475results about How to "Increase exhaust temperature" patented technology

An internal combustion engine in which power is generated by burning a mixture of fuel supplied from a port injector and/or an in-cylinder injector and air in a combustion chamber, includes a valve drive mechanism which can change a valve opening characteristic of at least one of an intake valve and an exhaust valve; a turbocharger which supercharges air taken into the combustion chamber; a turbo motor which changes supercharging pressure generated by the turbocharger; a catalyst device including a catalyst which purifies exhaust gas discharged from the combustion chamber; and an ECU which controls the turbo motor such that pressure of the air taken into the combustion chamber becomes larger than back pressure until it is determined that the catalyst has been activated, and which sets a valve overlap period during which both of the intake valve and the exhaust valve are opened.

Various methods and systems are provided for operating an internal combustion engine, the engine having a plurality of cylinders including one or more donor cylinders and one or more non-donor cylinders. In one example, a method includes, during an exhaust gas recirculation cooler heating mode, operating at least one of the donor cylinders at a cylinder load sufficient to increase an exhaust temperature for regenerating an exhaust gas recirculation cooler, and operating at least one of the non-donor cylinders in a low- or no-fuel mode.

An NOx emission system for diesel powered vehicles has a “Y” exhaust system with an NOx adsorber catalyst in each leg and an oxidation catalyst in the combined leg. One bank of cylinders sends exhaust gases to one of the “Y” legs while a second bank of cylinders send exhaust gases to the other “Y” leg. Composition of the exhaust gases in each leg is independently controlled by the engine's ECU so that exhaust gases in one leg are rich for regenerating the NOx adsorber catalyst in that leg while exhaust gas composition in the other leg is lean so that the combined gas stream is always lean and reductant slip is oxidized in the oxidation catalyst.

The invention discloses an air-cooled heat pump air conditioner which comprises a compressor, an outdoor coil, a heat exchanger, a main liquid line and supercooling devices, wherein the supercooling devices comprise two or three of a supercooling coil, an economizer and a liquid-vapor separator with a supercooling function, the supercooling devices are arranged on the main liquid line, and liquid state refrigerants which circulate in the main liquid line can achieve repeatedly the supercooling through the supercooling devices. According to the air-cooled heat pump air conditioner, the performance of cooling/heating circulation of the air-cooled heat pump air conditioner is effectively improved, so that the air-cooled heat pump air conditioner is stable and reliable in operation and energy saving in a low-temperature environment.

In a mechanical apparatus having a diesel engine including a combustion chamber, the mechanical apparatus also having an aftertreatment device configured to treat emissions from the diesel engine, an intake valve for passing air into the combustion chamber, and an exhaust valve for passing exhaust out of the combustion chamber, a method of operating the engine, wherein the method includes performing at least one combustion in the combustion chamber at a first exhaust valve timing and a first intake valve closure timing; determining a temperature of the exhaust gas that enters the aftertreatment device; and if the temperature of the exhaust gas is equal to or below a preselected temperature threshold, then performing at least one combustion in the combustion chamber at a second, earlier exhaust valve closure timing and a second later intake valve opening timing to thereby increase the internal exhaust gas recirculation and the temperature of exhaust emitted by the diesel engine.

Methods and systems are provided for controlling and coordinating control of a post-catalyst exhaust throttle and an EGR valve to expedite catalyst heating. By closing both valves during an engine cold start, an elevated exhaust backpressure and increased heat rejection at an EGR cooler can be synergistically used to warm each of an engine and an exhaust catalyst. The valves may also be controlled to vary an amount of exhaust flowing through an exhaust venturi so as to meet engine vacuum needs while providing a desired amount of engine EGR.

A four-cycle engine is provided with valve timing adjusters for adjusting opening and closing timing an and an exhaust valve. In medium- to high-speed ranges in medium- to high-load regions of the engine, a closing point (ExC) of the exhaust valve defined as a point of transfer from an acceleration portion to a constant speed portion on its valve lift characteristics curve is set to a point a specific period before an intake top dead center, and an opening point (InO) of the intake valve defined as a point of transfer from a constant speed portion to an acceleration portion on its valve lift characteristics curve is set to a point after the intake top dead center. In addition, the period from the closing point (ExC) of the exhaust valve to the opening point (InO) of the intake valve is made longer in the medium-speed range than in the high-speed range in the medium- to high-load regions of the engine.

A control device for a direct injection engine includes an identifier for judging whether a catalyst is in its unheated state in which its temperature is lower than its activation temperature, an engine temperature state detector for sensing the temperature state of the engine, and a fuel injection controller for controlling fuel injection from the injector. The fuel injection controller controls an injector in such a way that it makes at least two-step split injection including an earlier injection cycle performed during an intake stroke and a later injection cycle performed in a middle portion of a compression stroke or later when the catalyst is in its unheated state, and the later injection cycle is retarded when the catalyst is still in its unheated state but the engine temperature has become higher than a specified temperature compared to a case where the temperature of the engine is equal to or lower than the specified temperature.

An exhaust cleanup filter which, even if the exhaust temperature is low as during vehicular driving under low load, can trap PM efficiently to prevent clogging by PM buildup and which also is effective in purifying the exhaust from a diesel engine that does not use any burner or heater to remove PM. The cleanup filter is for purifying the exhaust from diesel engines and comprises particulate ceramic porous bodies that have a three-dimensional network structure, as well as artificial pores and communication channels in the interior, with some of the pores being partially exposed on the surfaces of the porous bodies.

