US20110203258A1 - Exhaust valve actuation system for diesel particulate filter regeneration - Google Patents
Exhaust valve actuation system for diesel particulate filter regeneration Download PDFInfo
- Publication number
- US20110203258A1 US20110203258A1 US12/712,282 US71228210A US2011203258A1 US 20110203258 A1 US20110203258 A1 US 20110203258A1 US 71228210 A US71228210 A US 71228210A US 2011203258 A1 US2011203258 A1 US 2011203258A1
- Authority
- US
- United States
- Prior art keywords
- exhaust valve
- exhaust
- engine
- control module
- engine control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0242—Variable control of the exhaust valves only
- F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/06—Cutting-out cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/12—Transmitting gear between valve drive and valve
- F01L1/18—Rocking arms or levers
- F01L1/181—Centre pivot rocking arms
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
- F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0005—Deactivating valves
- F01L2013/001—Deactivating cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
- F01N2430/10—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying inlet or exhaust valve timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
- F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- Embodiments described herein relate to a system and method for heating exhaust gas. More specifically, embodiments described herein relate to a system and method for heating exhaust gas to create a regeneration event at a diesel particulate filter.
- Exhaust gas aftertreatment systems in diesel vehicles are located downstream of the engine for treating exhaust gases emitted from the engine.
- the aftertreatment systems typically include a diesel oxidation catalyst (DOC), and a diesel particulate filter (DPF). Particulate matter from the exhaust gas accumulates on the diesel particulate filter, and if left unchecked, can create a back pressure in the aftertreatment system and the diesel engine. Without a regeneration event, the DPF can become plugged with soot and the engine may not operate properly.
- DOC diesel oxidation catalyst
- DPF diesel particulate filter
- the regeneration event is the periodic oxidation of the collected particulate matter in the aftertreatment system during routine diesel engine operation.
- the particulate matter is oxidized to “regenerate” the filter.
- Regeneration is typically initiated by increasing engine load and activating a post-injection of diesel fuel into the exhaust stream. The combination of the increased engine load and the post-injection provides sufficient heat to oxidize the trapped particulate matter within the diesel particulate filter.
- An exhaust valve actuation system for initiating a regeneration event at a diesel particulate filter includes an engine control module associated with an engine.
- a plurality of exhaust valves correspond to a plurality of engine cylinders.
- the engine control module actuates at least one exhaust valve to open. Gas is compressed and heated inside of the cylinder corresponding to the opened exhaust valve. At least one exhaust valve is not opened by the engine control module, which permits combustion inside the corresponding cylinder.
- a method of regenerating an exhaust aftertreatment system of an engine includes the steps of providing a fluid passageway from the engine to a diesel particulate filter. The method also includes the steps of sensing and communicating a back pressure of the aftertreatment system or a temperature of the aftertreatment system, or both, to an engine control module.
- the engine control module compares the back pressure or the temperature, or both, to a predetermined back pressure or temperature, or both. On the basis of the comparison, the engine control module actuates at least one exhaust valve of a cylinder, and the exhaust valve is opened to compress gas inside of the cylinder.
- the heated compressed gas from the cylinder is fluidly communicated to the diesel particulate filter. Not all of the exhaust valves are opened by the engine control module so that combustion can continue to occur at the remaining cylinders.
- the heated exhaust gas from the remaining cylinders is also fluidly communicated to the diesel particulate filter.
- An exhaust valve actuation system for initiating a regeneration event at a diesel particulate filter includes an engine control module associated with an engine.
- the system also includes either a temperature sensor for sensing the temperature at the aftertreatment system, or a back pressure sensor for sensing the pressure at the aftertreatment system, or both. The temperature or the back pressure, or both, are communicated to the engine control module.
- a plurality of exhaust valves correspond to a plurality of cylinders in the engine.
- a high pressure oil manifold is associated with the engine and has a shut-off valve that selectively prevents oil from an injector oil gallery from flowing to an exhaust valve gallery.
- the engine control module deactivates the shut-off valve. Deactivation of the shut-off valve permits oil from the injector oil gallery to flow to the exhaust valve gallery to open an exhaust valve. At least one of the exhaust valves is not opened by the engine control module to permit combustion inside the corresponding cylinder.
- FIG. 1 is a schematic of an engine having an exhaust aftertreatment system with a diesel particulate filter located downstream of the engine.
- FIG. 2 is a schematic of an exhaust valve actuation system for providing heated gases from the engine.
- FIG. 3A is a section view of a high pressure oil manifold of the exhaust valve actuation system when the system is not actuated.
- FIG. 3B is a transverse section view of the high pressure oil manifold of the exhaust valve actuation system when the system is not actuated.
- FIG. 4A is a section view of the high pressure oil manifold of the exhaust valve actuation system when the system is actuated.
- FIG. 4B is a transverse section view of the high pressure oil manifold of the exhaust valve actuation system when the system is actuated.
- an exhaust gas aftertreatment system for a vehicle is indicated generally at 10 , and has an exhaust pipe assembly 12 extending from an engine 14 to an outlet 16 , such as the outlet to an ambient 18 .
- the exhaust pipe assembly 12 forms a fluid passageway 20 for the flow of exhaust gas F from the engine 14 to the ambient 18 .
- a first portion 22 of the exhaust pipe assembly 12 extends from the engine 14 to a diesel particulate filter (DPF) 24 .
- the DPF 24 is a filter constructed from a very high temperature resistant material. The DPF 24 catches and holds particulate matter entrained within the exhaust gases discharged into the exhaust aftertreatment system 10 . The DPF 24 is periodically regenerated to limit increases in exhaust aftertreatment system 10 back pressure and to maintain engine 14 efficiency.
