System and method for improving aftertreatment in an internal combustion engine

Abstract

Method for adjusting the temperature of an aftertreatment system (30; 130) of an internal combustion engine (10), the method comprising: Putting an internal combustion engine (10) into a standard mode when the temperature of an aftertreatment system (30; 130) is essentially equal to or higher than an activation temperature, and into a regeneration mode when the temperature of the aftertreatment system (30; 130) is lower than the activation temperature, when in regeneration mode, a required quantity of fuel is injected, which is burned in fuel-supplied cylinders (12a) of a plurality of combustion cylinders (12) of the internal combustion engine (10), wherein the plurality of combustion cylinders (12) further comprises non-fuel-supplied cylinders (12b), wherein the combustion of the fuel produces relatively hotter exhaust gas, which is released from the fuel-supplied cylinders (12a), and wherein the non-fuel-supplied cylinders (12b) release relatively colder unburned gas, and when in regeneration mode, the exhaust gas produced by the fuel-supplied cylinders (12a) is directed through the aftertreatment system (30; 130), which is in fluid communication with the internal combustion engine (10), and the unburned gas is directed back into an intake manifold (16), which is in fluid communication with the internal combustion engine (10), wherein the required amount of fuel injected into the fuel-supplied cylinders (12a) is essentially the same as the amount of fuel injected into the plurality of combustion cylinders (12) when the internal combustion engine (10) is operated in a standard mode.

Description

TECHNICAL AREA

[0001] The present disclosure relates generally to emission control systems for internal combustion engines and in particular to exhaust aftertreatment systems for internal combustion engines. GENERAL STATE OF THE ART

[0002] Internal combustion engines, including compression-ignition, spark-ignition, and other engines known in the prior art, can emit a mixture of water vapor, carbon dioxide, and air pollutants during operation; this mixture is typically referred to as exhaust gas, and the pollutants as emissions. Emissions can include gaseous and solid compounds, including carbon monoxide (CO), unburned hydrocarbons (UHC), nitrogen oxides (hereafter referred to as NOx to include nitrogen oxide (NO) and nitrogen dioxide (NO2)), and particulate matter (PM), such as soot and sulfur compounds. Conventional emission standards, which restrict the release of such polluting emissions, are becoming increasingly stringent, making the efficient and effective reduction of emissions a key performance criterion for modern internal combustion engines.Consequently, machines powered by internal combustion engines are typically equipped with exhaust aftertreatment systems, including devices such as catalysts, filters, adsorbents, and other components to remove regulated emissions from the exhaust gas and thereby comply with applicable prescribed emission standards. Such aftertreatment systems may include one or more components, such as a diesel oxidation catalyst (“DOC”), three-way catalyst, low-NOx catalyst, selective catalytic reduction (“SCR”) catalyst, a filter component, either catalyzed or uncatalyzed (e.g., a diesel particulate filter (“DPF”)), and a purification catalyst (e.g., an ammonia oxidation catalyst).

[0003] Since the quantity and types of emissions from an engine can vary depending on the engine's type, size, and / or operating conditions, the efficiency of exhaust aftertreatment devices can also vary with engine operating conditions, particularly the temperature of the exhaust gas produced by the engine. Generally, every type of aftertreatment device has a minimum temperature, commonly referred to as the "activation temperature," that enables the aftertreatment device to operate effectively and efficiently. The emission removal rate is generally insufficient to meet prescribed requirements if the temperature of an aftertreatment device is lower than the activation temperature. Furthermore, an aftertreatment device can become fouled by emissions if it operates below the activation temperature. For example, [reference to relevant example] Fig. 7. The effect of temperature on an exemplary SCR device exhibiting an activation temperature of approximately 240 °C, which represents typical behavior for conventional aftertreatment devices. As in Fig. As shown in Figure 7, below the activation temperature, an SCR device tends to absorb UHCs, forming deposits that clog or contaminate the SCR device in a way that is difficult to reverse. Above the activation temperature, the SCR device tends to desorb UHCs, which can evaporate from the surfaces of the SCR device at elevated temperatures.

[0004] During engine operation, the exhaust gas temperature varies depending on factors such as engine speed and load, and to some extent, the ambient temperature. Generally, exhaust gas temperatures drop rapidly when the engine is operated under light load or low speed conditions, such as idling. Other operating conditions, such as low-speed operation in winter weather, can also result in low exhaust gas temperatures.

[0005] DE 103 22 963 A1 discloses a method for controlling an engine. EP 2 907 991 A1 describes an exhaust gas recirculation method and system. DE 37 24 420 A1 relates to a method for protecting an exhaust catalyst of a multi-cylinder spark-ignition internal combustion engine. SUMMARY

[0006] The invention is defined in the independent claims. Advantageous embodiments of the invention are the subject of the dependent claims.

[0007] A system and method for improving the performance of an aftertreatment system by raising its temperature above an activation temperature are disclosed. According to at least one aspect of the disclosure, the method involves injecting a quantity of fuel into certain fuel-supplied cylinders of a plurality of combustion cylinders of an internal combustion engine, the plurality of combustion cylinders further including non-fuel-supplied cylinders. Exhaust gas from the fuel-supplied cylinders is passed through the aftertreatment system, while unburned gas from the non-fuel-supplied cylinders is directed away from the aftertreatment system. Combustion of the fuel quantity in fewer than all of the plurality of combustion cylinders increases the combustion temperature, thereby increasing the exhaust gas temperature and, consequently, the aftertreatment system temperature.In certain embodiments, the unburned gas can be directed into an intake manifold that is in fluid communication with the multiple combustion cylinders via an opening, thereby exerting an additional load on the engine and further increasing the aftertreatment system temperature. The system includes an engine with exhaust valves to control the flow of exhaust gas and unburned gas, and a control unit to execute the process.

[0008] This summary is provided to introduce a selection of concepts that are further described herein in the illustrative embodiments. This summary is neither intended to identify key features or essential features of the claimed subject matter, nor to serve as an aid to limiting the scope of the claimed subject matter. Further embodiments, forms, objects, features, advantages, aspects, and benefits will become apparent from the subsequent description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The description herein refers to the accompanying drawings, in which the same reference numerals in the different views refer to the same components. They show: Fig. 1 a schematic block diagram of an embodiment of an engine system according to the present disclosure; Fig. 2 a schematic block diagram of another embodiment of an engine system according to the present disclosure; Fig. 3 a schematic flowchart of a method for improving the performance of an aftertreatment system of an engine system according to the present disclosure; Fig. 4 a diagram of exemplary effects on the exhaust gas temperature in degrees Celsius (°C) for processes of a method for improving the performance of an aftertreatment system of an engine system according to the present disclosure; Fig. 5 a diagram of exemplary effects on the exhaust gas temperature in degrees Celsius (°C) for processes of an alternative method for improving the performance of an aftertreatment system of an engine system according to the present disclosure; Fig. 6 a schematic flowchart of another method for improving the performance of an aftertreatment system of an engine system according to the present disclosure; and Fig. 7 a diagram of the relative concentration of unburned hydrocarbons adsorbed or desorbed over an exhaust gas temperature range in degrees Celsius (°C) for a conventional aftertreatment system. DESCRIPTION OF EXAMPLE FORMS OF EXECUTION

[0010] To aid in understanding the fundamentals of the disclosure, reference is made here to the embodiments illustrated in the drawings, and specific terminology is used to describe them. It is understood, however, that this does not intend to limit the scope of the disclosure; any changes and further modifications of the illustrated embodiments and any further applications of the fundamentals of the invention as presented herein, as would be obvious to those skilled in the art in the field to which the invention relates, which have the advantage of the present disclosure, are included herein.

[0011] One aspect of the present disclosure describes methods for improving the performance of an aftertreatment system for an internal combustion engine by increasing the temperature of the aftertreatment system in order to enable a relative improvement in its efficient and effective operation. Some of the methods improve the aftertreatment system performance without consuming additional fuel. The disclosed methods can be particularly effective when the engine is operated under light load, low-speed conditions, such as idling, when the temperature of the exhaust gas produced by the engine may not be sufficient to raise the temperature of the aftertreatment system to its minimum activation temperature.In addition to increasing the exhaust gas temperature, the disclosed methods enable a more complete combustion process in the engine, which prevents the fouling of the aftertreatment system by unburned hydrocarbons (“UHCs”) while further limiting NOx formation. The disclosed methods can be used in any suitable combination, depending on the configuration and application of a particular engine. Another aspect of this disclosure describes an engine system structured to carry out the disclosed methods.

[0012] As in Fig. As shown in Figure 1, an engine system 100 can include an engine 10 which is in fluid communication with an exhaust system 20 having an aftertreatment system 30. The engine 10 can be any type of internal combustion engine, including at least one compression-ignition or spark-ignition engine, which uses diesel, gasoline, or natural gas and / or combinations thereof as fuel. The engine 10 can comprise part of a powertrain for a vehicle, including a mechanical, hydraulic, or electric transmission (not shown). In certain embodiments, the engine 10 can comprise part of a stationary application, such as power generation, drilling, or pumping applications.The engine 10 comprises a plurality of combustion chambers or cylinders 12, which are structured to enable and contain a combustion process in which a mixture of fuel and air can be burned to generate mechanical power (e.g., driving power for the vehicle) through the mechanics of the engine 10. The engine 10 may include a plurality of injection devices 14, which are in fluid communication with the cylinders 12 to introduce a predetermined quantity of fuel into the cylinders 12 to enable the combustion process. In certain embodiments, the engine 10 may include one injection device 14 for each cylinder 12. In alternative embodiments, the engine 10 may include fewer or more injection devices 14 than cylinders 12.Furthermore, the engine 10 can include a plurality of cylinder valves (not shown) which are movably connected to the cylinders 12 to control the flow of charge gas into and exhaust gas out of the cylinders 12.

[0013] The engine 10 can include an intake manifold 16, which is in fluid communication with the cylinders 12, such that the intake manifold 16 allows an intake flow of charge gas into each of the cylinders 12 via the cylinder valves. The intake flow of charge gas can include ambient air and compressed air, recirculated exhaust gas, and other gases, as further described herein. The engine 10 can further include the exhaust system 20, which is in fluid communication with the cylinders 12 of the engine 10, wherein the exhaust system 20 is structured to allow the flow of afterburning exhaust gas from each of the cylinders 12 via the cylinder valves to the environment. The exhaust system 20 can include a first exhaust manifold 22a and a second exhaust manifold 22b. The first exhaust manifold 22a can be in fluid contact with a first group 12a of cylinders 12 and the second exhaust manifold 22b can be in fluid contact with a second group 12b of cylinders 12.

[0014] Although the in Fig. While the engine 10 shown in Figure 1 comprises six cylinders 12, with three cylinders in the first group 12a and the remaining three cylinders in the second group 12b, the engine 10 can comprise any number of cylinders 12. Furthermore, the first and second groups 12a and 12b need not have the same number of connected cylinders 12. For example, the engine 10 can comprise eight cylinders 12, including two cylinders 12 in the first group 12a, each in fluid communication with the first exhaust manifold 22a, and six cylinders 12 in the second group 12b, each in fluid communication with the second exhaust manifold 22b. Furthermore, the exhaust system 20 can comprise any number of exhaust manifolds in fluid communication with the total number of cylinders 12.

