensor is corrected based on a rotation speed of an engine and a fuel supply amount to thereby estimate an atmospheric temperature. The atmospheric temperature is estimated by calculating a dynamic temperature error caused by heat generated around an engine and a correction factor in regard to thermal influence which changes according to the flow rate of an intake air, and correcting the intake air temperature detected by the airflow sensor with the temperature error corrected with the correction factor. On the basis of the atmospheric temperature, an electric heater is controlled, which is provided on at least a part of a system of supplying a reducing agent or its precursor, for example, a supply pipe mutually communicating a reducing agent container with a reducing agent supplying apparatus.

Abstract: Several embodiments of high-efficiency catalytic converters and associated systems and methods are disclosed. In one embodiment, a catalytic converter for treating a flow of exhaust gas comprising a reaction chamber, a heating enclosure enclosing at least a portion of the reaction chamber, and an optional coolant channel encasing the heating enclosure. The reaction chamber can have a first end section through which the exhaust gas flows into the reaction chamber and a second end section from which the exhaust gas exits the reaction chamber. The heating enclosure is configured to contain heated gas along the exterior of the reaction chamber, and the optional coolant channel is configured to contain a flow of coolant around the heating enclosure. The catalytic converter can further include a catalytic element in the reaction chamber.

Abstract: The rate at which a catalytic converter for an internal combustion engine heats up to its normal operating temperature range can be increased by applying an electrical load that is powered by the internal combustion engine. Applying the electrical load demands more power from the engine which therefore has to work harder to maintain a given engine speed. The internal combustion engine then generates more heat that can be used to reduce the time to bring the catalytic converter up to its working temperature. The electrical load can be a catalytic converter heater to further reduce the time to bring the catalytic converter up to its working temperature. The result is a reduction in emissions.

Abstract: An ECU performs exhaust temperature control based on output values of multiple exhaust temperature sensors provided upstream and downstream of a particulate filter provided in an exhaust passage of an engine. The ECU calculates a change speed deviation value by subtracting change speed of outlet side exhaust temperature, which is sensed by one of the exhaust temperature sensors, from change speed of inlet side exhaust temperature, which is sensed by the other one of the exhaust temperature sensors, in an operation state in which temperature of exhaust gas flowing through the particulate filter changes rapidly. The ECU determines that the exhaust temperature sensors are mounted erroneously if the change speed deviation value deviates from a predetermined normal range.

Abstract: A motor vehicle operator interface and control algorithm convey diesel particulate filter regeneration status to the operator. The algorithm also allows new control over heretofore automatic regeneration, through limiting the inhibit function. The DPF after-treatment operator interface provides multiple status indications to the operator. In a preferred embodiment this is effected using a switched indicator lamp.

Abstract: It is intended to efficiently remove particulate substances, such as NOx and soot, without poisoning by Sox, etc. from dilute-combustion effecting internal combustion engines, combustion equipment, etc. There is provided an exhaust gas purifier to be installed in exhaust passage (2) of internal combustion engine (1) or the like, comprising, disposed in the exhaust passage (2), NOx adsorbent (4) capable of temporarily adsorbing nitrogen oxides even in an atmosphere of excess air and capable of desorbing the adsorbed nitrogen oxides upon temperature rise or in a reducing atmosphere, adsorbed substance desorbing means (3) arranged on an exhaust upstream side as compared with the NOx adsorbent (4) and capable of heating the exhaust or converting it to a reducing atmosphere, and combustion device (5) arranged on an exhaust downstream side as compared with the NOx adsorbent (4) and composed of fuel nozzle (6) and igniter (7). In normal operation, the NOx adsorbent (4) adsorbs NOx contained in exhaust gas.

Abstract: A system and control module for controlling an electrically heated catalyst includes a remote start module generating a remote start signal, a catalyst control module controlling the electrically heated catalyst based on the remote start signal and an engine control module starting the engine after preheating and/or when required by the vehicle to honor a request as defined in this document.