- a diesel oxidation catalyst (DOC) 26 may be located upstream of the DPF 24 .
- a second portion 28 of the exhaust pipe 12 assembly extends from the DPF 24 to the outlet 16 . Other components may be disposed on the on the aftertreatment system 10 .
- an exhaust valve actuation system 30 deactivates at least one cylinder C 1 of the engine 14 from fuel injection and combustion.
- the cylinder C 1 is deactivated by opening an exhaust valve 32 corresponding to the deactivated cylinder, and using compressive forces to heat up the gas in the deactivated cylinder.
- a cylinder piston 34 compresses the air received by an air intake 36 , which increases the temperature of the air.
- the heated air is released or bled from the cylinder C 1 through the partially opened exhaust valve 32 to an exhaust manifold 38 and on to the DPF 24 .
- the high pressure formed by compression in the cylinder C 1 is also a braking force that tends to resist the rotation of the crankshaft (not shown) of the engine 14 .
- the exhaust valve actuation system 30 can be used on any engine with at least two cylinders. Further, while the exhaust valve actuation system 30 deactivates at least one cylinder C 1 , the system may deactivate an equal number of cylinders as the number of activated cylinders, or alternately, an unequal number of cylinders.
- the exhaust valve actuation system 30 described below opens the exhaust valves 32 on a plurality of the cylinders C 1 , C 3 , C 5 in the engine 14 .
- At least one cylinder C 2 is not deactivated by the exhaust valve actuation system 30 .
- the remaining cylinders C 2 , C 4 , C 6 that remain activated continue to receive injected fuel at a fuel injector 40 and combust the fuel to maintain the engine speed.
- the activated cylinders C 2 , C 4 , C 6 may receive an increased amount of fuel at the fuel injector 40 .
- the resulting exhaust gas from the activated cylinders C 2 , C 4 , C 6 has an increased temperature.
- the combination of the heated, compressed gas from the deactivated cylinders C 1 , C 3 , C 5 , and the heated exhaust gas from the activated cylinders C 2 , C 4 , C 6 , provides sufficient heat to the exhaust gas to initiate regeneration at the DPF 24 .
- the engine 14 With the exhaust valve actuation system 30 , the engine 14 provides the heated, compressed gas from the deactivated cylinders C 1 , C 3 , C 5 , and the heated exhaust gas from the activated cylinders C 2 , C 4 , C 6 while the engine 14 operates at a low idling and low engine load condition.
- the exhaust valve actuation system 30 includes an engine control module (ECM) 42 that controls an exhaust shut-off valve 44 mounted on a high pressure manifold 46 .
- ECM engine control module
- a brake control pressure sensor 48 and an injection pressure sensor 50 may be disposed on the high pressure manifold 38 to monitor and communicate the oil pressure in an exhaust valve gallery 52 , and the oil pressure in an injector oil gallery 54 of the high pressure manifold, respectively, to the ECM 42 .
- An exhaust back pressure sensor 56 monitors and communicates the back pressure in the aftertreatment system 10 , such as at the exhaust manifold 38 or the DPF 24 , and communicates the back pressure to the ECM 42 . It is possible that the back pressure can be a change in pressure between two locations on the aftertreatment system 10 , such as upstream and downstream of the DPF 24 .
- a temperature sensor 58 senses the temperature at the DPF 24 , the exhaust manifold 38 , or anywhere between the cylinders C 1 -C 6 and the DPF, and communicates the temperature to the ECM 42 . It is possible that the temperature can be a change in temperature between two locations on the aftertreatment system 10 , such as upstream and downstream of the DPF 24 .
- the ECM 42 has predetermined back pressure values, exhaust valve gallery pressure values, injector oil gallery pressure values, and temperature values that are compared with the values communicated to the ECM by the sensors 48 , 50 , 56 , 58 . Below the predetermined temperature value of aftertreatment system 10 at the sensor 58 , or above the predetermined pressure value of back pressure in the aftertreatment system 10 at the sensor 56 , the DPF 24 may be clogged with soot or other particulate matter, and the exhaust valve actuation system 30 may be actuated.
- the values are communicated to the ECM 42 and the ECM 42 commands the actuation of the exhaust valve system 30 .
- the ECM 42 actuates the exhaust valve system 30 by deactivating the shut-off valve 44 , which permits the flow of oil to the exhaust valve gallery 52 .
- the exhaust valve actuation system 30 when the exhaust valve actuation system 30 is actuated, at least one of the cylinders C 1 is deactivated using high pressure oil to force the exhaust valve 32 at least partially open.
- the shut-off valve 44 is deactivated, which permits oil from the injector oil gallery 54 to flow to the exhaust valve gallery 52 , which in turn, permits oil to be distributed to a piston assembly 60 that corresponds to the cylinder C 1 (or cylinders C 1 , C 3 , C 5 ) to be deactivated.
- the oil in the piston assembly 60 causes a piston 62 to displace from a retracted position ( FIG. 3B ) to a deployed position ( FIG. 4B ), which displaces an exhaust valve bridge 64 . Displacement of the exhaust valve bridge 64 forms an opening 66 between the exhaust valve seat and an exhaust valve 32 of the engine cylinder C 1 .
- the heated compressed air flows out of the opening 66 , to the exhaust manifold 38 and is fluidly communicated to the DPF 24 .
- the heated compressed air from the deactivated cylinders C 1 , C 3 , C 5 is combined with the heated exhaust gas from the activated cylinders C 2 , C 4 , C 6 , and gases from both sources are fluidly communicated to the DPF 24 .
- the ECM 42 de-activates the injectors 40 of the de-activated cylinders to prevent fuel injection in the de-activated cylinders C 1 , C 3 , C 5 .
- the injectors 40 in the activated cylinders C 2 , C 4 , C 6 remain activated.