[0015] The aftertreatment system 30 of the exhaust system 20 can include a first aftertreatment unit 30a and a second aftertreatment unit 30b, each structured to eliminate or at least reduce unwanted emissions from the exhaust gas flowing through them. Each of the first and second aftertreatment units 30a, 30b can include any suitable aftertreatment component, including a diesel oxidation catalyst (“DOC”), a three-way catalytic converter (“TWC”), a low-gas NOx catalyst, a selective catalytic reduction (“SCR”) catalyst, a filter component, either catalyzed or uncatalyzed (e.g., a diesel particulate filter (“DPF”)), a purification catalyst (e.g., an ammonia oxidation catalyst), and other types of aftertreatment devices, which together are referred to as aftertreatment components. As described in Fig. As shown in Figure 1, the first aftertreatment unit 30a can include at least one first DOC 36a, one first DPF 34a, and / or one first SCR 32a. Similarly, the second aftertreatment unit 30b can include at least one second DOC 36b, one second DPF 34b, and / or one second SCR 32b. Each of the first and second aftertreatment units 30a and 30b can include more than one of the aforementioned aftertreatment components and / or alternatively, other suitable components.

[0016] The first aftertreatment unit 30a can be in fluid communication with both the first and second exhaust manifolds 22a, 22b via an exhaust line 38. Furthermore, the second aftertreatment unit 30b can be in fluid communication with both the first and second exhaust manifolds 22a, 22b via the exhaust line 38. The flow of exhaust gas from the first and second exhaust manifolds 22a, 22b through the exhaust system 20 can be regulated and directed by exhaust valves. In at least one embodiment, the flow of exhaust gas from the first exhaust manifold 22a can be controlled by a first exhaust valve 24, which is located in the exhaust line 38 between the first and second exhaust manifolds 22a, 22b and the aftertreatment system 30, in particular the first aftertreatment unit 30a.In at least one embodiment, the flow of exhaust gas from the second exhaust manifold 22b can be controlled by a second exhaust valve 26, which is contained in the exhaust line 38 between the first and second exhaust manifolds 22a, 22b and the aftertreatment system 30, in particular after the second aftertreatment unit 30b.

[0017] The first and second exhaust valves 24, 26 allow the exhaust gas flow from both the first and second exhaust manifolds 22a, 22b to be selectively directed either through the first aftertreatment unit 30a or the second aftertreatment unit 30b, or both. For example, in an exemplary configuration, the first exhaust valve 24 can be configured to direct exhaust gas from the first exhaust manifold 22a into the second aftertreatment unit 30b, and the second exhaust valve 26 can direct exhaust gas from the second exhaust manifold 22b into the second aftertreatment unit 30b. In such a configuration, all exhaust gases generated by the engine 10 can be directed through the second aftertreatment unit 30b.In another exemplary configuration, the second exhaust valve 26 can be adapted to direct exhaust gas from the second exhaust manifold 22b into the first aftertreatment unit 30a, and the first exhaust valve 24 can further be adapted to direct exhaust gas from the first exhaust manifold 22a into the first aftertreatment unit 30a. In such a configuration, all exhaust gases generated by the engine 10 can be directed through the first aftertreatment unit 30a. Alternatively, the first exhaust valve 24 can be adapted to direct exhaust gas from the first exhaust manifold 22a into the first aftertreatment unit 30a, and the second exhaust valve 26 can be adapted to direct exhaust gas from the second exhaust manifold 22b into the second aftertreatment unit 30b. As is obvious to those skilled in the art, other flow configurations are possible through the first and second exhaust manifolds 22a, 22b and the first and second exhaust valves 24, 26.

[0018] The first and second exhaust valves 24, 26 can be any suitable multi-position valve that can be activated by a signal to direct the flow of exhaust gas and unburned charge gas as described herein. For example, the first and second exhaust valves 24, 26 can include three-way valves structured to direct the flows to the first aftertreatment unit 30a, to the second aftertreatment unit 30b, or away from either the first or the second aftertreatment unit 30a, 30b. In such an embodiment, the first and second exhaust valves 24, 26 can be combined into a single valve capable of directing the flows of exhaust gas and unburned gas as described herein.

[0019] The engine system 100 can include an opening 28 arranged in a return line 39 extending from the exhaust system 20 to the intake manifold 16. The opening 28 can be any suitable constriction, adjustable or fixed, such as a throttle valve. In certain embodiments, the return line 39 can extend from the first and second exhaust manifolds 22a, 22b to the intake manifold 16 via the corresponding first or second exhaust valve 24, 26, as shown in Fig. Figure 1 shows the return line. In at least one embodiment, the return line 39 includes a line from the first exhaust manifold 22a to the opening 28 and a second separate line from the second exhaust manifold 22b to the opening 28, which can be connected to the intake manifold 16 by the single, integrated return line 39. The return line 39 can enable at least a portion of the exhaust gas generated in the engine 10 to be recirculated from the exhaust system 20 to the intake manifold 16, thereby selectively enabling a high-pressure return line of uncooled exhaust gas (“EGR”).

[0020] In at least one embodiment according to the present disclosure as in Fig. As shown in Figure 1, the engine system 100 can include a control unit 60 that communicates with the engine 10. The control unit 60 is structured to perform specific operations to control the functions of the engine system 100 and to improve the performance of the aftertreatment system 30. For example, the control unit 60 can be structured to command operations to control the flow of exhaust gas through the exhaust system 20 and to control the injection of fuel into selected cylinders 12. The control unit 60 can be structured to control command parameters of the engine 10, which may include operating settings for those components of the engine system 100 that can be controlled by an actuator activated by the control unit 60.In certain embodiments, the controller 60 can be part of a processor subsystem comprising one or more computer devices having memory, processor, and communication hardware. The controller 60 can be a single device or a distributed device, and its functions can be performed by hardware or software. The controller 60 can comprise digital circuits, analog circuits, or a hybrid combination of both. The controller 60 can include one or more arithmetic logic units (ALUs), central processing units (CPUs), memory, limiters, conditioners, filters, format converters, or the like, which are not shown for clarity.

[0021] Furthermore, the controller 60 can be programmable, an integrated state machine, or a hybrid combination thereof. In at least one embodiment, the controller 60 is programmable and executes algorithms and processes data according to operating logic defined by program instructions, such as software or firmware. Alternatively or additionally, operating logic for the controller 60 can be defined at least partially by hard-wired logic or other hardware. It should be noted that the controller 60 can be used exclusively for improving the performance of the aftertreatment system 30 or can also be used for the regulation, control, and / or activation of one or more of the subsystems or aspects of the motor system 100.

[0022] Certain processes described herein may include operations for interpreting one or more parameters. For the purposes of this text, "interpret" includes receiving values ​​by any method known in the prior art, including at least receiving values ​​from a data link or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or pulse-width modulation (PWM) signal) specifying the value, receiving a software parameter specifying the value, reading the value from a memory location on a non-transient, computer-readable storage medium, receiving the value as a runtime parameter by any means known in the prior art, and / or receiving a value from which the interpreted parameter can be calculated, and / or using a default value that is interpreted as the parameter value.

[0023] For effective operation, it is desirable that the aftertreatment system 30 reaches a minimum operating temperature, which is referred to as the activation temperature. In embodiments in which the aftertreatment system 30 consists of separate aftertreatment components (i.e., first DOC 36a, first DPF 34a, and first SCR 32a), the aftertreatment system 30 may not have a single activation temperature. Instead, the first DOC 36a, the first DPF 34a, and the first SCR 32a may each have their own activation temperature. Nevertheless, for the sake of simplicity, the activation temperature of the aftertreatment system 30 can be considered to be the activation temperature of the aftertreatment component that has the lowest such temperature.In embodiments incorporating the first SCR 32a, the activation temperature of the aftertreatment unit 30a may, for example, be around 240 °C, which may be the activation temperature required to pyrolyze UHCs by an exemplary SCR 32a. As another example, the critical temperature required to pyrolyze carbon deposits by the aftertreatment system 30 may be around 325 °C in the case of coke and 400 °C in the case of soot deposits. Regardless of the specific contaminants or aftertreatment component, the engine system 100 may be configured to achieve any suitable activation temperature.

[0024] The temperature of an aftertreatment system generally depends on the temperature of the exhaust gas flowing through it for treatment. When a conventional engine is operated at low loads and speeds, such as idling for extended periods, the exhaust gas temperature is typically well below the activation temperature of a conventional aftertreatment system. Engine operation in cold ambient temperatures can suppress the exhaust gas temperature even further. Under such operating conditions, a conventional engine's aftertreatment system may not function properly and may be prone to fouling due to the presence of significant concentrations of UHCs in the exhaust gas, which tend to increase under such loads and cold ambient temperatures that suppress the exhaust gas temperature.

[0025] The engine system 100 provides various novel means to ensure that the aftertreatment system 30 reaches the desired activation temperature. In a standard operating mode, fuel can be supplied to each of the cylinders 12 in a substantially uniform manner and in a quantity (hereinafter referred to as "the required fuel") sufficient to meet the current torque and / or current demand from the engine 10. According to at least one embodiment of the present disclosure, the engine system 100 can further operate in a regeneration mode to increase the temperature of at least a portion of the aftertreatment system 30. In regeneration mode, the engine system 100 can supply the required fuel to only a portion of the cylinders 12 (e.g., the first group 12a) while simultaneously generating enough current to meet the current torque and / or current demand of the engine 10.In such an embodiment, the remaining portion of the cylinders (e.g., the second group 12b) is not supplied with fuel. In such a configuration, the cylinders 12 that are supplied with the required fuel can be referred to as the "fuel-supplied cylinders," and the remaining cylinders 12 can be referred to as the "non-fuel-supplied cylinders." Furthermore, in regeneration mode, the engine system 100 can direct exhaust gas generated in the fuel-supplied cylinders to the aftertreatment system 30 (i.e., the first aftertreatment unit 30a and / or the second aftertreatment unit 30b) and direct the gas emitted from the non-fuel-supplied cylinders away from the aftertreatment system 30. Since fuel is provided for combustion, the gas emitted from the non-fuel-supplied cylinders is unburned charge gas.

[0026] For example, in at least one configuration, the controller 60 can instruct the injection devices 14 associated with the first group 12a of cylinders 12 not to inject any fuel into the first group 12a, thereby making the first group 12a the cylinders without fuel. Furthermore, the controller 60 can instruct the injection devices 14 associated with the second group 12b of cylinders 12 to inject all the required fuel into the second group 12b, thereby making the second group 12b the cylinders supplied with fuel. Accordingly, in an embodiment where there is an equal number of cylinders 12 in the first and second groups 12a and 12b, the cylinders supplied with fuel are provided with twice as much fuel in regeneration mode as under standard operating conditions.Since all the required fuel in the exemplary embodiment is supplied to the second group 12b, the combustion temperature in the second group 12b (i.e., the fuel-supplied cylinders) is increased, as is the temperature of the exhaust gas discharged from the second exhaust manifold 20b, relative to the standard operating mode. Depending on the embodiment, the fuel-supplied cylinders can comprise between approximately 25% and 75% of the plurality of cylinders 12.