Abstract: An exhaust passage of an internal combustion engine is provided with an upstream side three-way catalyst capable of purifying exhaust gas and a particulate filter (PM filter) for trapping particulate matter PM contained in exhaust gas. Catalyst warm-up control is exercised for the purpose of warming up mainly the upstream side three-way catalyst at cold start. Filter regeneration control for removing the particulate matter PM accumulating on the particulate filter from the filter is exercised at the cold start after the catalyst warm-up control is exercised.

Abstract: A housing for an exhaust gas purification component encloses an interior space in which at least one receptacle is formed by the housing at the outside. An exhaust system includes at least one first exhaust line section and the housing having the exhaust gas purification component. The first exhaust line section is in engagement with the receptacle, and the first exhaust line section and the receptacle are connected to one another in a materially integral manner. A motor vehicle having the exhaust system is also provided.

Abstract: An exhaust treatment system is provided. The system may include a particulate trap configured to remove one or more types of particulate matter from an exhaust flow of an engine. The system may also include a catalyst configured to chemically alter at least one component of the exhaust flow. Further, the system may include an exhaust conduit configured to direct the exhaust flow from the engine to the particulate trap and the catalyst. In addition, the exhaust treatment system may include a heating system configured to maintain the temperature of the catalyst above a first predetermined temperature. The heating system may also be configured to periodically raise the temperature of the particulate trap above a higher, second predetermined temperature to thereby effectuate a regeneration of the particulate trap by oxidizing particulate matter accumulated in the particulate trap.

Abstract: A regeneration system for a work machine may include a power source configured to provide a variable power output. The regeneration system may also include at least one regeneration device operably connected to the power source and adapted to use at least a portion of the variable power output to regenerate the exhaust element. A controller may be configured to determine an amount of power required to regenerate the exhaust element. The controller may also be configured to adjust operation of the power source based on the amount of power required to regenerate the exhaust element.

Abstract: An end cap for an exhaust treatment device is disclosed. The end cap has a cylindrical housing with an axial direction, a radial direction substantially orthogonal to the axial direction, a first open end, and a second closed end opposing the first open end in the axial direction. The end cap also has an integral port member extending from an annular surface of the cylindrical housing. The integral port member has a central axis aligned in the radial direction, and an exterior surface of the integral port member tangentially connects to an exterior surface of the cylindrical housing.

Abstract: An exhaust gas purification system for a hybrid vehicle is disclosed. An internal combustion engine and an electric motor are each arranged for providing power output for the vehicle. An exhaust gas purification device is provided in an exhaust gas passage of the engine to treat exhaust gas components contained in the exhaust gas from the engine. A controller is arranged and configured to selectively perform a regeneration operation of the exhaust gas purification device to burn and remove deposits accumulated in the exhaust gas purification device. The controller is further arranged and configured to control the internal combustion engine and the electric motor such that the exhaust gas purification device is restrained from reaching an excessive temperature during the regeneration operation of the exhaust gas purification device.

Abstract: A method and apparatus for catalytically processing a gas stream passing therethrough to reduce the presence of NOx therein, wherein the apparatus includes a first catalyst composed of a silver-containing alumina that is adapted for catalytically processing the gas stream at a first temperature range, a second catalyst composed of a copper-containing zeolite located downstream from the first catalyst, wherein the second catalyst is adapted for catalytically processing the gas stream at a lower second temperature range relative to the first temperature range, a hydrocarbon compound for injection into the gas stream upstream of the first catalyst to provide a reductant, and a reformer for reforming a portion of the hydrocarbon compound into H2 and/or oxygenated hydrocarbon for injection into the gas stream upstream of the first catalyst.

Abstract: To improve the purification action of a catalytic converter that is being heated but has not yet reached a desired operating temperature, the internal combustion engine is driven by an electric machine to convey a flow of heating medium through a catalytic converter for heating purposes before the internal combustion engine is started.

Abstract: A vehicle power supply system comprises an internal combustion engine (1) and a steam generator (2) arranged in a “closed system”. Water, or another suitable working fluid, is supplied to the steam generator (2) whereupon it is heated using exhaust heat from the internal combustion engine (1). The steam that is generated is stored in a storage tank (3) until a later time, e.g. when the internal combustion engine (1) is not running, whereupon the steam is used to provide heat and/or power to vehicle. For example, the steam can be used to drive a generator (5), via an expander (4), to provide electricity for powering various electrical systems within the vehicle. Additionally, the hot exhaust (7) from the expander (4) can be supplied to a radiator (8) to provide heating for the vehicle cabin.