- the fuel injectors 40 can inject fuel to be fluidly communicated downstream through the exhaust manifold 38 and to the DPF 24 .
- the fuel may be combusted at the DOC 26 or upstream of the DOC, resulting in additional heat at the DPF for regeneration.
- the ECM After regeneration occurs, as indicated by the exhaust back pressure sensor 56 to the ECM 42 that the back pressure is below the predetermined value, the ECM turns off the exhaust valve actuation system 30 .
- a pressure relief valve 68 FIG. 2
- the shut-off valve 44 is activated, preventing the oil from the injector oil gallery 54 from entering the exhaust valve gallery 52 .
- Oil in the exhaust valve gallery 52 drains to a sump (not shown), and the exhaust valve 32 is retracted to the retracted position ( FIG. 3B ) under force of at least one spring 70 . Normal fuel injection resumes in the formerly deactivated cylinder C 1 , which again becomes an activated cylinder for combustion.
- the aftertreatment system 10 allows the regeneration of the DPF 24 without significantly increasing the engine speed or loading.
- the vehicle can run on a “stop and drive” basis, where the engine 14 can be run at a lower speed and lower loading, while at the same time, providing exhaust gas flow F with a sufficiently high temperature to initiate the regeneration at the DPF 24 .
Abstract
Description
- Embodiments described herein relate to a system and method for heating exhaust gas. More specifically, embodiments described herein relate to a system and method for heating exhaust gas to create a regeneration event at a diesel particulate filter.
- Exhaust gas aftertreatment systems in diesel vehicles are located downstream of the engine for treating exhaust gases emitted from the engine. The aftertreatment systems typically include a diesel oxidation catalyst (DOC), and a diesel particulate filter (DPF). Particulate matter from the exhaust gas accumulates on the diesel particulate filter, and if left unchecked, can create a back pressure in the aftertreatment system and the diesel engine. Without a regeneration event, the DPF can become plugged with soot and the engine may not operate properly.
- The regeneration event is the periodic oxidation of the collected particulate matter in the aftertreatment system during routine diesel engine operation. When the diesel particulate filter of the exhaust system experiences a build-up of particulate matter, the particulate matter is oxidized to “regenerate” the filter. Regeneration is typically initiated by increasing engine load and activating a post-injection of diesel fuel into the exhaust stream. The combination of the increased engine load and the post-injection provides sufficient heat to oxidize the trapped particulate matter within the diesel particulate filter.
- During idling or part load operation conditions, fuel injected into the combustion cycle is not enough to maintain exhaust gas temperature sufficient to start the DPF regeneration cycle. As such, the loading of the engine must be increased to provide a sufficiently heated exhaust gas to initiate the regeneration downstream at the diesel particulate filter. However many vehicles operate on a “stop and drive” or frequent idling basis, and the resulting exhaust gas may not have a sufficiently high temperature to initiate the regeneration.
- An exhaust valve actuation system for initiating a regeneration event at a diesel particulate filter includes an engine control module associated with an engine. A plurality of exhaust valves correspond to a plurality of engine cylinders. When either a predetermined amount of back pressure or a predetermined temperature, or both, are communicated to the engine control module, the engine control module actuates at least one exhaust valve to open. Gas is compressed and heated inside of the cylinder corresponding to the opened exhaust valve. At least one exhaust valve is not opened by the engine control module, which permits combustion inside the corresponding cylinder.
- A method of regenerating an exhaust aftertreatment system of an engine includes the steps of providing a fluid passageway from the engine to a diesel particulate filter. The method also includes the steps of sensing and communicating a back pressure of the aftertreatment system or a temperature of the aftertreatment system, or both, to an engine control module. The engine control module compares the back pressure or the temperature, or both, to a predetermined back pressure or temperature, or both. On the basis of the comparison, the engine control module actuates at least one exhaust valve of a cylinder, and the exhaust valve is opened to compress gas inside of the cylinder. The heated compressed gas from the cylinder is fluidly communicated to the diesel particulate filter. Not all of the exhaust valves are opened by the engine control module so that combustion can continue to occur at the remaining cylinders. The heated exhaust gas from the remaining cylinders is also fluidly communicated to the diesel particulate filter.
- An exhaust valve actuation system for initiating a regeneration event at a diesel particulate filter includes an engine control module associated with an engine. The system also includes either a temperature sensor for sensing the temperature at the aftertreatment system, or a back pressure sensor for sensing the pressure at the aftertreatment system, or both. The temperature or the back pressure, or both, are communicated to the engine control module. A plurality of exhaust valves correspond to a plurality of cylinders in the engine. A high pressure oil manifold is associated with the engine and has a shut-off valve that selectively prevents oil from an injector oil gallery from flowing to an exhaust valve gallery. When either a predetermined amount of back pressure or a predetermined temperature, or both, are communicated to the engine control module, the engine control module deactivates the shut-off valve. Deactivation of the shut-off valve permits oil from the injector oil gallery to flow to the exhaust valve gallery to open an exhaust valve. At least one of the exhaust valves is not opened by the engine control module to permit combustion inside the corresponding cylinder.