[0027] Supplying all the required fuel to only a portion of the cylinders increases the combustion temperature, at least partially, by lowering the air-fuel ratio of the charge mixture burned in the fueled cylinders. Certain types of engines, such as conventional diesel engines, typically operate at relatively high air-fuel ratios (e.g., 150:1), especially at low speeds and under low load conditions. This means that the fuel-air mixture introduced into the engine cylinders contains more air (i.e., oxygen) than is required to burn the amount of fuel introduced. Under low load conditions, the excess air in the high-air-fuel mixture tends to dilute or suppress the combustion temperature of the charge mixture and, consequently, the exhaust gas temperature.Conversely, lower air-fuel ratios tend to increase the combustion temperature because a smaller mass of air, which has a certain heat capacity, is present in the fuel mixture to absorb the heat generated by the exothermic combustion process. Therefore, lower air-fuel ratios increase the combustion temperature, which in turn increases the exhaust gas temperature and the temperature of the aftertreatment system.

[0028] As described herein, the engine system enables 100 lower air-fuel ratios than typical by selectively introducing all the required fuel into fewer than all of the 12 cylinders, resulting in a smaller total volume of air for a given amount of required fuel and, consequently, a lower air-fuel ratio. Since low-speed, low-load conditions (e.g., idling conditions) are generally outside the operating range of a conventional turbocharger, additional fuel in such an embodiment does not cause a conventional turbocharger response. A non-reaction turbocharger neither increases the air-fuel ratio by introducing compressed gas (i.e., boost pressure) into the engine, nor does it extract energy from the enthalpy of the exhaust gas.Accordingly, the reduction of the air-fuel ratio by selectively introducing all the required fuel into less than all of the cylinders 12 at low speed conditions is not counteracted by an additional voltage from a turbocharger.

[0029] Other methods for lowering the air-fuel ratio can produce undesirable side effects. For example, the air-fuel ratio could be lowered by restricting the incoming flow of charge gas into the intake manifold. Such an approach tends to create a vacuum in the cylinders, which can attract or draw in lubricating oil flowing through the piston rings and other seals in the cylinders, leading to excessive lubricating oil consumption and increased concentrations of UHCs in the exhaust gases. The Engine System 100 allows for reduced air-fuel ratios without such adverse effects.

[0030] Supplying all the required fuel to only a portion of the cylinders 12 can further increase the efficiency of the injectors 14, thereby reducing the concentration of UHCs in the exhaust gas that can foul or contaminate the aftertreatment components of the aftertreatment system 30. In general, fuel injectors are more effective and produce a better fuel spray when injecting more than the small amount of fuel typical under low-speed, low-load conditions. Conventional fuel injectors typically produce a lower-quality fuel spray when relatively small amounts of fuel are injected because producing such small amounts results in a greater pressure drop in the injectors and a relatively low injection pressure.The low injection pressure results in a fuel spray that penetrates the cylinder volume poorly, contains relatively large droplets, and therefore does not burn efficiently. Although the total amount of fuel remains the same, the amount of fuel injected by each injector 14 during each engine cycle is greater in the engine system 100, since all the required fuel is injected by a smaller number of injectors 14.

[0031] Without committing to a specific theory, a larger fuel quantity requires a needle in the injection device to be raised higher, which reduces the pressure drop in the injection device and allows the fuel to be injected into the cylinder at a higher pressure. The higher pressure results in a fuel spray that penetrates deeper into the cylinder, with finer fuel droplets (i.e., increased atomization) that burn more completely. The result is a higher combustion temperature and a more complete combustion process that produces fewer UHCs that can contaminate downstream aftertreatment components in the aftertreatment system 30.For example, a study of an embodiment of the engine system 100 operating at low engine speed and light load showed that injecting all the required fuel into half of the cylinders 12 reduced the concentration of UHCs produced by approximately 66%. Thus, it was shown that supplying all the required fuel to only a portion of the cylinders 12 further increases the efficiency of the injection devices 14, thereby generating higher combustion temperatures to raise the temperature of the aftertreatment system 30 and reducing the concentration of UHCs in the exhaust gas that can foul or contaminate the aftertreatment components of the aftertreatment system 30.

[0032] During operation in regeneration mode, exhaust gas generated and emitted in the fuel-supplied cylinders, for example, the second group 12b, can be routed through the second exhaust manifold 22b and the second exhaust valve 26 to a single aftertreatment unit, for example, the second aftertreatment unit 30b. Thus, relatively hot exhaust gas, which is further heated by the additional fuel supplied, is routed through the aftertreatment unit, for example, the second aftertreatment unit 30b, thereby increasing its temperature more rapidly and to a higher degree than if the exhaust gas were split between both the first and second aftertreatment units 30a and 30b.Simultaneously, cylinders 12 of the first group 12a continue to receive an incoming intake flow of charge gas from the intake manifold 16, but since the injection devices 14 associated with the first group 12a do not supply fuel, combustion does not occur in the unfueled cylinders and no exhaust gas is produced in them. Instead, relatively cold, unburned "unfueled" charge gas from the unfueled first group 12a is discharged into the first manifold 22a.

[0033] To prevent the relatively cold, unburned gas from affecting the temperature of the second aftertreatment unit 30b, the unburned, unfueled gas can be routed away from the second aftertreatment unit 30b via the first manifold 22a. In certain embodiments, the unfueled gas can be routed through the first aftertreatment unit 30a. Although relatively cold, unfueled gas may contain only negligible amounts of UHCs that could contaminate the components of the first aftertreatment unit 30a, and since the unfueled gas does not contain significant amounts of any regulated emissions. Therefore, the first aftertreatment unit 30a can remain inactive and does not need to treat the gas or reach an activation temperature.Accordingly, the gas not supplied with fuel can be isolated from the relatively hot exhaust gas and the active second aftertreatment unit 30b without negatively affecting the inactive first aftertreatment unit 30a.

[0034] In embodiments of the engine system 100 that include only one aftertreatment unit, the cold, unfueled gas can either be discharged directly from the first manifold 20a into the environment or recirculated through the return line 39 to the intake manifold 16. In some embodiments, an internal combustion engine has a plurality of combustion cylinders in fluid communication with an intake manifold structured to supply the cylinders with charge gas. Each cylinder includes a fuel injection device that can selectively supply each cylinder with fuel. Each of the two or more exhaust manifolds is in fluid communication with at least some of the cylinders and is structured to allow exhaust gas generated in the cylinders to exit the engine. The single aftertreatment unit is in fluid communication with at least one exhaust manifold.An exhaust pipe connects the exhaust manifolds to the single aftertreatment unit. A first exhaust flow valve is located in the exhaust pipe between the exhaust manifolds and the single aftertreatment unit. The first exhaust flow valve is configured to selectively direct the exhaust gas from at least one of the exhaust manifolds away from the single aftertreatment unit and to selectively direct the exhaust gas from at least one other exhaust manifold through the single aftertreatment unit. Fuel is supplied to a portion of the plurality of cylinders whose exhaust gas is directed to the single aftertreatment unit, while charge gas from the remaining portion of the plurality of cylinders is directed away from the single aftertreatment unit.

[0035] The selection of which specific cylinders 12 are the fuel-supplied cylinders and which are the non-fuel-supplied cylinders can be varied for the respective operating conditions, depending on which aftertreatment unit is used and regenerated under certain conditions. In embodiments in which specific cylinders 12 are permanently connected to a specific aftertreatment unit, the fuel-supplied cylinders depend directly on the aftertreatment unit used. In an embodiment in which the first group 12a of cylinders 12 is connected to the first aftertreatment unit 30a via the first exhaust manifold 22a, the first group 12a are the fuel-supplied cylinders when the first aftertreatment unit 30a is identified for use.In embodiments where the first and second exhaust valves 24, 26 allow exhaust gas from either the first or second group 12a, 12b to be routed through either the first or second aftertreatment unit 30a, 30b, either the first or second group 12a, 12b can consist of the fuel-supplied cylinders when the first aftertreatment unit 30a is identified for use. Furthermore, the aftertreatment unit used can be changed or modified as desired to ensure relatively uniform use and regeneration of the aftertreatment units.

[0036] In at least one embodiment, all cylinders 12 can be supplied with fuel, but the exhaust gas they produce can be routed either directly through the first aftertreatment unit 30a or the second aftertreatment unit 30b. In such an embodiment, however, the air-fuel ratio is not changed, resulting in a lower temperature rise in the exhaust gas compared to embodiments in which all the required fuel is supplied to only a portion of the cylinders 12, specifically the fuel-supplied cylinders.

[0037] In at least one embodiment, the cold, unfueled gas can be routed via the return line 39 and the opening 28 into the intake manifold 16 and recirculated. Returning the unfueled gas to the intake manifold 16 provides several practical advantages, including damping the noise generated by the unfueled cylinders and emitted by the exhaust manifold 22a, thus bypassing the aftertreatment system 30. Further advantages may include the reintroduction of lubricating oil that migrates from the unfueled cylinders back into the engine 10, where the oil is either absorbed into the lubrication system or burned in the fuel-supplied cylinders, thereby preventing unburned lubricating oil from contaminating or degrading the aftertreatment system 30.In certain embodiments, the migration of lubricating oil from the non-fueled cylinders can be reduced by selectively lowering the oil pressure in these cylinders. Furthermore, the recirculation of the non-fueled gas can further increase the exhaust gas temperature by at least partially preheating the intake flow. Due to the pumping work performed on it and the heat transferred to it through repeated passages through the engine 10, the recirculated non-fueled gas becomes hotter, and a portion of this gas is introduced into the fuel-supplied cylinders via the mixture in the intake manifold 16, thereby preheating the intake flow.

[0038] The engine system 100 allows an additional load to be applied to the engine 10, requiring only incremental additional fuel. In at least one embodiment, the opening 28 can be an adjustable valve that communicates with the control unit 60, allowing the flow to be selectively restricted to varying degrees. In such embodiments, the opening 28 can be used to selectively increase the pumping work of the unfueled cylinders, which, like an air compressor, must perform work to force the unfueled gas out of the unfueled cylinders and through the opening 28.Since the torque required to perform the pump work must be provided by the fuel-supplied cylinders, the orifice 28 can generate a load on the engine 10, a load that can be adjusted independently of the power required by an operator using the adjustable orifice 28. The increased load on the engine 10 increases the required power / torque, which in turn increases the required fuel consumption, thereby increasing the temperature of the exhaust gas produced in the fuel-supplied cylinders. Consequently, the increased exhaust gas temperature raises the temperature of the aftertreatment system 30.By enabling an adjustment of the load of the engine 10 independently of the operator requirement, the opening 28 of the control 60 makes it possible to selectively consume additional fuel to increase the temperature of the aftertreatment system 30 as required to reach the activation temperature, which may be particularly desirable under low load conditions, as described herein.

