Gm Global Technolgoy Operations, Inc.

Other

Rafat F Hattar

Chengke Liu

Jeffrey M Hutmacher

Alexander Michel

Christopher E Whitney

Matthew Timothy Hamilton

Erika L Pruski

Simon Schiesser

Markus Kraft

Janean Ellen Potter

Vijay A Ramappan

Chaitanya Sankavaram

J Michael Gwidt

Azeem Sarwar

Dean R Kwapis

Paul D Donar

Nils Oth

Michael Livshiz

Jeffrey M Kaiser

Layne K Wiggins

Gregory Paul Matthews

Ning Jin

Jesse Michael Gwidt

Sergio Quelhas

Kevin M Luchansky

Gary Robert Cygan, Jr

Scott R Jeffrey

Ian J Macewen

Cheryl A Williams

Steven Ward Majors

Andrew M Shaw

Christopher R Graham

Bradford W Bur

James B Nicholson

J Michael Ellenberger

Timothy J Braman

Jonathan Pung

Maher El-Jaroudi

Daniel Siebert

Brian L O'Hear

Daniel Weinand

Dieter Wiedenhöft

Philipp A Seyfried

John Michael Ellenberger

Joseph Shelton

Jochen Grieser

Phillip J Baranek

Maximilian Melling

Richard R Shippy

In accordance with example implementations, a vehicle includes a body, an engine within the body, and at least one exhaust tube extending from the engine and having a particulate filter fluidly coupled to the exhaust tube to receive exhaust material from the exhaust tube. The vehicle also has at least one air injection pipe having a first end with an inlet arranged to receive air flow entering the body while the vehicle is moving, wherein the air injection pipe comprises a second end fluidly coupled to the exhaust tube and having an outlet positioned to provide air flow from the injection pipe into the exhaust tube upstream from the particulate filter. Passive soot regeneration with THC and CO reductions is realized by this introduced air flow.

Vehicle with gasoline particulate filter soot regeneration strategy with criteria emission reduction for low NOX emissions

Systems and methods are provided for vehicular data collection and analysis. The system may include a vehicle and a remote computing system. The vehicle may include a sensor system, a communication system, a controller configured to: receive vehicle data including sensor data that includes an observable condition of the vehicle as sensed with the sensor system, process the vehicle data to produce collected data, store the collected data as stored data in a data storage device of the vehicle, and upload the stored data through a communication network. The remote computing system may include a controller configured to, by a processor: receive the vehicle data, and perform statistical analysis thereof to quantify a change of the observable condition relative to historical data associated with the vehicle and relative to other vehicles within a fleet.

Systems and methods for collection and analysis of vehicular data

An exhaust system comprises an engine, a three-way catalytic converter including a first catalyst and a second catalyst, a tailpipe adjacent to the three-way catalytic converter, a first oxygen sensor disposed between the engine and the catalytic converter, a nitrogen oxides (NOx) sensor disposed in the three-way catalytic converter, and an engine control module (ECM) configured to obtain first oxygen sensor data from the first oxygen sensor, second oxygen sensor data from the NOx sensor, and NOx sensor data from the NOx sensor, the ECM being configured to perform catalyst health diagnostic operations and adjust one or more characteristics of the exhaust system based on at least the first oxygen sensor data, the second oxygen sensor data, and the NOx sensor data.

Systems and methods for catalyst health diagnosing and fuel system control improvement

The concepts described herein relate to a system, method, and/or apparatus for monitoring a NOx sensor that is arranged in an exhaust gas feedstream of an internal combustion engine downstream of an exhaust aftertreatment system to detect a fault related to the NOx sensor. This includes utilizing a catalyst efficiency model to detect occurrence of a fault that may indicate an in-range biased or stuck NOx sensor.

Method and system for evaluating a NOx sensor

An engine consumes fuel and air to generate an exhaust gas stream. An exhaust system channels the exhaust gas stream from the engine to a tailpipe. An aftertreatment system is included in the exhaust system and includes a catalyst. An exhaust throttle valve is disposed in the exhaust system downstream from the aftertreatment system. An actuator controls an amount of air pumped through the engine. A controller operates the exhaust throttle valve and/or the actuator to control emissions from the exhaust system during a cold start and following a deceleration fuel cutoff event.

Engine emission control systems for deceleration fuel cutoff events and cold starts

Vehicle systems and methods are provided for preheating an aftertreatment system prior to engine ignition. A method involves obtaining a first measurement indicative of a current temperature associated with the aftertreatment system, obtaining a second measurement indicative of a current state of an energy source coupled to a heating element integrated with the aftertreatment system, determining an amount of electrical energy to be applied to the heating element based at least in part on a difference between the current temperature associated with the aftertreatment system and a target temperature for the aftertreatment system, and automatically enabling current flow from the energy source to the heating element prior to ignition of the engine for a duration of time in a manner that is influenced by the amount of electrical energy to be applied to the heating element and the current state of the energy source.

Vehicle systems and methods for aftertreatment preheating

Methods and systems are provided for recirculation of an engine exhaust gas. The system includes an engine, an exhaust system configured to channel exhaust gas from the engine to an outlet, an aftertreatment device, an exhaust recirculation system configured to divert at least some of the exhaust gas as recirculated exhaust gas from a first position in the exhaust system downstream of the aftertreatment device, through a buffer tank, and to a second position in the exhaust system upstream of the aftertreatment device, wherein the recirculated exhaust gas is combined with the exhaust gas at the second position, a controller configured to, by a processor, selectively operate the exhaust recirculation system to control the exhaust recirculation system to divert the exhaust gas and thereby cause the recirculated exhaust gas to be treated with the aftertreatment device more than once with sequentially increased catalyst temperatures.