-
FIG. 1 is a schematic of an engine having an exhaust aftertreatment system with a diesel particulate filter located downstream of the engine. -
FIG. 2 is a schematic of an exhaust valve actuation system for providing heated gases from the engine. -
FIG. 3A is a section view of a high pressure oil manifold of the exhaust valve actuation system when the system is not actuated. -
FIG. 3B is a transverse section view of the high pressure oil manifold of the exhaust valve actuation system when the system is not actuated. -
FIG. 4A is a section view of the high pressure oil manifold of the exhaust valve actuation system when the system is actuated. -
FIG. 4B is a transverse section view of the high pressure oil manifold of the exhaust valve actuation system when the system is actuated. - Referring to
FIG. 1 , an exhaust gas aftertreatment system for a vehicle is indicated generally at 10, and has anexhaust pipe assembly 12 extending from anengine 14 to anoutlet 16, such as the outlet to an ambient 18. Theexhaust pipe assembly 12 forms afluid passageway 20 for the flow of exhaust gas F from theengine 14 to theambient 18. - A
first portion 22 of theexhaust pipe assembly 12 extends from theengine 14 to a diesel particulate filter (DPF) 24. The DPF 24 is a filter constructed from a very high temperature resistant material. TheDPF 24 catches and holds particulate matter entrained within the exhaust gases discharged into theexhaust aftertreatment system 10. TheDPF 24 is periodically regenerated to limit increases inexhaust aftertreatment system 10 back pressure and to maintainengine 14 efficiency. A diesel oxidation catalyst (DOC) 26 may be located upstream of theDPF 24. Asecond portion 28 of theexhaust pipe 12 assembly extends from theDPF 24 to theoutlet 16. Other components may be disposed on the on theaftertreatment system 10. - Referring now to
FIGS. 1-4B , an exhaustvalve actuation system 30 deactivates at least one cylinder C1 of theengine 14 from fuel injection and combustion. The cylinder C1 is deactivated by opening anexhaust valve 32 corresponding to the deactivated cylinder, and using compressive forces to heat up the gas in the deactivated cylinder. - In the deactivated cylinder C1, a
cylinder piston 34 compresses the air received by anair intake 36, which increases the temperature of the air. The heated air is released or bled from the cylinder C1 through the partially openedexhaust valve 32 to anexhaust manifold 38 and on to theDPF 24. The high pressure formed by compression in the cylinder C1 is also a braking force that tends to resist the rotation of the crankshaft (not shown) of theengine 14. - While the
engine 14 ofFIG. 1 has six cylinders C1-C6, it is possible that the exhaustvalve actuation system 30 can be used on any engine with at least two cylinders. Further, while the exhaustvalve actuation system 30 deactivates at least one cylinder C1, the system may deactivate an equal number of cylinders as the number of activated cylinders, or alternately, an unequal number of cylinders. The exhaustvalve actuation system 30 described below opens theexhaust valves 32 on a plurality of the cylinders C1, C3, C5 in theengine 14. - At least one cylinder C2 is not deactivated by the exhaust
valve actuation system 30. The remaining cylinders C2, C4, C6 that remain activated continue to receive injected fuel at afuel injector 40 and combust the fuel to maintain the engine speed. To compensate for the deactivated cylinders C1, C3, C5 that are not combusting fuel, and to overcome the resistance of the deactivated cylinders on the crankshaft of theengine 14, the activated cylinders C2, C4, C6 may receive an increased amount of fuel at thefuel injector 40. The resulting exhaust gas from the activated cylinders C2, C4, C6 has an increased temperature. - The combination of the heated, compressed gas from the deactivated cylinders C1, C3, C5, and the heated exhaust gas from the activated cylinders C2, C4, C6, provides sufficient heat to the exhaust gas to initiate regeneration at the
DPF 24. With the exhaustvalve actuation system 30, theengine 14 provides the heated, compressed gas from the deactivated cylinders C1, C3, C5, and the heated exhaust gas from the activated cylinders C2, C4, C6 while theengine 14 operates at a low idling and low engine load condition. - The exhaust
valve actuation system 30 includes an engine control module (ECM) 42 that controls an exhaust shut-offvalve 44 mounted on ahigh pressure manifold 46. A brakecontrol pressure sensor 48 and aninjection pressure sensor 50 may be disposed on thehigh pressure manifold 38 to monitor and communicate the oil pressure in anexhaust valve gallery 52, and the oil pressure in aninjector oil gallery 54 of the high pressure manifold, respectively, to theECM 42. - An exhaust back
pressure sensor 56 monitors and communicates the back pressure in theaftertreatment system 10, such as at theexhaust manifold 38 or theDPF 24, and communicates the back pressure to theECM 42. It is possible that the back pressure can be a change in pressure between two locations on theaftertreatment system 10, such as upstream and downstream of theDPF 24. - A temperature sensor 58 senses the temperature at the
DPF 24, theexhaust manifold 38, or anywhere between the cylinders C1-C6 and the DPF, and communicates the temperature to theECM 42. It is possible that the temperature can be a change in temperature between two locations on theaftertreatment system 10, such as upstream and downstream of theDPF 24. - The