[0039] In at least one embodiment according to the present disclosure as in Fig. As shown in Figure 1, the motor system 100 can include an electromagnetic generator 18, which is mechanically connected to a drive shaft 11 of the motor 10 and communicates with the control unit 60. In certain applications of the motor system 100, torque generated by the motor 10 can be used to drive the electromagnetic generator 18 to generate electrical current. As a non-limiting example, the motor system 100 can be used in a diesel-electric locomotive, in which the motor 10 drives the generator 18, the output of which provides electrical current to traction motors that drive the wheels of the locomotive. In such an application, the motor 10 is not mechanically connected to the wheels.Accordingly, excess current generated by the motor 10 can be alternately released as waste heat via the generator 18 to the environment or to a heating grid arranged in the exhaust pipe, which increases the temperature of the exhaust gas, regardless of the actual current demand. Therefore, in at least one embodiment of the present disclosure, the load on the motor 10 can be increased using the generator 18, irrespective of whether the motor system 100 provides motive power. In such an embodiment, the control unit 60 can instruct the generator 18 to load the motor 10 beyond the required current.The additional load on generator 18 causes additional fuel to be injected into the fuel-supplied cylinders, thereby increasing the exhaust gas temperature due to an increase in the combustion temperature. This leads to an increase in the temperature of the aftertreatment system 30 and improved performance. In such an embodiment, the control unit 60 can selectively vary the load on engine 10 as needed to increase the temperature of the aftertreatment system 30 above the activation temperature, particularly under low load conditions requested by the operator.

[0040] In at least one embodiment according to the present disclosure, the aftertreatment system 30 can be insulated with thermal insulation 46 to prevent heat loss from the relatively hot exhaust gas to the environment. As in Fig. As shown in Figure 1, the thermal insulation 46 can at least partially surround both the first aftertreatment unit 30a and the second aftertreatment unit 30b. Furthermore, the thermal insulation 46 can be extended to enclose at least part of the exhaust pipe 38. The thermal insulation 46 can surround the entire exhaust path through the exhaust system 20 from the first and second exhaust manifolds 22a, 22b to an outlet 37 of the first and second aftertreatment units 30a, 30b. In certain embodiments, the thermal insulation 46 can also surround the return line 39 to maintain the temperature of the unfueled gas flowing through it.The thermal insulation 46 can therefore reduce the temperature drop between the first and second exhaust manifolds 22a, 22b and the outlet 37 of the aftertreatment system 30, thereby essentially maintaining the exhaust gas temperature through the exhaust system 20 to further increase the temperature of the aftertreatment system 30. The thermal insulation 46 can be any suitable material that can withstand the temperatures of the exhaust system 20 and the environmental and service conditions of any application in which the engine system 100 is used.

[0041] The thermal insulation 46 can be particularly effective when the engine system 100 is used in large-scale industrial applications, especially in cold ambient temperatures. For example, when the engine system 100 is used in a large vehicle (e.g., one used in mining operations), the distance between the engine 10 and the aftertreatment unit 30 can be at least 6 meters (m) or approximately 20 feet (ft). Significant drops in exhaust gas temperature can be observed in such applications due to heat transfer from the exhaust pipe 38, particularly during operation in cold ambient temperatures. Consequently, the thermal insulation 46 helps to maintain the exhaust gas temperature through the exhaust system 20, which can significantly increase the temperature of the aftertreatment system 30, especially at low loads where the exhaust gas temperature can be at its lowest.

[0042] The aftertreatment unit 30 can further include one or more temperature sensors. In at least one embodiment, a first temperature sensor 62 can be arranged in communication with the exhaust gas flow through the first aftertreatment unit 30a. Furthermore, a second temperature sensor 64 can be arranged in communication with the exhaust gas flow through the second aftertreatment unit 30b. The temperature of the exhaust gas flow through the aftertreatment system 30 can be monitored as a proxy for the temperature of the aftertreatment system 30. Each of the first and second temperature sensors 62, 64 can be any suitable type of device, including, but not limited to, a thermocouple, a thermistor, and a pyrometer. The first and second temperature sensors 62, 64 can communicate with the controller 60 to provide feedback on the performance of the first and second aftertreatment units 30a, 30b.For example, the first temperature sensor 62 can provide information indicating that the post-treatment unit 30a is below the activation temperature, causing the controller 60 to initiate the regeneration mode of the operation in order to raise the temperature of the post-treatment unit 30a. Furthermore, the first temperature sensor 62 can provide information indicating that the post-treatment unit 30a is above the activation temperature, causing the controller 60 to switch from regeneration mode to another operating mode, such as the standard mode.

[0043] In certain embodiments, the first temperature sensor 62 can include several such sensors, each communicating with the controller 60 and an aftertreatment component, such as the DOC 36a, the DPF 34a, and / or the SCR 32a. In such an application, the controller 60 can initiate the regeneration mode according to the activation temperature of each respective aftertreatment component. In certain other embodiments, the first temperature sensor 62 can include several sensors positioned both upstream and downstream of the aftertreatment unit 30a and / or one or more aftertreatment components, so that the temperature of each can be changed by the controller 60. Since the treatment of certain specific regulated emissions can generally be exothermic, a measured temperature increase of a respective aftertreatment component can indicate that the aftertreatment unit 30a is operating efficiently.The second temperature sensor 64 can be configured similarly in the post-treatment unit 30b.

[0044] Another embodiment of the present disclosure, a motor system 101, is described in Fig. Figure 2 shows the engine system 101, which can include the engine 10, which has cylinders 12 divided between the first group 12a and the second group 12b, each cylinder 12 being in fluid communication with the intake manifold 16 and supplied with fuel via the injection devices 14. The engine system 101 can further include the control unit 60.

[0045] The engine system 101 can include an exhaust system 120 that is in fluid communication with the engine 10, the exhaust system 120 being structured to allow the flow of exhaust gas after combustion from each of the cylinders 12, via the cylinder valves, into the environment. The exhaust system 120 can include a first exhaust manifold 122a and a second exhaust manifold 122b. The first exhaust manifold 122a can be in fluid communication with the first group 12a of the cylinders 12, and the second exhaust manifold 122b can be in fluid communication with the second group 12b. Although the in Fig. The engine 10 shown in Figure 2 comprises six cylinders 12, with three cylinders in the first group 12a and the remaining three cylinders in the second group 12b. The engine 10 can include any number of cylinders 12. Furthermore, the first and second groups 12a and 12b need not have the same number of connected cylinders 12. Additionally, the exhaust system 120 can include any number of exhaust manifolds that are in fluid communication with the total number of cylinders 12.

[0046] The exhaust system 120 may include an aftertreatment unit 130, which is structured to eliminate or at least reduce undesirable regulated emissions from the exhaust gas flowing through it. The aftertreatment unit 130 may include any suitable aftertreatment component, including DOC 136a, DPF 134 and / or SCR 132, which are collectively referred to as aftertreatment components, as described in Fig. 2 shown. The post-treatment unit 130 can include more than one of the post-treatment components shown and / or alternatively other suitable components. Although a post-treatment unit 130 in Fig. As shown in Figure 2, the engine system 101 can, in at least one embodiment, include more than one aftertreatment unit 130. The aftertreatment unit 130 can be in fluid communication with the first and second exhaust manifolds 122a and 122b via the exhaust line 138. The flow of exhaust gas from the first exhaust manifold 122a can be regulated and directed by a first exhaust valve 124, which is arranged in the exhaust line 138 between the first exhaust manifold 122a and the aftertreatment unit 130. The flow of exhaust gas from the second exhaust manifold 122b can be regulated and directed by a second exhaust valve 126, which is arranged in the exhaust line 138 between the second exhaust manifold 122b and the aftertreatment unit 130.

[0047] The first exhaust valve 124 allows the exhaust gas flow from the first exhaust manifold 122a to be selectively directed through either the aftertreatment unit 130 or a return line 139 that connects the first exhaust manifold 122a to the intake manifold 16. Similarly, the second exhaust valve 126 allows the exhaust gas flow from the second exhaust manifold 122b to be selectively directed through either the aftertreatment unit 130 or the return line 139 that connects the second exhaust manifold 122b to the intake manifold 16. Consequently, the first exhaust valve 124 and the second exhaust valve 126 allow the exhaust gas flow from both the first exhaust manifold 122a and the second exhaust manifold 122b to be directed through the aftertreatment unit 130.Furthermore, the first exhaust valve 124 and the second exhaust valve 126 allow the exhaust gas flow from either the first exhaust manifold 122a or the second exhaust manifold 122b to be directed through the aftertreatment unit 130, while exhaust gas from the other exhaust manifold can be directed through the return line 139 into the intake manifold 16. In certain embodiments, the first exhaust valve 124 and the second exhaust valve 126 can also allow the exhaust gas flow from either the first exhaust manifold 122a and / or the second exhaust manifold 122b to be discharged into the environment.

[0048] As described herein with reference to engine system 100, the engine 10 and the control unit 60 of engine system 101 enable fuel to be selectively supplied to certain cylinders 12 and not to others. For example, in at least one embodiment, the control unit 60 can instruct the injection devices 14 associated with the first group 12a of cylinders 12 not to inject any fuel into the first group 12a, thereby making the first group 12a the cylinders not supplied with fuel. Furthermore, the control unit 60 can instruct the injection devices 14 associated with the second group 12b of cylinders 12 to inject all the required fuel into the second group 12b, thereby making the second group 12b the cylinders supplied with fuel.Since all the required fuel is supplied to the second group 12b in such an embodiment, the combustion temperature in the fuel-supplied cylinders is increased, as is the temperature of the exhaust gas discharged from the second exhaust manifold 122b. Furthermore, exhaust gas generated and discharged in the fuel-supplied cylinders can be routed through the second exhaust manifold 122b and the second exhaust valve 126 to the aftertreatment unit 130. Thus, relatively hot exhaust gas, which is further heated by the additional fuel supplied, is routed through the aftertreatment unit 130, thereby increasing its temperature.

[0049] As described herein with reference to engine system 100, in an exemplary embodiment of engine system 101, in which the first group 12a is not supplied with fuel, relatively cold, unburned, unfueled gas is discharged from the unfueled first group 12a into the first manifold 122a. To prevent relatively cold, unfueled gas from affecting the temperature of the aftertreatment unit 130, unfueled gas from the first manifold 122a can be routed away from the aftertreatment unit 130, for example, into the intake manifold 16 via the return line 139 or directly into the environment.Accordingly, the first exhaust valve 124 and the second exhaust valve 126 of the control unit 60 enable all the relatively hot exhaust gas produced by the fuel-supplied cylinders of the engine 10 to pass through the aftertreatment unit 130, while at the same time all the relatively cold, non-fuel-supplied gas is directed away from the aftertreatment unit 130, thereby maximizing the temperature of the aftertreatment unit 130 for the respective operating conditions.

