Review of the state-of-the-art of exhaust particulate filter technology in internal combustion engines.

An exhaust emission control device for an internal combustion engine, capable of supplying a just enough amount of reducing agent to a selective reduction catalyst even when a NOx purification ratio of the catalyst is changed by various causes, thereby enabling a high NOx purification ratio and very low exhaust emissions to be maintained. An ECU calculates a filtered value based on a signal from an exhaust gas concentration sensor, calculates a moving average value of a product of the filtered value and a reference input, calculates a control input such that the moving average value becomes equal to 0, and adds a reference input to the control input to calculate an FB injection amount. The ECU calculates an FF injection amount with a predetermined feedforward control algorithm, and adds the FF injection amount to the FB injection amount, to thereby calculate a urea injection amount.

Exhaust emission control device for internal combustion engine

In an internal combustion engine, a hydrocarbon feed valve (15) and an exhaust purification catalyst (13) are arranged in an engine exhaust passage. A first NO X removal method which injects hydrocarbons from the hydrocarbon feed valve (15) within a predetermined range of period so that the reducing intermediate generated thereby reduces the NO X contained in the exhaust gas and a second NO X removal method which makes the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst (13) a first target rich air-fuel ratio by a period which is longer than this predetermined range are used. When the NO X removal method is switched from the second NO X removal method to the first NO X removal method, the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst (13) is made a second target air-fuel ratio which is smaller than the first target rich air-fuel ratio.

Exhaust purification system of internal combustion engine

The invention relates to a piston (10, 110, 210, 310, 410) for an internal combustion engine, comprising a piston crown (11) and a piston skirt (21), said piston crown (11) comprising a piston head (12), a peripheral top land (14), a peripheral annular zone (15) with annular grooves (16, 17, 18) and in the region of the annular zone (15), a peripheral cooling channel (19, 119, 419) which is open towards the base and which is closed by means of a closure element (35, 135, 235, 335, 435). Said cooling channel (19, 119, 419) has a cooling channel base (26, 126, 226, 326, 426) and a cooling channel cover (27), and the piston skirt (21) has two piston hubs (22) which are interconnected by means of two running surfaces (25a, 25b). According to the invention, the inner surface (37), exclusively a running surface (25a) of the piston (10, 110, 210, 310, 410) is connected to the lower side (11a) of the piston crown (11) by means of a connecting bar (38).

Piston for an internal combustion engine

An exhaust emission control device of an internal combustion engine, wherein an exhaust emission control valve (24) disposed in an exhaust pipe (22) of the internal combustion engine is approximately fully closed at the time of start and during the warming-up of the engine, the injection amount of a main fuel is increased over an optimum injection amount for fully opened exhaust emission control valve, and an auxiliary fuel is additionally injected during an expansion stroke, whereby unburned HC exhausted into the atmosphere at the start and during the warming-up of the engine is reduced remarkably.

Exhaust emission control device of internal combustion engine

Provided is a fuel injection control device that affords a wider lower limit range of injection amount by a injector for cylinder outside injection, and that can respond to injection requirements over a wider injection amount range. A fuel injection control device includes: a injector 14 for cylinder outside injection that injects fuel into an exhaust passage 12 of an engine 1, in an amount corresponding to a duty ratio; and a control means 15 for controlling the injector 14 for cylinder outside injection, wherein the control means 15 changes an injector driving frequency upon determining the duty ratio, such that the frequency is lowered, stepwise or continuously, as the required injection amount decreases.

Fuel injection control device

An exhaust gas decontamination system capable of, at the time of reactivation of deteriorated catalyst with respect to sulfur poisoning of a direct reduction type NOx catalyst disposed on an upstream side, effecting combustion removal of PM trapped by DPF disposed on a downstream side with the use of emitted HC and CO; and a method of controlling the same. In particular, an exhaust gas decontamination system (10) comprising exhaust gas passage (2) and, arranged thereon in sequence from an upper side, direct reduction type NOx catalyst (3) for purging NOx in the exhaust gas and DPF with catalyst (4) for purging PM in the exhaust gas, wherein not only is the oxygen concentration in the exhaust gas reduced to substantially nil but also the temperature of exhaust gas is raised. The exhaust gas decontamination system (10) is so constructed that air supply system (5) is provided for feeding air (Aa) between the direct reduction type NOx catalyst (3) and the DPF with catalyst (4) during the reactivation of deteriorated catalyst with respect to sulfur poisoning of the direct reduction type NOx catalyst (3).

Exhaust gas decontamination system and method of controlling the same

DI Diesel Emission Control by Optimized Fuel Injection

When a catalyst temperature T of a catalyst device 31a is at or below a lower limit catalyst temperature Tc, the air-fuel ratio richness control is prohibited. When a first timing ti1 where an estimated value V of a NOx storage amount has reached an enrichment start threshold value Vc and a second timing ti2 based on a set interval time tic in an enrichment interval time map M1 are both satisfied, the air-fuel ratio richness control is started. The second timing ti2 is corrected by multiplying the set interval time tic by an enrichment interval correction coefficient α preset based on the catalyst temperature T and on a storage ratio R of the estimated value V of the NOx storage amount to an enrichment start threshold value Vc of the NOx storage amount. With this, the frequency of the air-fuel ratio richness control of a catalyst device 31a configured to recover a purification capacity of a catalyst by an air-fuel ratio richness control is reduced, and the catalyst temperature T is raised while preventing the white smoke development and the HC slip, to thereby achieve improvement in exhaust gas composition and improvement in fuel efficiency.

Exhaust gas purification system and exhaust gas purification method

An intake air throttle valve control system for a diesel engine which greatly reduces vibration, noise and rough engine running at idling speeds. An intake passage connected in series with the intake manifold of the engine is divided into first and second parallel intake passages. A throttle valve is disposed in a first intake passage to provide a throttling effect therein in response to predetermined engine conditions such as engine temperature, oil line pressure and/or exhaust manifold pressure. A negative pressure control valve is disposed in the second passage to maintain a negative pressure downstream of first and second passages at a fixed value to prevent the pressure from being overly reduced by the throttle valve.

Diesel throttle valve control system

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