ECM 42 has predetermined back pressure values, exhaust valve gallery pressure values, injector oil gallery pressure values, and temperature values that are compared with the values communicated to the ECM by thesensors aftertreatment system 10 at the sensor 58, or above the predetermined pressure value of back pressure in theaftertreatment system 10 at thesensor 56, theDPF 24 may be clogged with soot or other particulate matter, and the exhaustvalve actuation system 30 may be actuated. - Referring to FIGS. 2 and 3A-3B, during normal operation of the
engine 14, oil in thehigh pressure manifold 46 flows to the fuelinjector oil gallery 54, but the exhaust shut-offvalve 44 selectively prevents the oil from entering theexhaust valve gallery 52. During normal operation, all cylinders C1-C6 receive fuel from thefuel injector 40 and are actuated for combustion. - When a predetermined amount of exhaust back pressure is monitored by the exhaust back
pressure sensor 56, or when a predetermined temperature is monitored by the temperature sensor 58, the values are communicated to theECM 42 and theECM 42 commands the actuation of theexhaust valve system 30. TheECM 42 actuates theexhaust valve system 30 by deactivating the shut-offvalve 44, which permits the flow of oil to theexhaust valve gallery 52. - Referring now to
FIG. 4A-4B , when the exhaustvalve actuation system 30 is actuated, at least one of the cylinders C1 is deactivated using high pressure oil to force theexhaust valve 32 at least partially open. The shut-offvalve 44 is deactivated, which permits oil from theinjector oil gallery 54 to flow to theexhaust valve gallery 52, which in turn, permits oil to be distributed to apiston assembly 60 that corresponds to the cylinder C1 (or cylinders C1, C3, C5) to be deactivated. The oil in thepiston assembly 60 causes apiston 62 to displace from a retracted position (FIG. 3B ) to a deployed position (FIG. 4B ), which displaces anexhaust valve bridge 64. Displacement of theexhaust valve bridge 64 forms anopening 66 between the exhaust valve seat and anexhaust valve 32 of the engine cylinder C1. - With the
exhaust valve 32 opened, the heated compressed air flows out of theopening 66, to theexhaust manifold 38 and is fluidly communicated to theDPF 24. At theexhaust manifold 38, the heated compressed air from the deactivated cylinders C1, C3, C5 is combined with the heated exhaust gas from the activated cylinders C2, C4, C6, and gases from both sources are fluidly communicated to theDPF 24. - Simultaneously or in quick succession with opening of the
exhaust valve 32, theECM 42 de-activates theinjectors 40 of the de-activated cylinders to prevent fuel injection in the de-activated cylinders C1, C3, C5. However, theinjectors 40 in the activated cylinders C2, C4, C6 remain activated. - It is possible that in the deactivated cylinders C1, C3, C5, even though there is no combustion at these cylinders during exhaust valve system actuation, that the
fuel injectors 40 can inject fuel to be fluidly communicated downstream through theexhaust manifold 38 and to theDPF 24. The fuel may be combusted at theDOC 26 or upstream of the DOC, resulting in additional heat at the DPF for regeneration. - After regeneration occurs, as indicated by the exhaust back
pressure sensor 56 to theECM 42 that the back pressure is below the predetermined value, the ECM turns off the exhaustvalve actuation system 30. When the exhaustvalve actuation system 30 is turned off, a pressure relief valve 68 (FIG. 2 ) is opened and the shut-offvalve 44 is activated, preventing the oil from theinjector oil gallery 54 from entering theexhaust valve gallery 52. Oil in theexhaust valve gallery 52 drains to a sump (not shown), and theexhaust valve 32 is retracted to the retracted position (FIG. 3B ) under force of at least onespring 70. Normal fuel injection resumes in the formerly deactivated cylinder C1, which again becomes an activated cylinder for combustion. - The
aftertreatment system 10 allows the regeneration of theDPF 24 without significantly increasing the engine speed or loading. With theaftertreatment system 10, the vehicle can run on a “stop and drive” basis, where theengine 14 can be run at a lower speed and lower loading, while at the same time, providing exhaust gas flow F with a sufficiently high temperature to initiate the regeneration at theDPF 24.
Claims (20)
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/712,282 US20110203258A1 (en) | 2010-02-25 | 2010-02-25 | Exhaust valve actuation system for diesel particulate filter regeneration |
EP11001472A EP2362085A3 (en) | 2010-02-25 | 2011-02-22 | Exhaust valve actuation system for diesel particulate filter regeneration |
CN2011100507741A CN102168616A (en) | 2010-02-25 | 2011-02-24 | Exhaust valve actuation system for diesel particulate filter regeneration |
JP2011039705A JP2011174467A (en) | 2010-02-25 | 2011-02-25 | Exhaust valve actuation system for diesel particulate filter regeneration |
BRPI1100269-7A BRPI1100269A2 (en) | 2010-02-25 | 2011-02-25 | Exhaust Valve Drive System for Diesel Particulate Filter Regeneration |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/712,282 US20110203258A1 (en) | 2010-02-25 | 2010-02-25 | Exhaust valve actuation system for diesel particulate filter regeneration |
Publications (1)
Publication Number | Publication Date |
---|---|
US20110203258A1 true US20110203258A1 (en) | 2011-08-25 |
Family
ID=44123274
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/712,282 Abandoned US20110203258A1 (en) | 2010-02-25 | 2010-02-25 | Exhaust valve actuation system for diesel particulate filter regeneration |
Country Status (5)
Country | Link |
---|---|
US (1) | US20110203258A1 (en) |
EP (1) | EP2362085A3 (en) |
JP (1) | JP2011174467A (en) |
CN (1) | CN102168616A (en) |