[0050] In at least one embodiment according to the present disclosure, the engine system 101 can include a turbocharger 140 which communicates with the exhaust pipe 138 and the intake manifold 16, as shown in Fig. Figure 2 shows that the turbocharger 140 can include a turbine 142, which is in fluid communication with the exhaust gas flow exiting the first and second exhaust manifolds 122a and 122b. The turbine 142 can be arranged and structured upstream of the aftertreatment unit 130 to convert at least some of the energy of the relatively hot, high-pressure exhaust gas into mechanical torque. The turbocharger 140 can further include a compressor 144, which is in fluid communication with the charge gas flow upstream of the intake manifold 16 and is driven by the torque generated by the turbine 142. The compressor 144 can be structured to compress the charge gas and force a larger mass of charge gas through the intake manifold 16 and into the cylinders 12, thereby increasing the power output of the engine 10 relative to the mass of charge gas forced into the cylinders 12.The turbocharger 140 can include a multi-stage turbocharger, a variable geometry turbocharger (VGT), or a turbocharger which, in certain embodiments, has a boost pressure control flap or a bypass valve; this list is not exhaustive. Additionally or alternatively, the engine system 100 can include a mechanically driven compressor (not shown) that communicates with the intake manifold 16 and can force compressed charge gas through the intake manifold 16 and into the engine 10.

[0051] In at least one embodiment, the engine system 100 may further include an exhaust gas recirculation (EGR) system 150. The EGR system 150 may be arranged and structured between the exhaust pipe 138 and the intake manifold 16 to recirculate at least a portion of the exhaust gas emitted by the engine 10 through the first and second exhaust manifolds 122a, 122b into the intake manifold 16 and back into the engine 10. Exhaust gas recirculated through the EGR system 150 back into the engine 10 may be referred to as "EGR" gas and, accordingly, may in certain embodiments comprise a portion of the charge gas. The EGR system 150 may include an EGR valve 152, which is structured to regulate and synchronize the flow of exhaust gas through the EGR system 150. The EGR system 150 can further include an EGR cooling device 154 which is structured to transfer heat from the exhaust gas passed through it.The EGR cooling device 154 can be any suitable type of heat exchanger and can increase the mass of the EGR gas that is returned to the intake manifold 16 by cooling the exhaust gas flowing through the EGR system 150. In at least one embodiment, the EGR system 150 can include a bypass line (not shown) to selectively bypass the EGR cooling device 154 and direct uncooled exhaust gas into the intake manifold 16 as desired. In embodiments that include the turbocharger 140, the EGR system 150 can be positioned downstream of the turbine 142 and upstream of the aftertreatment system 130. Under low load and / or cold ambient operating conditions, the EGR valve 152 can be closed to prevent the recirculation of any part of the available, relatively hot exhaust gas, thereby directing all of the exhaust gas through the aftertreatment unit 130.

[0052] In at least one embodiment, the engine system 101 can include thermal insulation 146 to prevent heat loss from the relatively hot exhaust gas to the environment. As in Fig. As shown in Figure 2, the thermal insulation 146 can at least partially surround the aftertreatment unit 130. Furthermore, the thermal insulation 146 can be extended to enclose at least part of the exhaust pipe 138. In embodiments that include the turbocharger 140, the thermal insulation 146 can extend from the turbine 142 and around the aftertreatment unit 130. The thermal insulation 146 can also surround the entire exhaust path from the first and second exhaust manifolds 122a, 122b to an outlet 137 of the aftertreatment unit 130. In certain embodiments, the thermal insulation 146 can also surround the return pipe 139. The thermal insulation 146 can be any suitable material that can withstand the temperatures of the exhaust system 120 and the environmental and service conditions of any application in which the engine system 101 is used.The thermal insulation 146 reduces the temperature drop between the first and second exhaust manifolds 122a, 122b and the outlet 137 of the aftertreatment unit 130, thereby essentially maintaining the exhaust gas temperature through the exhaust system 120 to further increase the temperature of the aftertreatment unit 130. The thermal insulation 146 can be particularly effective when the engine system 101 is used on a large scale in industrial applications, and especially in cold ambient temperatures, where significant drops in exhaust gas temperature can be observed in such applications due to heat transfer from the exhaust pipe 138. Consequently, the thermal insulation 146 helps to maintain the exhaust gas temperature through the exhaust system 120, which can have a significant impact on the performance of the aftertreatment unit 130, especially at low loads where the exhaust gas temperature can be at its lowest.

[0053] The aftertreatment unit 130 can further include a temperature sensor 162 that communicates with the exhaust gas flow through the aftertreatment unit 130. The temperature of the exhaust gas flow through the aftertreatment system 130 can be monitored as a proxy for the temperature of the aftertreatment system 130. The temperature sensor 162 can be any suitable device, including, but not limited to, a thermocouple, a thermistor, and a pyrometer. The temperature sensor 162 can communicate with the controller 60 to provide feedback on the performance of the aftertreatment unit 130. For example, the temperature sensor 162 can provide information indicating that the aftertreatment unit 130 is below the activation temperature, causing the controller 60 to initiate the regeneration mode of the operation to raise the temperature of the aftertreatment unit 130.Furthermore, the temperature sensor 162 can provide information indicating that the aftertreatment unit 130 is above its activation temperature, causing the controller 60 to switch from regeneration mode to another operating mode, such as standard mode. In certain embodiments, the temperature sensor 162 can include several such sensors, each communicating with the controller 60 and an aftertreatment component, such as the DOC 136, the DPF 134, and / or the SCR 132. In such an application, the controller 60 can initiate the regeneration mode according to the activation temperature of each respective aftertreatment component.In certain other embodiments, the temperature sensor 162 can include several such sensors positioned both upstream and downstream of the aftertreatment unit 130 and / or one or more aftertreatment components, so that the temperature of each can be changed by the controller 60. Since the treatment of certain specific regulated emissions can generally be exothermic, a measured temperature increase of a particular aftertreatment component can indicate that the aftertreatment unit 130 is operating efficiently.

[0054] The following schematic process descriptions provide illustrative embodiments of methods for improving the performance of an aftertreatment system for an internal combustion engine by increasing the temperature of the aftertreatment system. It is understood that the processes shown are merely examples and that the processes can be combined or split, added or removed, and rearranged in whole or in part, unless expressly stated otherwise herein. Certain processes shown may be implemented by a computer executing a computer program product on a non-transient, computer-readable storage medium, the computer program product comprising instructions that cause the computer to execute one or more of the processes or that issue commands to other devices to execute one or more of the processes.

[0055] Certain processes described herein may include operations for interpreting one or more parameters. For the purposes of this text, "interpret" includes receiving values ​​by any method known in the prior art, including at least receiving values ​​from a data link or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or PWM signal) specifying the value, receiving a software parameter specifying the value, reading the value from a memory location on a non-transient, computer-readable storage medium, receiving the value as a runtime parameter by any means known in the prior art, and / or receiving a value from which the interpreted parameter can be calculated, and / or using a default value that is interpreted as the parameter value.

[0056] As in Fig. Figure 3 illustrates a process 200 for improving the performance of the aftertreatment system 30 of the engine system 100 by increasing the temperature of the aftertreatment system 30 for the engine 10. This process includes an operation 210 of injecting a quantity of fuel into the first group 12a of cylinders 12 of the engine 10, while no fuel is injected into the second group 12b of cylinders 12. Thus, the first group 12a comprises the fuel-supplied cylinders, and the second group 12b comprises the non-fuel-supplied cylinders. In operation 210, the quantity of fuel comprises all the fuel required to meet the current torque and / or power demand of the engine 10.The method can include an operation 220 of directing the exhaust gas produced by the combustion of the quantity of fuel in the fuel-supplied cylinders through the aftertreatment system 30, thereby increasing the temperature of the aftertreatment system 30. In embodiments that include more than one aftertreatment unit, such as the first aftertreatment unit 30a and the second aftertreatment unit 30b, the operation 220 can include directing or routing all the exhaust gas in the fuel-supplied cylinders through one aftertreatment unit, either the first aftertreatment unit 30a or the second aftertreatment unit 30b.

[0057] Method 200 can further include a process of directing unfueled, unburned gas, emitted by the unfueled cylinders, away from the aftertreatment system 30. In certain embodiments, Method 200 can include a process 230 of returning the unfueled, unburned gas to the intake manifold 16 of the engine 10 through the return line 39. As described herein, the continuous return of the unfueled gas can increase the exhaust gas temperature by mixing it in the intake manifold 16.

[0058] Method 200 can include step 240 of applying an additional load to the engine 10 to increase the amount of fuel burned in the fuel-supplied cylinders (e.g., the first group 12a), thereby increasing the temperature of the exhaust gas produced in the fuel-supplied cylinders, which in turn increases the temperature of the aftertreatment system 30. In embodiments of the engine system 100 that include the opening 28, method 200 can include step 250 of applying the additional load of step 240 by recirculating the unfueled, unburned gas through the return line 39 via opening 28, thereby increasing the pumping work of the unfueled cylinders, which in turn increases the fuel required and consequently the temperature of the exhaust gas produced in the fuel-supplied cylinders, thus increasing the temperature of the aftertreatment system 30.In certain embodiments, the process 250 may involve adjusting the opening 28 to modulate the pumping operation of the motor 10.

[0059] Alternatively and / or additionally, procedure 200 may include process 260 of applying the additional load of process 240 by modulating the speed of the engine 10 in an idle operating condition. Typically, an engine can idle at a nominal level of 600 revolutions per minute (RPM). Process 260 may involve increasing the speed of the engine 10 upwards to approximately one operating range of the turbocharger 140, which is typically around 1000 RPM. When the aftertreatment system 30 reaches a desired temperature, the engine speed can be reduced to the nominal level. By modulating the engine speed, process 260 allows adjustments to the aftertreatment system temperature with only incremental increases in fuel consumption.

[0060] In embodiments of the motor system 100 that include the generator 18, the method 200 can include an operation 270 of applying the additional load of operation 240 using the generator 18, which is connected to the motor 10, to increase the load on the motor 10 and to dissipate excess generated energy, for example as waste heat, to the environment. In one embodiment, the excess generated power is directed to a heating grid located in the exhaust pipe. In certain embodiments, the method can include applying an additional load from operation 240 using a hydraulic pump that is mechanically connected to the motor 10, wherein the electrical current generated by the additional load is directed to a heating grid located in the exhaust pipe.

[0061] In at least one embodiment of method 200, at least part of the aftertreatment system 30 can be encased with the thermal insulation 46. Although the preceding description of method 200 is presented with reference to the motor system, certain embodiments of method 200 can also be carried out using the motor system 101.