A method for operating an internal combustion engine having a plurality of cylinder banks provides a cylinder cut-off using at least a reduced ignition angle retardation shift. In this context, at least one first cylinder bank is configured such that it is at least partially able to be cut off. Immediately before a cut off or immediately after a reactivation of at least one cylinder of the at least one first cylinder bank, a first output variable is set for the at least one first cylinder bank and a second output variable is set for at least one second cylinder bank. The first output variable and the second output variable are set differently from each other in such a way that an average of the first and second output variables is equivalent to a predetermined output variable of the internal combustion engine.

In an exhaust gas temperature raising control for recovering purification ability of an exhaust gas purification device (12) of an internal combustion engine, the exhaust gas temperature is efficiently raised to a target level with white smoke prevented from being produced. To achieve this, in the exhaust gas temperature raising control in recovery control of the exhaust gas purification device (12), when the temperature (Tg1) of the exhaust gas flowing into the exhaust gas purification device (12) is lower than a predetermined judgment value (Tp), a first exhaust gas temperature raising control that does not include post injection but includes intake air restriction is performed, and when equal to or higher than the predetermined judgment value (Tp), a second exhaust gas temperature raising control that includes both the post injection and the intake air restriction is performed to set an intake air restriction amount (α) in the first exhaust gas temperature raising control greater than an intake air restriction amount (β) in the second exhaust gas temperature raising control.

A combustion control apparatus operates an internal combustion engine in a split retard combustion mode during regenerating an exhaust purifier such as a particulate filter. In the split retard combustion mode, the combustion control apparatus controls a first fuel injection to cause preliminary combustion at or near top dead center, and controls a second fuel injection to cause main combustion after an end of the preliminary combustion. In this manner, the combustion control apparatus controls an exhaust gas temperature, or an exhaust air-fuel ratio, without increasing exhaust smoke. During the split retard combustion mode, the combustion control apparatus controls an EGR rate of the engine. The EGR rate in the split retard combustion mode is set lower than in the normal combustion mode, in each operating point of the engine.

Provided is an exhaust emission control device which can properly burn off soot and soluble organic fraction attached to and accumulated on electrodes of a plasma generator.

The exhaust emission control device with a post-processing device (catalyst regenerative particulate filter 10) for allowing exhaust gas to pass therethrough for gas purification incorporated in an exhaust pipe 9 of an internal combustion engine (diesel engine 1) comprises a plasma generator 11 arranged upstream of the post-processing device for discharging electricity in the exhaust gas 8 to generate plasma, flow-through type oxidation catalyst 12 arranged upstream of the plasma generator 11, fuel adding means (controller 17) arranged upstream of the oxidation catalyst 12 for adding fuel into the exhaust gas 8, temperature increasing means (suction throttling valve 22 or controller 17) for increasing the exhaust temperature to a level enough for oxidation reaction on the oxidation catalyst 12 of the fuel added by said fuel adding means.

The invention discloses a cold-region used multi-connected heat pump system and a control method of the multi-connected heat pump system. The multi-connected heat pump system comprises a first refrigerant branch and a second refrigerant branch. The first refrigerant branch is connected between a first heat exchanger and a compressor of a main refrigerant loop in a crossed mode. A control unit controls the main refrigerant loop and when the main refrigerant loop is in refrigeration working condition, and the first refrigerant branch splits refrigerant flowing out the first heat exchanger; split refrigerant exchanges heat with the refrigerant flowed into a second heat exchanger after the split refrigerant is throttled and depressurized in the first refrigerant branch, the temperature of the refrigerant flowed into a second heat exchanger is decreased, and then the split refrigerant flows back to the main refrigerant loop to enter the compressor. The second refrigerant branch is connected between the second heat exchanger and a compressor of a main refrigerant loop in a crossed mode. The second refrigerant branch splits refrigerant flowing out the second heat exchanger. Split refrigerant exchanges heat with the refrigerant flowed into the main refrigerant loop after the split refrigerant is throttled and depressurized in the second refrigerant branch, and then the split refrigerant turns into gaseous refrigerant and is injected into the compressor to decrease the temperature of refrigerant vapor in the compressor.

An exhaust passageway of the internal combustion engine is formed of a single exhaust pipe 5. A portion 11b configuring a passageway through which the exhaust gas passes and a portion 11c provided with a catalyst 11e heating up the exhaust gas by emitting heat upon being supplied with a reducing agent, are provided in parallel so as to share a section of the single exhaust pipe with each other on an upstream side 11 of an exhaust gas purifying device 10 in the exhaust pipe 5. In the exhaust gas flowing through the exhaust pipe 5, allocation of a quantity of the exhaust gas passing through the catalyst 11e and a quantity of the exhaust gas passing through the passageway 11b, is set changeable.

A dual fuel engine, which is designed to allow choosing between gas operation and diesel operation, with low emission of NOx ensured even during diesel operation, and which is capable of adjusting the compression ratio during the gas operation according to the operating state, so as to provide a quick start and an operation with high combustion efficiency, throughout the load region, comprising a cylinder head that is provided with a compression ratio control valve, and a pre-combustion chamber unit having a pre-combustion chamber and an electromagnetic type fuel injection valve liquid fuel injection valve. The compression ratio control valve opens/closes a communication port connecting a main combustion chamber and an inlet port. In the gas operation, the valve opening period of the compression ratio control valve is adjusted according to the rotary state.

The present invention relates to a method intended for desulfation of a nitric oxide trap (22) and regeneration of a particle filter (24) arranged in an exhaust line (20) for treating exhaust gas from an internal-combustion engine (10), notably a Diesel engine.

According to the invention, the saturation rate of the trap and the clogging rate of the filter are evaluated and, as soon as one of the rates reaches a threshold value, the fuel/air ratio of the exhaust gas is increased without it reaching fuel/air ratio 1, then desulfation of trap (22) is performed in association with regeneration of particle filter (24).