BR (1) | BRPI1100269A2 (en) |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110023824A1 (en) * | 2008-03-24 | 2011-02-03 | Yanmar Co., Ltd. | Engine |
US20130061573A1 (en) * | 2011-09-09 | 2013-03-14 | Hyundai Motor Company | System for purifying exhaust gas and method for controlling the same |
US8763373B2 (en) | 2011-07-13 | 2014-07-01 | Hyundai Motor Company | System for purifying exhaust gas and method for controlling the same |
US20150114339A1 (en) * | 2013-10-31 | 2015-04-30 | Delphi Technologies, Inc. | Cold start strategy and system for gasoline direct injection compression ignition engine |
US20160201532A1 (en) * | 2015-01-08 | 2016-07-14 | Ford Global Technologies, Llc | Idle speed gpf regeneration |
US20160326971A1 (en) * | 2012-12-07 | 2016-11-10 | Ethanol Boosting Systems, Llc | Port Injection System For Reduction Of Particulates From Turbocharged Direct Injection Gasoline Engines |
US9840980B2 (en) | 2012-12-07 | 2017-12-12 | Ethanol Boosting Systems, Llc | Gasoline particulate reduction using optimized port and direct injection |
US10227945B2 (en) | 2016-09-26 | 2019-03-12 | Ethanol Boosting Systems, Llc | Gasoline particulate reduction using optimized port fuel injection plus direct injection |
US11840980B1 (en) * | 2022-08-04 | 2023-12-12 | International Engine Intellectual Property Company, Llc | Systems and methods for selective hydrocarbon injection |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3784884A1 (en) * | 2018-04-27 | 2021-03-03 | Carrier Corporation | Exhaust back pressure and temperature monitoring transport refrigeration unit |
Citations (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6195985B1 (en) * | 1997-10-31 | 2001-03-06 | The Swatch Group Management Services Ag | Method for reducing the pollutant emission of an internal combustion engine |
US20030015155A1 (en) * | 2000-12-04 | 2003-01-23 | Turner Christopher Wayne | Hydraulic valve actuation systems and methods |
US20030098000A1 (en) * | 1997-12-11 | 2003-05-29 | Vorih Joseph M. | Variable lost motion valve actuator and method |
US20030121249A1 (en) * | 2001-11-30 | 2003-07-03 | Foster Michael Ralph | Engine cylinder deactivation to improve the performance of exhaust emission control systems |
US6722121B2 (en) * | 2002-07-22 | 2004-04-20 | International Engine Intellectual Property Company, Llc | Control strategy for regenerating a NOx adsorber catalyst in an exhaust system of an engine having a variable valve actuation mechanism |
US6826905B2 (en) * | 2002-06-04 | 2004-12-07 | International Engine Intellectual Property Company, Llc | Control strategy for regenerating a particulate filter in an exhaust system of an engine having a variable valve actuation mechanism |
US6829890B2 (en) * | 2002-08-13 | 2004-12-14 | International Engine Intellectual Property Company, Llc | Forced regeneration of a diesel particulate filter |
US20070204817A1 (en) * | 2006-03-02 | 2007-09-06 | Russell John D | Hydraulic actuation system for improved engine control |
US7269626B1 (en) * | 1996-09-13 | 2007-09-11 | Beryl Technical Assays Llc. | Dynamic downloading of hypertext electronic mail messages |
US7299626B2 (en) * | 2005-09-01 | 2007-11-27 | International Engine Intellectual Property Company, Llc | DPF regeneration monitoring method |
US20080229744A1 (en) * | 2007-03-21 | 2008-09-25 | International Engine Intellectual Property Company, Llc | Exhaust gas recirculation for an internal combustion engine and method therefor |
US7433776B1 (en) * | 2007-04-18 | 2008-10-07 | International Engine Intellecutal Property Company, Llc | System and method for quantizing fuel dilution of engine motor due to post-injection fueling to regenerate an exhaust aftertreatment device |
US20090025371A1 (en) * | 2007-06-19 | 2009-01-29 | Jonas Hermansson | Control of an Exhaust Gas Aftertreatment Device in a Hybrid Vehicle |
US7484503B2 (en) * | 2007-06-25 | 2009-02-03 | International Engine Intellectual Property Company, Llc | System and method for diesel particulate filter regeneration |
US20090090099A1 (en) * | 2007-10-08 | 2009-04-09 | International Engine Intellectual Property Company, Llc | Late post-injection fueling strategy in a multi-cylinder diesel engine during regeneration of an exhaust after-treatment device |
US20110073088A1 (en) * | 2009-09-29 | 2011-03-31 | Ford Global Technologies, Llc | Method for controlling fuel of a spark ignited engine while regenerating a particulate filter |
US20110100013A1 (en) * | 2009-10-30 | 2011-05-05 | Gm Global Technology Operations, Inc. | Pumping loss reduction systems and methods |
US20110120090A1 (en) * | 2009-11-25 | 2011-05-26 | Sorensen Jr Charles Mitchel | Processes And Devices For Regenerating Gasoline Particulate Filters |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4114829A1 (en) * | 1991-05-07 | 1992-11-12 | Daimler Benz Ag | DEVICE FOR CONTROLLING A BYPASS VALVE |
DE4433258C1 (en) * | 1994-09-19 | 1996-03-07 | Daimler Benz Ag | Engine brake for a diesel engine |
US8434299B2 (en) * | 2003-02-19 | 2013-05-07 | International Engine Intellectual Property Company, Llc. | Strategy employing exhaust back-pressure for burning soot trapped by a diesel particulate filter |
US6779506B1 (en) * | 2003-09-23 | 2004-08-24 | International Engine Intellectual Property Company, Llc | Engine brake control pressure strategy |
DE102004031502B4 (en) * | 2004-06-30 | 2013-12-05 | Daimler Ag | Method for operating an internal combustion engine |
FR2904051A1 (en) * | 2006-07-21 | 2008-01-25 | Renault Sas | Particle filter regenerating method for internal combustion engine i.e. oil engine, of motor vehicle, involves injecting fuel in combustion chamber during gas injection and compression, and opening exhaust valve during gas compression |