[0062] Fig. Figure 4 shows the relative effect of the processes of method 200 on the exhaust gas temperature for an exemplary embodiment of the engine system 100, which operates at a lower speed and lower load conditions such as idling. As in Fig. As shown in Figure 4, an exemplary engine system operating under low load and low speed conditions can achieve an exhaust gas temperature of only about 70°C (referred to as the baseline). In comparison, an embodiment of the engine system 100, which includes the thermal insulation 46 surrounding at least part of the aftertreatment system 30, can achieve an exhaust gas temperature approximately 50°C higher under the same operating conditions. Furthermore, an embodiment of the engine system 100 that uses process 210 of method 200, which involves injecting all the required fuel into one half of the cylinders 12 while no fuel is injected into the other half, can further increase the exhaust gas temperature by approximately 20°C. As further described in Figure 4, the exhaust gas temperature can be increased by approximately 20°C. Fig. As shown in Figure 4, process 240, which involves applying an additional load to the engine system 100, can increase the exhaust gas temperature to approximately 270 °C. For example, one embodiment of the engine system 100, using process 270, which involves applying the additional load by the generator 18, can increase the exhaust gas temperature by approximately 150 °C. Alternatively, one embodiment of the engine system 100, using process 230, in which unfueled, unburned gas is recirculated into the intake manifold 16 of the engine 10 via the return line 39, can increase the exhaust gas temperature by approximately 100 °C. In another embodiment, an additional load can be applied by the hydraulic pump, increasing the exhaust gas temperature.

[0063] Furthermore, in one embodiment of the engine system 100, using process 250 in which the current is recirculated, gas not supplied with fuel is restricted through opening 28, which increases the exhaust gas temperature by approximately 50 °C.

[0064] Fig. Figure 5 shows the relative effect of an alternative application of the processes of method 200 on the exhaust gas temperature for an alternative embodiment of the engine system 100, which operates at a lower speed and lower load conditions such as idling. As shown in Fig. As shown in Figure 5, an exemplary engine system operating under low load and low speed conditions can achieve an exhaust gas temperature of just over 50 °C (referred to as the baseline). For comparison, an embodiment of the engine system 100, which includes the insulation 46 and incorporates process 210, process 230, process 250, and process 260 of the method, can increase the exhaust gas temperature to approximately 350 °C.

[0065] As in Fig. 4 and Fig. As shown in Figure 5, the processes of process 200 can be used in various combinations, depending on the operating conditions and the design of the engine system 100, to raise the exhaust gas temperature to at least the activation temperature and to improve the performance of the aftertreatment system 30. For example, insulating the aftertreatment system 30 with the thermal insulation 46 may not be practical or economical in certain applications of the engine system 100. In such an application, process 210 and process 230 may be sufficient to raise the exhaust gas temperature to at least the activation temperature. In another example, although shown separately in Figure 5, the processes of process 200 can be used in various combinations, depending on the operating conditions and the design of the engine system 100. Fig. As shown in Figure 4, an exemplary embodiment of the motor system 100, including the generator 18, the return line 39, and the opening 28, can employ process 270 using the generator 18 under certain operating conditions. However, it can also employ process 230 and process 260 using the return line 39 and opening 28, additionally or alternatively, depending on the operating conditions. In another example, process 210 may be sufficient under certain conditions to raise the temperature of the aftertreatment system 30 above its activation temperature in order to improve the performance of the aftertreatment system 30.

[0066] Computer simulations modeling the engine system 100, using constrained elements and numerical perturbation mechanics methods, have shown synergistic effects of the combined operations of process 200 to improve aftertreatment system performance by increasing aftertreatment component temperatures and reducing fouling. In certain embodiments, the computer simulations show that combining the operations of process 200 has produced unexpectedly larger increases in the temperature of the aftertreatment components, particularly an SCR, exceeding the expected temperature increase from each of the separately used operations. Consequently, various combinations of process 200 yield unexpected synergistic effects that further increase aftertreatment component temperatures.

[0067] In at least one embodiment according to the present disclosure, a method 300 of improving the performance of the aftertreatment system 30 of the engine system 100 by increasing the temperature of the aftertreatment system 30 of the engine 10 is described. Fig.Figure 6 illustrates this. Method 300 comprises a process 310 of operating the engine 10 in a standard operating mode. The standard operating mode may include supplying fuel to all cylinders 12 of the engine 10 by means of injection devices 14 substantially uniformly to meet the required power and / or torque, and discharged the exhaust gas generated in all cylinders 12 through the aftertreatment system 30. In embodiments that include more than one aftertreatment unit, for example, the first aftertreatment unit 30a and the second aftertreatment unit 30b, the standard mode may include directing or routing at least a portion of the exhaust gas through all aftertreatment units, including the first aftertreatment unit 30a and the second aftertreatment unit 30b.The standard mode may also include other motor parameter settings appropriate for the operating conditions of the motor 10 and the required power and / or torque, as arranged by the controller 60.

[0068] Method 300 may further include an operation 320 of monitoring the temperature of the aftertreatment system 30, for example, using the first temperature sensor 62 and / or the second temperature sensor 64. Alternatively and / or additionally, the temperature of the exhaust gas flow through the aftertreatment system 30 may be monitored as a proxy for the temperature of the aftertreatment system 30. In such an embodiment, the exhaust gas temperature may be monitored at an inlet of the aftertreatment system 30. In certain embodiments of operation 320, the monitoring of the first and / or second temperature sensor 62, 64 may be performed by the controller 60, which communicates with the temperature sensors 62, 64 and the engine 10. Method 300 may include an operation 330 of operating, based on the monitored temperature, to determine whether the operation of the engine 10 should be changed from the standard mode.In process 330, if the first temperature sensor 62 and / or the second temperature sensor 64 indicate that the temperature of the aftertreatment system 30 is above its activation temperature, the controller 60 can proceed by instructing the motor 10 to operate in standard mode and continue monitoring the temperature of the aftertreatment system 30. However, if the first temperature sensor 62 and / or the second temperature sensor 64 indicate that the temperature of the aftertreatment system 30 is below its activation temperature, process 300 can include process 340 of operating the motor 10 in regeneration mode. In process 340, the controller 60 can operate based on the temperature of the aftertreatment system 30 and instruct the motor 10 to switch from standard mode to regeneration mode.When switching from the standard to the regeneration mode of operation, procedure 300 can return to process 320 of monitoring the temperature of the aftertreatment system 30 and proceed accordingly.

[0069] In certain embodiments of method 300, the regeneration mode may include one or more of the operations of method 200 as described herein. Accordingly, method 300 may include operation 210 of injecting a quantity of fuel into only a portion of the cylinders 12 of engine 10 (i.e., the fuel-supplied cylinders), while no fuel is injected into the remaining portion of the cylinders 12 (i.e., the non-fuel-supplied cylinders), wherein the quantity of fuel includes all the fuel required to meet the current demand for torque and / or power from engine 10. Method 300 may include operation 220 of passing the exhaust gas generated in the fuel-supplied cylinders through the aftertreatment system 30, thereby increasing the temperature of the aftertreatment system 30.Method 300 may further include step 230 of directing the unburned, non-fueled gas emitted from the non-fueled cylinders away from the aftertreatment system 30, such as redirecting the non-fueled gas into the intake manifold 16 of the engine 10 through the return line 39, as in step 240. Method 300 may further include step 250 of applying an additional load to the engine 10 to increase the amount of fuel burned in the fueled cylinders, thereby increasing the temperature of the aftertreatment system 30.Consequently, in certain embodiments, the method 300 may include the process 260 of applying the additional load using the generator 18 or the hydraulic pump, or in certain embodiments, the process 270 of applying the additional load by adjusting the opening 28 to allow the flow of unfueled gas through the return line 39. In at least one embodiment of the method 300, at least a part of the aftertreatment system 30 may be enclosed with the thermal insulation 46.

[0070] Although the preceding description of method 300 is presented with reference to the motor system, certain embodiments of method 300 can also be carried out using the motor system 101.

[0071] In certain embodiments, the aftertreatment system may include an SCR catalyst. Aftertreatment components, such as an SCR catalyst, can have upper limit operating temperatures. If exhaust gases exceed this upper limit temperature, the aftertreatment component may not be able to effectively process UHCs. It is therefore desirable to keep the exhaust gas temperature below the limit temperature of the aftertreatment component.

[0072] In one embodiment, the engine system 100 can include an underload mode. For example, the engine system 100 can be placed in underload mode when the exhaust gas temperature exceeds the upper limit temperature of the SCR catalyst. In one embodiment, the engine system 100, in underload mode, can supply fuel to a smaller number of cylinders 12 than when the engine system 100 is operating in a non-underload mode, thereby reducing the temperature of the exhaust gas that is directed to the aftertreatment system. Such cylinders 12 can be referred to as active or fuel-supplied cylinders. The remaining cylinders 12 are deactivated. The deactivated cylinders 12 can also be referred to as non-fuel-supplied cylinders. The deactivated cylinders 12 are supplied with relatively little or no fuel.In some embodiments, the total amount of fuel supplied to the fuel-supplied cylinders in underload mode is less than the total amount of fuel supplied to the fuel-supplied cylinders in non-underload mode. In certain embodiments, the flow of charge air to the deactivated cylinders 12 is reduced or stopped.

[0073] Supplying a relatively smaller number of cylinders 12 with fuel in underload mode than in non-underload mode can lead to a reduction in the torque and / or power generated by the engine system 100. In certain embodiments, the selective deactivation of cylinders 12 when the engine system 100 is placed in underload mode can result in a torque reduction of up to 70%. Additionally, the implementation of the underload mode can lead to improved fuel efficiency.

[0074] In certain embodiments, the engine system 100 can be placed into an underload mode if a key engine system temperature, or a temperature or pressure associated with the engine coolant or engine oil, exceeds a limit value for that input. For example, if the engine coolant temperature exceeds an upper limit temperature for an engine coolant, the engine system can be placed into an underload mode. In some embodiments, the engine system 100 can be placed into an underload mode if the engine oil temperature exceeds an upper limit temperature for an engine oil. Although a number of different fault conditions have been described, the engine system 100 can also be placed into an underload mode in response to the detection of other fault conditions associated with the engine system 100.

[0075] In one embodiment, the engine system 100 can switch from regeneration mode to underload mode when the temperature of the aftertreatment system is relatively higher than an upper limit temperature associated with the aftertreatment process. When the engine system 100 switches to underload mode, a reduced amount of fuel is injected into the fuel-supplied cylinders 12. In one embodiment, the reduced amount of fuel is relatively less than the required amount of fuel injected into the fuel-supplied cylinders in regeneration mode.

[0076] As is evident from the illustrations and the preceding text, a variety of embodiments are envisaged according to the present disclosure. Such system configurations can be employed in a variety of methods, processes, procedures, steps, and operations as a means of improving the performance of an aftertreatment system for an internal combustion engine.