Systems and methods for recirculation of engine exhaust gas within an exhaust system having a buffer tank

Methods and systems are provided for recirculation of an engine exhaust gas. The system includes an engine, an exhaust system configured to channel exhaust gas from the engine to an outlet, an aftertreatment device, an exhaust recirculation system configured to divert at least some of the exhaust gas as recirculated exhaust gas from a first position in the exhaust system downstream of the aftertreatment device, through a housing enclosing the aftertreatment device, and to a second position in the exhaust system upstream of the aftertreatment device, wherein the recirculated exhaust gas is combined with the exhaust gas at the second position, a controller configured to, by a processor, selectively operate the exhaust recirculation system to control the exhaust recirculation system to divert the exhaust gas and thereby cause the recirculated exhaust gas to be treated with the aftertreatment device more than once.

Systems and methods for recirculation of engine exhaust gas within an exhaust system

Engine systems and methods use a dual air injection approach to control exhaust reactions and to maintain temperatures below a maximum limit of exhaust system components during engine enrichment operation conditions. Dual air injectors are disposed in the exhaust system with one upstream from, and another downstream from, the catalytic converter. Providing air injection before and/or after the converter helps convert all HC, CO, and PM emissions while keeping the catalyst temperature below the catalyst protection temperature limit. Air injection quantity may be controlled and diagnosed by monitoring the temperatures before and after the catalytic converter. The catalytic converter may be a three-way catalytic converter for lower cost or a downstream two-way catalytic converter may be added if further emission reduction is necessary.

Systems and methods of engine exhaust air injection before and after catalytic converters

Engine systems use a three-way catalyst followed by air injection and mixing to convert all hydrocarbons and carbon monoxide under various load conditions when exhaust gas temperature is above 500 degrees Celsius. A three-way catalytic converter is disposed in the exhaust system. A nozzle is configured to inject air into the exhaust system downstream from the three-way catalytic converter. A mixing plate with or without catalyst coatings is disposed in the exhaust system downstream from the nozzle. The mixing plate is bow shaped with a concave shaped side facing the nozzle to enhance carbon monoxide conversion. Optional two way catalytic converters are added downstream from the mixing plate to further reduce tailpipe hydrocarbon and carbon monoxide emissions.

Engine systems with exhaust air injection after three-way catalytic converters for non stoichiometric rich operation

A vehicle propulsion system includes an internal combustion engine with a first combustion chamber and a second combustion chamber, a catalytic converter in an exhaust stream in communication with an exhaust of the internal combustion engine, a gasoline particulate filter in the exhaust stream downstream of the catalytic converter, and a controller in communication with the internal combustion engine. The controller is programmed to determine if a soot loading of the gasoline particulate filter exceeds a predetermined threshold, and adjust a set of engine operating parameters of the internal combustion engine to disable combustion in the first combustion chamber and enrich a fuel mixture in the second combustion chamber if the soot loading in the gasoline particulate filter exceeds the predetermined threshold.

Method and system for regenerating a gasoline particulate filter in a vehicle propulsion system

An engine control system includes a prediction module that, during an exhaust stroke of a first cylinder of an engine, determines a predicted intake manifold pressure at an end of a next intake stroke of a second cylinder following the first cylinder in a firing order of the cylinders. An air per cylinder (APC) module determines a predicted mass of air that will be trapped within the second cylinder at the end of the next intake stroke of the second cylinder based on the predicted intake manifold pressure. A fueling module controls fueling of the second cylinder during the next intake stroke based on the predicted mass of air.

Intake manifold and cylinder airflow estimation systems and methods

A method and system controls a regeneration of a particle filter of an internal combustion engine. A first value is measured for the oxygen content in exhaust gas upstream from the particle filter. A second value is measured for the oxygen content in exhaust gas downstream from the particle filter. The particle filter is determined to be free of soot when the second value for the oxygen content is equal to the first value for the oxygen content.

Method for controlling a regeneration of a particle filter of an internal combustion engine

An active regeneration method for a gasoline particulate filter includes determining if a particulate filter soot load level is greater than a predetermined soot load level threshold and, if so, determining if the particulate filter's temperature is greater than a predetermined burn off temperature threshold. A particulate filter heating phase is initiated when the particulate filter's temperature is not greater than a predetermined burn off temperature threshold and a soot burning phase is started when the particulate filter's temperature is greater than a predetermined burn off temperature threshold.

Active regeneration method for a gasoline particulate filter of an internal combustion engine

The method determines whether soot loading of a gas particulate filter (GPF) requires regeneration. If it does, the temperature of the GPF is read to determine whether it is sufficiently high to achieve particulate (soot) burning. If it is not, an engine control module is commanded to adjust variables such as spark timing, fuel injection timing and valve timing. If the temperature of the particulate filter is sufficiently high that regeneration can occur, other variables may be adjusted such as leaning the air/fuel mixture, retarding the spark timing, the fuel injection and valve timing. Because the latter adjustments may limit or reduce either engine speed or power, messages in a message center are provided indicating, first, that the driver should continue driving for GPF regeneration and, subsequently, under certain conditions, that the engine power has been reduced. Operation of the motor vehicle proceeds until, based upon sensed conditions or pre-determined experimental or empirical data, the filter has been regenerated.

Gasoline particulate filter regeneration strategy

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Royal Oak, MI, United States of America

Rafat F Hattar