DE112007002825A5 (en) * | 2006-11-22 | 2009-10-01 | Avl List Gmbh | Method for regeneration of at least one exhaust aftertreatment device |
US8056324B2 (en) * | 2007-05-31 | 2011-11-15 | Caterpillar Inc. | Regeneration system |
FR2924159B1 (en) * | 2007-11-28 | 2014-03-28 | Valeo Sys Controle Moteur Sas | METHOD FOR CONTROLLING A THERMAL MOTOR OF A MOTOR VEHICLE |
-
2010
- 2010-02-25 US US12/712,282 patent/US20110203258A1/en not_active Abandoned
-
2011
- 2011-02-22 EP EP11001472A patent/EP2362085A3/en not_active Withdrawn
- 2011-02-24 CN CN2011100507741A patent/CN102168616A/en active Pending
- 2011-02-25 BR BRPI1100269-7A patent/BRPI1100269A2/en not_active Application Discontinuation
- 2011-02-25 JP JP2011039705A patent/JP2011174467A/en not_active Withdrawn
Patent Citations (19)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7269626B1 (en) * | 1996-09-13 | 2007-09-11 | Beryl Technical Assays Llc. | Dynamic downloading of hypertext electronic mail messages |
US6195985B1 (en) * | 1997-10-31 | 2001-03-06 | The Swatch Group Management Services Ag | Method for reducing the pollutant emission of an internal combustion engine |
US20030098000A1 (en) * | 1997-12-11 | 2003-05-29 | Vorih Joseph M. | Variable lost motion valve actuator and method |
US20030015155A1 (en) * | 2000-12-04 | 2003-01-23 | Turner Christopher Wayne | Hydraulic valve actuation systems and methods |
US20030121249A1 (en) * | 2001-11-30 | 2003-07-03 | Foster Michael Ralph | Engine cylinder deactivation to improve the performance of exhaust emission control systems |
US6826905B2 (en) * | 2002-06-04 | 2004-12-07 | International Engine Intellectual Property Company, Llc | Control strategy for regenerating a particulate filter in an exhaust system of an engine having a variable valve actuation mechanism |
US6722121B2 (en) * | 2002-07-22 | 2004-04-20 | International Engine Intellectual Property Company, Llc | Control strategy for regenerating a NOx adsorber catalyst in an exhaust system of an engine having a variable valve actuation mechanism |
US6829890B2 (en) * | 2002-08-13 | 2004-12-14 | International Engine Intellectual Property Company, Llc | Forced regeneration of a diesel particulate filter |
US7299626B2 (en) * | 2005-09-01 | 2007-11-27 | International Engine Intellectual Property Company, Llc | DPF regeneration monitoring method |
US20070204817A1 (en) * | 2006-03-02 | 2007-09-06 | Russell John D | Hydraulic actuation system for improved engine control |
US20080229744A1 (en) * | 2007-03-21 | 2008-09-25 | International Engine Intellectual Property Company, Llc | Exhaust gas recirculation for an internal combustion engine and method therefor |
US7433776B1 (en) * | 2007-04-18 | 2008-10-07 | International Engine Intellecutal Property Company, Llc | System and method for quantizing fuel dilution of engine motor due to post-injection fueling to regenerate an exhaust aftertreatment device |
US20080256928A1 (en) * | 2007-04-18 | 2008-10-23 | International Engine Intellectual Property Company, Llc | System and method for quantizing fuel dilution of engine motor due to post-injection fueling to regenerate an exhaust aftertreatment device |
US20090025371A1 (en) * | 2007-06-19 | 2009-01-29 | Jonas Hermansson | Control of an Exhaust Gas Aftertreatment Device in a Hybrid Vehicle |
US7484503B2 (en) * | 2007-06-25 | 2009-02-03 | International Engine Intellectual Property Company, Llc | System and method for diesel particulate filter regeneration |
US20090090099A1 (en) * | 2007-10-08 | 2009-04-09 | International Engine Intellectual Property Company, Llc | Late post-injection fueling strategy in a multi-cylinder diesel engine during regeneration of an exhaust after-treatment device |
US20110073088A1 (en) * | 2009-09-29 | 2011-03-31 | Ford Global Technologies, Llc | Method for controlling fuel of a spark ignited engine while regenerating a particulate filter |
US20110100013A1 (en) * | 2009-10-30 | 2011-05-05 | Gm Global Technology Operations, Inc. | Pumping loss reduction systems and methods |
US20110120090A1 (en) * | 2009-11-25 | 2011-05-26 | Sorensen Jr Charles Mitchel | Processes And Devices For Regenerating Gasoline Particulate Filters |
Cited By (23)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110023824A1 (en) * | 2008-03-24 | 2011-02-03 | Yanmar Co., Ltd. | Engine |
US8763373B2 (en) | 2011-07-13 | 2014-07-01 | Hyundai Motor Company | System for purifying exhaust gas and method for controlling the same |
US20130061573A1 (en) * | 2011-09-09 | 2013-03-14 | Hyundai Motor Company | System for purifying exhaust gas and method for controlling the same |
US8640446B2 (en) * | 2011-09-09 | 2014-02-04 | Hyundai Motor Company | System for purifying exhaust gas and method for controlling the same |
US11371448B2 (en) | 2012-12-07 | 2022-06-28 | Ethanol Boosting Systems, Llc | Port injection system for reduction of particulates from turbocharged direct injection gasoline engines |
US10288005B2 (en) | 2012-12-07 | 2019-05-14 | Ethanol Boosting Systems, Llc | Gasoline particulate reduction using optimized port and direct injection |
US20160326971A1 (en) * | 2012-12-07 | 2016-11-10 | Ethanol Boosting Systems, Llc | Port Injection System For Reduction Of Particulates From Turbocharged Direct Injection Gasoline Engines |
US11959428B2 (en) | 2012-12-07 | 2024-04-16 | Ethanol Boosting Systems, Llc | Port injection system for reduction of particulates from turbocharged direct injection gasoline engines |
US9840980B2 (en) | 2012-12-07 | 2017-12-12 | Ethanol Boosting Systems, Llc | Gasoline particulate reduction using optimized port and direct injection |