[0077] According to one aspect, a method for adjusting the temperature of an aftertreatment system of an internal combustion engine is disclosed. The method involves switching a combustion mode to a standard mode when the temperature of an aftertreatment system is substantially equal to or greater than an activation temperature, and to a regeneration mode when the temperature of the aftertreatment system is less than the activation temperature. When operating in regeneration mode, the method also involves injecting a required quantity of fuel to be combusted in fuel-supplied cylinders of a plurality of combustion cylinders of the internal combustion engine. The plurality of combustion cylinders further includes non-fuel-supplied cylinders, where the combustion of the fuel produces relatively hotter exhaust gases discharged from the fuel-supplied cylinders.and wherein the non-fueled cylinders discharge relatively colder unburned gas, and when in regeneration mode, the exhaust gas produced by the fuel-supplied cylinders is directed through the aftertreatment system which is in fluid communication with the internal combustion engine, wherein the required quantity of fuel injected into the fuel-supplied cylinders is substantially the same as the quantity of fuel injected into the multitude of combustion cylinders when the internal combustion engine is operating in standard mode.

[0078] In one embodiment, the aftertreatment system consists of a single aftertreatment unit, and the method involves directing the unburned gas away from the aftertreatment system from the cylinders not supplied with fuel. In another embodiment, directing the exhaust gas through the aftertreatment system, which is in fluid communication with the internal combustion engine, involves directing the exhaust gas through a first of at least two aftertreatment units of the aftertreatment system, which is in fluid communication with the internal combustion engine. In a refinement of this embodiment, the method involves directing the unburned gas from the cylinders not supplied with fuel through a second of at least two aftertreatment units of the aftertreatment system, which is in fluid communication with the internal combustion engine.In a further refinement, the process involves directing the unburned gas away from the cylinders not supplied with fuel, away from the first of at least two aftertreatment units.

[0079] In another embodiment, the method involves venting the unburned gas from the non-fueled cylinders to an environment outside the internal combustion engine. In yet another embodiment, the method involves supplying a quantity of charge air to each of the fueled cylinders when the internal combustion engine is operating in regeneration mode, substantially equal to the quantity of charge air supplied to each of the plurality of combustion cylinders when the internal combustion engine is operating in standard mode. In another embodiment, the method involves redirecting the unburned gas into an exhaust manifold that is in fluid communication with the internal combustion engine.In a refinement of this embodiment, the method further includes redirecting the unburned gas through an opening that is structured to provide resistance to the recirculated unburned gas from the unfueled cylinders. In a further refinement, the opening is adjustable.

[0080] In another embodiment, the method involves applying an auxiliary torque load to the engine, supported by increasing the amount of fuel injected into the fuel-supplied cylinders. In a refinement of this embodiment, the auxiliary load consists of an electromagnetic generator and a hydraulic pump mechanically linked to the internal combustion engine. In a further refinement, the electrical current generated by the auxiliary load is directed to a heating grid positioned in the exhaust manifold.

[0081] In another embodiment, the method involves modulating the engine speed, which is supported by increasing the amount of fuel injected into the fuel-supplied cylinders. In yet another embodiment, the combustion engine includes a control unit configured to change the engine mode from a standard mode to a regeneration mode in response to a monitored temperature of the aftertreatment system.In another embodiment, the method involves placing the internal combustion engine into an underload mode when the temperature of the aftertreatment mode is relatively higher than an upper temperature limit associated with the aftertreatment operation; and, in the underload mode, injecting a quantity of fuel that is relatively less than the required quantity of fuel injected into fuel-supplied cylinders of a plurality of combustion cylinders in the regeneration mode. In yet another embodiment, the aftertreatment system is at least partially enclosed by thermal insulation.

[0082] According to another aspect, an engine system comprises an internal combustion engine having a plurality of combustion cylinders in fluid communication with an intake manifold structured to supply the cylinders with charge gas, each cylinder including a fuel injection device capable of selectively supplying each cylinder with fuel. The system also comprises two or more exhaust manifolds, each in fluid communication with at least a portion of the cylinders and structured to allow exhaust gas generated in the cylinders to exit the engine, a first aftertreatment unit in fluid communication with at least one exhaust manifold, an exhaust duct connecting the exhaust manifolds to the aftertreatment unit, and a first exhaust flow valve located in the exhaust duct between the exhaust manifolds and the first aftertreatment unit.The first exhaust flow valve is designed to selectively direct exhaust gas from at least one of the exhaust manifolds away from the first aftertreatment unit and to selectively direct exhaust gas from at least one other exhaust manifold through the aftertreatment unit. Fuel is supplied to a portion of the plurality of cylinders whose exhaust gas is directed to the first aftertreatment unit, while charge gas from the remaining portion of the plurality of cylinders is directed away from the first aftertreatment unit.

[0083] In one embodiment, the system includes a second aftertreatment unit connected to the exhaust manifolds via the exhaust pipe and a second exhaust valve located in the exhaust pipe between the exhaust manifolds and the second aftertreatment unit. The second exhaust flow valve is configured to selectively direct exhaust gas from at least one of the exhaust manifolds away from the second aftertreatment unit and to selectively direct exhaust gas from at least one other exhaust manifold through the second aftertreatment unit. In another embodiment, the first exhaust flow valve is configured to selectively discharge exhaust gas from at least one of the exhaust manifolds into an environment outside the combustion engine.

[0084] In another embodiment, the system includes a return line connecting the exhaust manifolds to the intake manifold. This return line is structured to allow exhaust gas to be selectively directed from the exhaust manifolds into the intake manifold. In a further refinement, the system includes an opening in the return line, which is structured to restrict the flow of exhaust gas to the intake manifold. In a further refinement, the opening is adjustable. In another embodiment, the first aftertreatment unit, the second aftertreatment unit, and the exhaust line are thermally insulated from the environment.

[0085] Another aspect involves a procedure for responding to a fault condition in an internal combustion engine. This procedure includes detecting a fault condition in the internal combustion engine; placing the engine under underload in response to the detected fault condition; and injecting a quantity of fuel that is combusted in a first number of fuel-supplied cylinders of a plurality of combustion cylinders in the internal combustion engine under underload, wherein the first number of fuel-supplied cylinders in the underload condition is less than the second number of fuel-supplied cylinders in a non-underloaded mode.wherein the total amount of fuel injected into the first number of fuel-supplied cylinders when the internal combustion engine is operated in underload mode is less than the total amount of fuel injected into the second number of fuel-supplied cylinders when the internal combustion engine is operated in non-underload mode.

[0086] In one embodiment, the method involves passing exhaust gas generated by the cylinders through an aftertreatment system comprising at least one aftertreatment component, and wherein the detection of a fault condition comprises: detecting the temperature of the exhaust gas emitted by the fuel-supplied cylinders when the internal combustion engine is operating in a non-underloaded mode, and determining whether the detected temperature is higher than an upper limit temperature of the aftertreatment component. In a refinement of this embodiment, the aftertreatment component comprises a selective catalytic reduction catalyst.

[0087] In another embodiment, fault detection involves detecting the temperature of the engine coolant in the internal combustion engine and determining whether the detected temperature exceeds an upper limit temperature for the engine coolant. In yet another embodiment, fault detection involves detecting the temperature of the engine oil in the internal combustion engine and determining whether the detected temperature exceeds an upper limit temperature for the engine oil. In a further embodiment, the method involves terminating the supply of charge air to the cylinders not receiving fuel when the internal combustion engine is operating in underload mode. In yet another embodiment, fault detection involves detecting a key engine system parameter and determining whether the key engine system parameter exceeds a limit value for that parameter.In a refinement of this embodiment, the detection of a key motor system parameter includes the detection of a pressure and a temperature associated with a key motor system.

[0088] According to another aspect, a method involves, by means of program instructions on a computer device, detecting a fault condition in an internal combustion engine; switching the combustion mode to an underload mode in response to the detected fault condition; injecting a quantity of fuel to be burned into a number of fuel-supplied cylinders of a plurality of combustion cylinders of the internal combustion engine, wherein the number of fuel-supplied cylinders in the underload mode is less than the number of fuel-supplied cylinders in a non-underload mode;wherein the total amount of fuel injected into the fuel-supplied cylinders when the internal combustion engine is operating under underload is less than the total amount of fuel injected into the multitude of combustion cylinders when the internal combustion engine is operating in a non-underload mode.

[0089] In one embodiment, the method involves passing the exhaust gas generated by the cylinders through an aftertreatment system comprising at least one aftertreatment component, and includes the detection of a fault condition: detecting the temperature of the exhaust gas discharged from the fuel-supplied cylinders when the internal combustion engine is operating in a non-underloaded mode, and determining whether the detected temperature is higher than an upper limit temperature of the aftertreatment component. In a refinement of this embodiment, the aftertreatment component comprises a selective catalytic reduction catalyst.

[0090] In another embodiment, fault detection includes determining the temperature of the engine coolant in the internal combustion engine and determining whether the detected temperature exceeds an upper limit temperature for the engine coolant. In another embodiment, fault detection includes detecting the temperature of the engine oil in the internal combustion engine and determining whether the detected temperature exceeds an upper limit temperature for the engine oil. In another embodiment, the method includes terminating the supply of charge air to the unfueled cylinders when the internal combustion engine is operating under an underload condition. In a further embodiment, fault detection includes detecting a key engine system parameter and determining whether the key engine system parameter exceeds a limit value for that parameter.In a refinement of this embodiment, the method includes the detection of a key motor parameter and the detection of a pressure and temperature associated with a key motor system.

[0091] Although the invention has been illustrated and described in detail in the drawings and the preceding description, these are to be regarded as illustrative and not limiting, and it is understood that only certain exemplary embodiments have been shown and described. It is obvious to those skilled in the art that many modifications of the exemplary embodiments are possible without substantially departing from this invention. Accordingly, all such modifications are to be included within the scope of this disclosure as defined by the following claims. Reference symbol list 10 Engine / Internal combustion engine 11 Drive shaft 12 combustion cylinders 12a cylinder 12b cylinder 14 Fuel injection device 16 Intake manifold 18 Generator 20 Exhaust system 22a Exhaust manifold 22b Exhaust manifold 24 Exhaust valve 26 Exhaust valve 28 Opening 30 Post-treatment system 30a Post-treatment unit 30b Post-treatment unit 32a Post-treatment component (SCR) 32b Post-treatment component (SCR) 34a Post-treatment component (DPF) 34b Post-treatment component (DPF) 36a Post-treatment component (DOC) 36b Post-treatment component (DOC) 38 Exhaust pipe 39 Return line 46 Thermal insulation 60 Control 62 Temperature sensor 64 Temperature sensor 100 motor system 101 Engine system 120 Exhaust system 122a Exhaust manifold 122b Exhaust manifold 124 Exhaust valve 126 Exhaust valve 130 Post-treatment system 132 Post-treatment component (SCR) 134 Post-treatment component (DPF) 136a Post-treatment component (DOC) 137 Exit 138 Exhaust pipe 139 Return line 140 turbochargers 142 Turbine 144 Compressor 146 Thermal insulation 150 Exhaust Gas Recirculation (EGR) System 154 EGR cooling device 162 Temperature sensor 200 procedures 210 process 220 process 230 process 240 process 250 process 260 process 270 process 300 procedures 310 Process 320 process 330 process 340 process 250 process 260 process 270 process

