An anti-rotation and assembly aid clamp for use in coupling a turbocharger and a catalytic converter. The clamp can include a ring body configured to circumferentially clamp the outlet flange to the inlet flange, a torque application device configured to apply a force about the ring body, and an anti-rotation assembly device configured to be engageable with a first coupling post extending from the turbocharger and a second coupling post extending from the convert to exert a clamping force urging the outlet flange toward the inlet flange.

An anti-rotation and assembly aid clamp for use in coupling a turbocharger and a catalytic converter. The clamp can include a ring body configured to circumferentially clamp the outlet flange to the inlet flange, a torque application device configured to apply a force about the ring body, and an anti-rotation assembly device configured to be engageable with a first coupling post extending from the turbocharger and a second coupling post extending from the convert to exert a clamping force urging the outlet flange toward the inlet flange.

The invention relates to an exhaust-gas energy recovery system, comprising an exhaust-gas line system (111) for conducting exhaust gases of an internal combustion engine and comprising a motor-generator device (101), which can be driven by means of exhaust-gas energy in order to produce electric current. The exhaust-gas line system (111) comprises a first line arm (124) to the motor-generator device (101) for conducting exhaust gases into the motor-generator device (101). The motor-generator device comprises a motor (100), which is arranged in such a way that the motor can be driven by a pressure of exhaust gas flowing through the motor. The invention further relates to a corresponding method for exhaust-gas energy recovery.

A method for determining the state of loading of a particle filter in an exhaust system of a turbocharged internal combustion engine is provided. To determine the state of loading, a position of a control mechanism of the turbine of the exhaust turbocharger is detected and compared with the position during operation of the internal combustion engine with the same operating parameters with the particle filter unladen. An air mass meter is provided in order to be able to distinguish a change in the pressure situation at the turbine of the exhaust turbocharger due to a rise in the exhaust gas backpressure owing to increasing loading of the particle filter from a change in the pressure situation owing to leakage of the air supply system. An internal combustion engine having a control unit which is configured to carry out such a method is also provided.

A method for determining the state of loading of a particle filter in an exhaust system of a turbocharged internal combustion engine is provided. To determine the state of loading, a position of a control mechanism of the turbine of the exhaust turbocharger is detected and compared with the position during operation of the internal combustion engine with the same operating parameters with the particle filter unladen. An air mass meter is provided in order to be able to distinguish a change in the pressure situation at the turbine of the exhaust turbocharger due to a rise in the exhaust gas backpressure owing to increasing loading of the particle filter from a change in the pressure situation owing to leakage of the air supply system. An internal combustion engine having a control unit which is configured to carry out such a method is also provided.

A method of controlling a rate of warm-up of an internal combustion engine fluidly connected to an exhaust system is disclosed. The method includes identifying a cold-start of the engine. The method also includes regulating, in response to the identified cold-start of the engine, an exhaust pressure modulation (EPM) valve arranged in a main exhaust passage of the exhaust system. The main exhaust passage channels engine exhaust gas to the ambient. Such regulation of the EPM valve will restrict a flow of the engine exhaust gas to the ambient and increase exhaust gas backpressure in the exhaust system up to a predetermined pressure value. Furthermore, the subject regulation of the EPM valve will increase a load on and the rate of warm-up of the engine. A vehicle having an engine and a controller programmed to control a rate of the engine's warm-up of according to the method is also disclosed.

A vehicle emissions system is provided that includes a tail pipe configured to emit a first emission, a heat shield positioned proximate the tail pipe having a shield substrate. A semiconductor layer is positioned on the shield substrate and configured to convert the first emission into a second emission. An overmold is positioned over the semiconductor layer.

A vehicle emissions system is provided that includes a tail pipe configured to emit a first emission, a heat shield positioned proximate the tail pipe having a shield substrate. A semiconductor layer is positioned on the shield substrate and configured to convert the first emission into a second emission. An overmold is positioned over the semiconductor layer.

Methods and systems are provided for flowing exhaust gas in an exhaust system of an engine. In one example, a method may include flowing a first portion of exhaust gas to a turbine, from the turbine to at least one aftertreatment device, then from the at least one aftertreatment device to atmosphere, and flowing a second portion of exhaust gas to the at least one aftertreatment device, bypassing the turbine, then from the aftertreatment device to atmosphere, during a second condition. The method may also include, during a second condition, flowing a third portion of exhaust gas to the at least one aftertreatment device, from the at least one aftertreatment device to the turbine, and then from the turbine to atmosphere, and flowing a fourth portion of exhaust gas to the at least one aftertreatment device, and then from the at least one aftertreatment device to atmosphere, bypassing the turbine.

A utility vehicle includes an engine E provided for a body of the utility vehicle; an exhaust section 8 configured to discharge exhaust gas from the engine E; a belt-type continuously variable transmission device 31 configured to receive driving force from the engine E; an exhaust port 40 configured to discharge, from the belt-type continuously variable transmission device 31, cooling air drawn into the belt-type continuously variable transmission device 31 to cool inside of the belt-type continuously variable transmission device 31, the exhaust port 40 being on a first side of the exhaust section 8; and an air guide 41 disposed on a second side of the exhaust section 8 and configured to guide the cooling air from the exhaust port 40 to a cooling target.