A catalyst warming apparatus includes an air blower, a fuel feeder, and an air blowing controller. The air blower is disposed between an engine and a purification catalyst in an exhaust pipe communicating with the engine and is configured to blow air toward the purification catalyst. The fuel feeder is configured to cause the purification catalyst to retain fuel. The air blowing controller is configured to start driving the air blower at a predetermined start timing before a start of the engine.

Gasoline Direct Injection (GDI) engines require gasoline particulate filters (GPFs) as a key component of the emissions control system to reduce particulate emissions. GPFs are known to have poor initial performance, with performance increasing after the filter develops a cake. This poor initial performance make it impossible to accurately assess vehicle emissions performance at the mileage requirements for vehicle certification. Compositions and methods are disclosed to improve filtration efficiency in a fresh or low mileage GPF.

A vehicle has an internal combustion engine and an exhaust system. The exhaust system has a first exhaust tract with a first exhaust outlet extending into the atmosphere as well as a second exhaust tract with a second exhaust outlet extending into the atmosphere. The second exhaust outlet is located in front of the first exhaust outlet in the direction of travel of the vehicle.

An exhaust-gas system for a vehicle having an internal combustion engine includes a Helmholtz resonator and two exhaust-gas lines extending toward the resonator. The resonator has two neck openings to a resonator volume. Each neck opening is coupled to one of the exhaust-gas lines, and the resonator is tuned to damp a dominant engine order.

An apparatus and method for improving warm-up of a catalytic aftertreatment device is disclosed in which the flow to a catalyst brick is controlled using a flow control device so as to restrict the flow of exhaust gas to only a central core of the catalyst brick when rapid heating of the catalyst brick is desired to reach a light-off temperature and to otherwise allow the flow of exhaust gas to the entire front face of the catalyst brick. By restricting the area of the catalyst brick to which exhaust gas can flow the energy density of the exhaust gas flowing to the central core is higher than it is when there is no restriction of flow thereby reducing the time needed to warm-up the catalyst brick to a minimum light-off temperature.

An internal combustion engine has first and second combustion chambers, first and second exhaust gas line elements, and an exhaust gas turbocharger which has a first flood, a second flood, and a third flood. A bypass device has a bypass line that can be flowed through by exhaust gas from the first and second exhaust gas line elements and via the bypass line a turbine wheel is bypassed by a first part of the exhaust gas from the first and second exhaust gas line elements. A valve device includes a first valve element, via which an amount of the exhaust gas flowing through the bypass line and bypassing the turbine wheel from the first and second exhaust gas line elements is settable. A third exhaust gas line element opens out into the third flood.

In an exhaust gas purification apparatus for an internal combustion engine which is provided with a supercharger, an exhaust gas purification catalyst, a bypass passage, a wastegate valve, and a flow regulating member for changing a direction of flow of exhaust gas, the exhaust gas purification catalyst and the flow regulating member are arranged in such a manner that when warming up the exhaust gas purification catalyst, bypass exhaust gas goes toward an upstream side end face of the exhaust gas purification catalyst, whereas when the internal combustion engine is operated in a predetermined high load region, the bypass exhaust gas goes toward the flow regulating member. The flow regulating member includes a guide portion that guides the exhaust gas thus impinged in a circumferential direction of an exhaust pipe, and the guide portion is formed with a plurality of through holes.

An exhaust manifold comprises a plurality of exhaust intake conduits structured to be fluidly coupled to an engine and receive exhaust gas from a corresponding cylinder of the engine. At least one exhaust intake conduit provides a reduction in an exhaust intake conduit cross-sectional area from an inlet to an outlet. A plurality of bends are each defined by a respective one of the exhaust intake conduit outlets. An exhaust intake manifold is fluidly coupled to the exhaust intake manifold and defines an exhaust intake manifold flow axis. Each of the plurality of bends is shaped so as to define an angle of approach of exhaust gas flowing therethrough. A first angle of approach of the first bend relative to the exhaust intake manifold flow axis is smaller than a second angle of approach of an inner second bend.

An exhaust gas receiver 21 is provided between an expanded passage portion 132 of an upstream connection member 13 and a catalyst end surface 111. The exhaust gas receiver 21 extends along the entire circumference of a catalyst accommodation case 12. The exhaust gas receiver 21 extends from an upstream opening end portion 121 of the catalyst accommodation case 12 toward an inner part of the passage of the expanded passage portion 132 such that the exhaust gas receiver 21 separates from the expanded passage portion 132, and a space 211 is defined between the exhaust gas receiver 21 and the catalyst end surface 111. Flows of bypass exhaust gas hitting against the catalyst end surface 111 and bouncing off the catalyst end surface 111 hit against and are received by the exhaust gas receiver 21.

Briefly, in one aspect, a catalytic assembly described herein comprises a module comprising at least one layer of structural catalyst bodies having an inlet face for receiving a gas stream. A diffuser assembly is arranged a distance of greater than 50 mm from the inlet face, the diffuser assembly including at least one diffuser element comprising a plurality of apertures, wherein a ratio of aperture length (L) in the gas stream flow direction to aperture hydraulic diameter (D.sub.a) is less than 1.