Claims

[1] A method for adjusting the temperature of an aftertreatment system (30; 130) of an internal combustion engine (10), the method comprising: Putting an internal combustion engine (10) into a standard mode when a temperature of an aftertreatment system (30; 130) is substantially equal to or higher than an activation temperature, and into a regeneration mode when the temperature of the aftertreatment system (30; 130) is lower than the activation temperature, when in regeneration mode, injecting a required amount of fuel to be combusted in fueled cylinders (12a) of a plurality of combustion cylinders (12) of the internal combustion engine (10), the plurality of combustion cylinders (12) further comprising unfueled cylinders (12b), wherein the combusting of the fuel produces relatively hotter exhaust gas discharged from the fueled cylinders (12a) and the unfueled cylinders (12b) discharge relatively cooler unburned gas, and when in regeneration mode, passing the exhaust gas generated by the fueled cylinders (12a) through the aftertreatment system (30; 130) in fluid communication with the internal combustion engine (10) and returning the unburned gas to an intake manifold (16) in fluid communication with the internal combustion engine (10), wherein the required amount of fuel injected into the fueled cylinders (12a) substantially corresponds to an amount of fuel injected into the plurality of combustion cylinders (12) when the internal combustion engine (10) is operated in a standard mode. [2] The method of claim 1, wherein the aftertreatment system consists of a single aftertreatment unit (130), the method further comprising: Directing the unburned gas from the non-fueled cylinders (12b) away from the aftertreatment system (130). [3] The method of claim 1, wherein passing the exhaust gas through the aftertreatment system (30) in fluid communication with the internal combustion engine (10) comprises passing the exhaust gas through a first of at least two aftertreatment units (30a, 30b) of the aftertreatment system (30) in fluid communication with the internal combustion engine (10). [4] The method of claim 3, further comprising: Passing the unburned gas from the unfueled cylinders (12b) through a second of the at least two aftertreatment units (30a, 30b) of the aftertreatment system (30) which is in fluid communication with the internal combustion engine (10). [5] The method of claim 3, wherein the method further comprises: Directing the unburned gas from the unfueled cylinders away from the at least one of the at least two aftertreatment units. [6] The method of claim 1, further comprising: Discharging the unburned gas from the non-fueled cylinders (12b) into an environment outside the internal combustion engine (10). [7] The method of claim 1, further comprising supplying an amount of charge air to each of the fueled cylinders (12a) when the internal combustion engine (10) is operated in the regeneration mode that substantially corresponds to the amount of charge air provided to each of the plurality of combustion cylinders (12) when the internal combustion engine (10) is operated in the standard mode. [8] The method of claim 1, further comprising: Returning the unburned gas through an orifice (28) structured to create resistance to the recirculated unburned gas from the unfueled cylinders (12b). [9] The method of claim 8, wherein the opening (28) is adjustable. [10] The method of claim 1, further comprising: Applying an additional torque load to the engine (10) which is supported by an increase in the amount of required fuel injected into the fueled cylinders (12a). [11] The method of claim 10, wherein the auxiliary torque load is one of an electromagnetic generator (18) and a hydraulic pump connected to the internal combustion engine (10). [12] The method of claim 11, wherein the electric current generated by the additional load is directed into a heating grid located in the exhaust pipe. [13] The method of claim 1, further comprising modulating the speed of the engine (10) assisted by increasing the amount of required fuel injected into the fueled cylinders (12a). [14] The method of claim 1, wherein the internal combustion engine (10) includes a controller (60) configured to change the mode of the internal combustion engine (10) to one of the standard mode and the regeneration mode in response to a monitored temperature of the aftertreatment system (30; 130). [15] The method of claim 1, further comprising: placing the internal combustion engine (10) in an underload mode when the temperature of the aftertreatment system (30; 130) is relatively higher than an upper temperature limit associated with the aftertreatment operation; and when in underload mode, injecting an amount of fuel relatively less than the required amount of fuel injected in regeneration mode into fueled cylinders (12a) of a plurality of combustion cylinders (12). [16] The method of claim 1, wherein the aftertreatment system (30; 130) is at least partially enclosed by thermal insulation (46; 146). [17] Engine system (100) comprising: an internal combustion engine (10) having a plurality of combustion cylinders (12) in fluid communication with an intake manifold (16) structured to supply the cylinders (12) with charge gas, each cylinder (12) including a fuel injector (14) capable of selectively supplying each cylinder (12) with a fuel; two or more exhaust manifolds (22a, 22b), each in fluid communication with at least a portion of the cylinders (12) and structured to allow exhaust gas generated in the cylinders (12) to exit the engine (10); a first aftertreatment unit (30a) and a second aftertreatment unit (30b) in fluid communication with two or more exhaust manifolds (22a, 22b); an exhaust line (38) connecting the exhaust manifolds (22a, 22b) to the first and second aftertreatment units (30a, 30b); and a first exhaust valve (24) disposed in the exhaust conduit between a first of the exhaust manifolds (22a, 22b) and the first aftertreatment unit (30a), the exhaust valve (24) being structured to selectively direct the exhaust gas from the first of the exhaust manifolds (22a, 22b) away from the first aftertreatment unit (30a) and to selectively direct the exhaust gas from the first of the exhaust manifolds (22a, 22b) through the first aftertreatment unit (30a); and a second exhaust valve (26) disposed in the exhaust conduit (38) between a second of the exhaust manifolds (22a, 22b) and the second aftertreatment unit (30b), the second exhaust valve (26) being structured to selectively direct the exhaust gas from the second of the exhaust manifolds (22a, 22b) away from the second aftertreatment unit (30b) and to selectively direct the exhaust gas from the second of the exhaust manifolds (22a, 22b) through the second aftertreatment unit (30b), wherein fuel is provided to a portion of the plurality of cylinders (12) whose exhaust gas is directed to the first aftertreatment unit (30a), while charge gas from the remaining portion of the plurality of cylinders (12) is directed away from the first aftertreatment unit (30a). [18] The system (100) of claim 17, wherein the first exhaust valve (24) is structured to selectively discharge the exhaust gas from at least one of the exhaust manifolds (22a, 22b) to an environment external to the internal combustion engine (10). [19] The system (100) of claim 17, further comprising: a return line (39) connecting the exhaust manifolds (22a, 22b) to the intake manifold (16), the return line (39) being structured to allow exhaust gas from the exhaust manifolds (22a, 22b) to be selectively directed into the intake manifold (16). [20] The system (100) of claim 19, further comprising: an opening disposed in the return conduit, the opening structured to restrict the flow of exhaust gas to the intake manifold. [21] The system (100) of claim 20, wherein the opening is adjustable. [22] The system (100) of claim 18, wherein the first aftertreatment unit (30a), the second aftertreatment unit (30b) and the exhaust conduit (38) are thermally insulated from the environment. [23] A method for responding to a fault condition in an internal combustion engine (10) having a plurality of cylinders (12) in which exhaust gas produced by supplying fuel to at least some of the plurality of cylinders (12) is passed through an aftertreatment system (30; 130) having at least one aftertreatment component (32a, 34a, 36a, 32b, 34b, 36; 132, 134, 136a), the method comprising: Detecting a fault condition in the internal combustion engine (10), wherein detecting the fault condition comprises: Detecting a temperature of exhaust gas discharged from the fueled plurality of cylinders (12) when the internal combustion engine (10) is operated in a non-underloaded state; and Determining whether the detected temperature is higher than an upper limit temperature of the aftertreatment component (32a, 34a, 36a, 32b, 34b, 36; 132, 134, 136a); placing the internal combustion engine (10) into an underload mode in response to the detected fault condition; Injecting an amount of fuel to be combusted into a first number of fueled cylinders of the plurality of combustion cylinders (12) of the internal combustion engine (10) in the underload mode, wherein the first number of fueled cylinders in the underload state is less than a second number of fueled cylinders in a non-underloaded mode; wherein a total amount of fuel injected into the first number of fueled cylinders when the internal combustion engine (10) is operated in an underload mode is less than a total amount of fuel injected into the second number of fueled cylinders when the internal combustion engine is operated in a non-underloaded mode. [24] The method of claim 23, wherein the aftertreatment component comprises a selective catalytic reduction catalyst (32a, 32b; 132). [25] The method of claim 23, wherein detecting an error condition comprises: Detecting a temperature of engine coolant at the internal combustion engine (10); and Determine whether the detected temperature is higher than an upper limit temperature of an engine coolant. [26] The method of claim 23, wherein detecting an error condition comprises: Detecting a temperature of engine oil on the combustion engine (10); and Determine whether the detected temperature is higher than an upper limit temperature of an engine oil. [27] The method of claim 23, further comprising: Terminating the supply of charge air to the non-fueled cylinders when the internal combustion engine (10) is operated in an underload condition. [28] The method of claim 23, wherein detecting an error condition comprises: Detecting a key engine system parameter; and Determine whether the key engine system parameter exceeds a limit for that parameter. [29] The method of claim 28, wherein detecting the key engine system parameter comprises detecting a pressure and a temperature associated with a key engine system. [30] A method for responding to a fault condition in an internal combustion engine (10) having a plurality of cylinders (12) in which exhaust gas produced by supplying fuel to at least some of the plurality of cylinders (12) is passed through an aftertreatment system (30; 130) having at least one aftertreatment component (32a, 34a, 36a, 32b, 34b, 36; 132, 134, 136a), the method comprising: by program instructions on a computer device, detecting a fault condition in the internal combustion engine (10), wherein detecting the fault condition comprises: Detecting a temperature of exhaust gas discharged from the fueled plurality of cylinders when the internal combustion engine (10) is operated in a non-underloaded state; and Determining whether the detected temperature is higher than an upper limit temperature of the aftertreatment component; and placing the internal combustion engine (10) into an underload mode in response to the detected fault condition; Injecting an amount of fuel to be combusted into a number of fueled cylinders of a plurality of combustion cylinders (12) of the internal combustion engine, wherein the number of fueled cylinders in the underload mode is less than the number of fueled cylinders in a non-underloaded mode; wherein a total amount of fuel injected into the fueled cylinders when the internal combustion engine (10) is operated in the underload mode is less than a total amount of fuel injected into the plurality of combustion cylinders when the internal combustion engine (10) is operated in a non-underload mode. [31] The method of claim 30, wherein the aftertreatment component comprises a selective catalytic reduction catalyst (32a, 32b; 132). [32] The method of claim 30, wherein detecting an error condition comprises: Detecting a temperature of engine coolant at the internal combustion engine (10); and Determine whether the detected temperature is higher than an upper limit temperature of an engine coolant. [33] The method of claim 30, wherein detecting an error condition comprises: Detecting a temperature of engine oil on the combustion engine (10); and Determine whether the detected temperature is higher than an upper limit temperature of an engine oil. [34] The method of claim 30, further comprising: Terminating the supply of charge air to the non-fueled cylinders when the internal combustion engine (10) is operated in an underload condition. [35] The method of claim 30, wherein detecting an error condition comprises: Detecting a key engine system parameter; and Determine whether the key engine system parameter exceeds a limit for that parameter. [36] The method of claim 35, wherein detecting the key engine system parameter comprises detecting a pressure and a temperature associated with a key engine system.

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