US9976496B2 (en) * | 2012-12-07 | 2018-05-22 | Ethanol Boosting Systems, Llc | Port injection system for reduction of particulates from turbocharged direct injection gasoline engines |
US11624328B2 (en) | 2012-12-07 | 2023-04-11 | Ethanol Boosting Systems, Inc. | Port injection system for reduction of particulates from turbocharged direct injection gasoline engines |
US11125171B1 (en) | 2012-12-07 | 2021-09-21 | Ethanol Boosting Systems, Llc | Port injection system for reduction of particulates from turbocharged direct injection gasoline engines |
US11371449B1 (en) | 2012-12-07 | 2022-06-28 | Ethanol Boosting Systems, Llc | Port injection system for reduction of particulates from turbocharged direct injection gasoline engines |
US10683816B2 (en) | 2012-12-07 | 2020-06-16 | Ethanol Boosting Systems, Llc | Port injection system for reduction of particulates from turbocharged direct injection gasoline engines |
US10774759B2 (en) | 2012-12-07 | 2020-09-15 | Ethanol Boosting Systems, Llc | Port injection system for reduction of particulates from turbocharged direct injection gasoline engines |
US11053869B2 (en) | 2012-12-07 | 2021-07-06 | Ethanol Boosting Systems, Llc | Port injection system for reduction of particulates from turbocharged direct injection gasoline engines |
US11060497B2 (en) | 2013-10-31 | 2021-07-13 | Delphi Technologies Ip Limited | Cold start strategy and system for gasoline direct injection compression ignition engine |
US20150114339A1 (en) * | 2013-10-31 | 2015-04-30 | Delphi Technologies, Inc. | Cold start strategy and system for gasoline direct injection compression ignition engine |
US20160201532A1 (en) * | 2015-01-08 | 2016-07-14 | Ford Global Technologies, Llc | Idle speed gpf regeneration |
RU2710451C2 (en) * | 2015-01-08 | 2019-12-26 | Форд Глобал Текнолоджиз, Ллк | Method and system of filter regeneration for particles entrapping (embodiments) |
US9726058B2 (en) * | 2015-01-08 | 2017-08-08 | Ford Global Technologies, Llc | Idle speed GPF regeneration |
US10227945B2 (en) | 2016-09-26 | 2019-03-12 | Ethanol Boosting Systems, Llc | Gasoline particulate reduction using optimized port fuel injection plus direct injection |
US11840980B1 (en) * | 2022-08-04 | 2023-12-12 | International Engine Intellectual Property Company, Llc | Systems and methods for selective hydrocarbon injection |
Also Published As
Publication number | Publication date |
---|---|
CN102168616A (en) | 2011-08-31 |
EP2362085A2 (en) | 2011-08-31 |
EP2362085A3 (en) | 2012-01-11 |
BRPI1100269A2 (en) | 2015-06-30 |
JP2011174467A (en) | 2011-09-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US20110203258A1 (en) | Exhaust valve actuation system for diesel particulate filter regeneration | |
US8307629B2 (en) | Control method of exhaust emission purification system and exhaust emission purification system | |
US20110252765A1 (en) | Exhaust throttle valve system and method for diesel particulate filter regeneration | |
JP4017010B2 (en) | Exhaust gas purification system control method and exhaust gas purification system | |
EP1584805B1 (en) | Engine exhaust gas purification device | |
US8549843B2 (en) | Method of controlling exhaust gas purification system and exhaust gas purification system | |
JP5573391B2 (en) | Exhaust gas purification system | |
WO2012157265A1 (en) | Method for manually renewing particulate filter | |
JP5724223B2 (en) | DPF system | |
US20080196388A1 (en) | Method and apparatus for activating a diesel particulate filter with engine heat | |
US8596043B2 (en) | Diesel dosing system relief of trapped volume fluid pressure at shutdown | |
EP1867846B1 (en) | DPF regeneration system of internal combustion engine | |
JP2006274979A (en) | Exhaust emission control device | |
JP4412049B2 (en) | Diesel engine exhaust gas aftertreatment device | |
JP2005282535A (en) | Operating device for engine exhaust throttle valve | |
JP4084289B2 (en) | Exhaust purification device | |
JP2003155915A (en) | Exhaust emission control device | |
JP4293890B2 (en) | Exhaust purification equipment | |
JP2017129019A (en) | Manual regeneration method of particulate filter | |
JP6040078B2 (en) | Exhaust purification device | |
JP4295598B2 (en) | Exhaust purification device control method |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: INTERNATIONAL ENGINE INTELLECTUAL PROPERTY COMPANY Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:MAKARTCHOUK, ANDREI;BUZINOV, ANDREY Y.;SIGNING DATES FROM 20100128 TO 20100129;REEL/FRAME:023988/0975 |
|
AS | Assignment |
Owner name: JPMORGAN CHASE BANK, N.A., AS COLLATERAL AGENT, NE Free format text: SECURITY AGREEMENT;ASSIGNORS:INTERNATIONAL ENGINE INTELLECTUAL PROPERTY COMPANY, LLC;INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC;NAVISTAR INTERNATIONAL CORPORATION;AND OTHERS;REEL/FRAME:028944/0730 Effective date: 20120817 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |
|
AS | Assignment |
Owner name: NAVISTAR, INC., ILLINOIS Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:JPMORGAN CHASE BANK, N.A., AS COLLATERAL AGENT;REEL/FRAME:044416/0867 Effective date: 20171106 Owner name: INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:JPMORGAN CHASE BANK, N.A., AS COLLATERAL AGENT;REEL/FRAME:044416/0867 Effective date: 20171106 Owner name: NAVISTAR INTERNATIONAL CORPORATION, ILLINOIS Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:JPMORGAN CHASE BANK, N.A., AS COLLATERAL AGENT;REEL/FRAME:044416/0867 Effective date: 20171106 Owner name: INTERNATIONAL ENGINE INTELLECTUAL PROPERTY COMPANY Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:JPMORGAN CHASE BANK, N.A., AS COLLATERAL AGENT;REEL/FRAME:044416/0867 Effective date: 20171106 |