Abstract: When the low SOC control request is output and the catalyst warming request is not output, the low SOC control mode is set as a control mode and the state of charge (SOC) of the battery is controlled according to the managing center SOC* set as the smaller value S2 than the value S1 for the normal time. When the catalyst warming request is output, the catalyst warming mode is set as a control mode regardless of the low SOC control request and the engine is controlled to perform the self sustained operation (no-load operation) at the idling rotation speed Nidl with the spark-retard state. Namely, when the battery temperature is low and the catalyst temperature is also low, the catalyst warm-up is given a higher priority than the low SOC control and prevents the exhaust emission from becoming worse.

Abstract: The invention relates to a device and a method for producing an operating medium for a motor vehicle, especially for use in the exhaust gas post-treatment of the motor vehicle. According to said method, an operating medium is produced from an initial product and air using a catalyst device. Said initial product is heated and mixed with air and the heated mixture of initial product/air is fed to the catalyst device. A part of the initial product is converted to the gaseous phase by means of a preheating element and is entrained by a stream of air when leaving the preheating element, said stream of air leading to a combustion chamber. The method allows to efficiently produce an operating medium, especially a reducing agent for regenerating NOx storage catalysts.

Abstract: In an internal combustion engine, an SOx trap catalyst (11) able to trap SOx contained in exhaust gas is arranged in an engine exhaust passage upstream of an NOx storing catalyst (12). When whether the SOx trap catalyst (11) has deteriorated should be judged, the SOx trap catalyst (11) is raised in temperature in the state with the air-fuel ratio of the exhaust gas flowing into the SOx trap catalyst (11) maintained lean. At this time, the concentration of NOx released from the SOx trap catalyst (11) is detected by the NOx concentration sensor (24). When the NOx concentration is a set value or less, the catalyst is judged to have deteriorated.

Abstract: A control system for an internal combustion engine includes an exhaust gas purifying device, an exhaust gas temperature sensor, and temperature estimating device. The exhaust gas purifying device is provided to an exhaust duct of the internal combustion engine. The exhaust gas temperature sensor is provided in the exhaust duct on an upstream side of the exhaust gas purifying device. The temperature estimating device estimates a first exhaust gas temperature on a downstream side of the exhaust gas purifying device through a transfer function, which is expressed by a plurality of identical first-order lag elements, based on a second exhaust gas temperature on the upstream side of the exhaust gas purifying device sensed by the exhaust gas temperature sensor.

Abstract: A honeycomb structured body of the present invention is a honeycomb structured body in which a plurality of porous ceramic members are combined with one another through an adhesive layer, each of the porous ceramic members having a plurality of cells which are allowed to penetrate in a longitudinal direction with a wall portion therebetween and either one end of which is sealed, with a catalyst supporting layer being adhered to the wall portion, wherein, supposing that the rate of the pore volume of pores having a pore diameter of 10 ?m or less to the entire pore volume of the porous ceramic member is X1 (%), the porosity is Y1 (%) and the weight of the catalyst supporting layer is Z1 (g/l), these X1, Y1 and Z1 are allowed to satisfy the following expressions (1) and (2): X1?20?Z1/10??(1), and Y1?35+7Z1/40??(2) (where about 20?Z1?about 150).

Abstract: The methods of the present invention are adapted to adjust engine loading during catalyst warm up to accelerate heating of the exhaust aftertreatment system and thereby decrease catalyst light-off times. According to a preferred embodiment of the present invention, the method includes: monitoring the current catalyst temperature; determining if the current catalyst temperature is less than a predetermined minimum catalyst temperature; and, if the current catalyst temperature is less than the predetermined minimum catalyst temperature, increasing the current engine load. The current engine load is increased by activating a reducing agent tank heating device and/or a reducing agent line heating device.