A method for measuring the injected mass of a fluid containing urea using a system for injecting the fluid into an exhaust system of a vehicle, in which injecting the fluid includes sequences of series of injections of fluid contained in an accumulator between sequences for starting the pump upon detection of a pressure below a threshold P.sub.ON and sequences for stopping the pump upon detection of a pressure above a threshold P.sub.OFF, the method particularly includes computing the injected mass using the complete circuit hydraulic stiffness, based on the hydraulic stiffness K.sub.D of the accumulator and the hydraulic stiffness K.sub.I of the remainder of the circuit, and includes comparing the computed injected mass with a setpoint injected mass.

In the processing circuit of the control device, the stress of the compressor impeller is acquired every predetermined control cycle. Setting a small section, and calculating a small section average value and a small section amplitude are repeatedly executed. Setting a middle section, and calculating a middle section average value and a middle section amplitude are repeatedly executed. The first damage value is calculated based on the small section average value and the small section amplitude. The second damage value is calculated based on the middle section average value and the middle section amplitude. An estimated value of the deterioration degree of the compressor impeller is calculated based on the integrated value of the first damage value and the second damage value.

A method of monitoring the reductant delivery performance of a selective catalytic reduction component of a vehicle exhaust system, includes operating a diesel exhaust fluid pump until a reductant delivery performance pressure setpoint is reached. Calculating an average pump duty cycle and commanding the calculated pump duty cycle to be used in the open loop control phase. Calculating an initial average pressure. Injecting a controlled diesel exhaust fluid (DEF). Calculating a final average pressure. Calculating a pressure drop P and determining if the calculated pressure drop P is less than an expected pressure drop calculated as a function of the average pump duty cycle.

An engine for an outboard motor is provided with an engine body, an intake system configured to supply combustion air to the engine body, an exhaust passage formed by connecting the engine body and middle and lower units thereunder, a catalyst provided in the exhaust passage, and an air pump configured to supply secondary air to an upstream side of the catalyst. The intake system is arranged in a side portion of one side of the left or right side of the engine body, and the exhaust passage and the air pump are arranged in a side portion of the other side of the left or right side of the engine body.

A method of monitoring the reductant delivery performance of a selective catalytic reduction component of a vehicle exhaust system, includes operating a diesel exhaust fluid pump until a reductant delivery performance pressure setpoint is reached. Calculating an average pump duty cycle and commanding the calculated pump duty cycle to be used in the open loop control phase. Calculating an initial average pressure. Injecting a controlled diesel exhaust fluid (DEF). Calculating a final average pressure. Calculating a pressure drop P and determining if the calculated pressure drop P is less than an expected pressure drop calculated as a function of the average pump duty cycle.

An internal combustion engine includes a suction tract, a compressor disposed in the suction tract, and an exhaust tract. A secondary air system is fluidically connected to the exhaust tract at an introduction point and to the suction tract at a first branching point downstream of the compressor where a part of air compressed by the compressor is branchable off from the suction tract and is introducible into the exhaust tract at the introduction point. The secondary air system is fluidically connected to the suction tract at a second branching point upstream of the compressor where a part of air is branchable off from the suction tract by the secondary air system and is introducible into the exhaust tract at the introduction point. Air branched off at the second branching point is feedable through the secondary air system and is feedable to the introduction point by a secondary air pump.

An engine system may include an engine, an intake line, a cylinder deactivation (CDA) device mounted at a portion of combustion chambers, a first exhaust manifold connected to combustion chambers mounted with the CDA device, a second exhaust manifold connected to combustion chambers without the CDA device, a first exhaust line flowing exhaust gas exhausted from the first exhaust manifold, a second exhaust line flowing exhaust gas exhausted from the second exhaust manifold, a main exhaust line to which the first exhaust line and the second exhaust line are joined, an exhaust gas processing device at which the main exhaust line is installed, a turbocharger mounted at the first exhaust line, an electric supercharger installed at the intake line to supply supercharged air to the combustion chamber and an electric compressor, and an air injection device supplying the fresh air to the second exhaust manifold or the second exhaust line.

Methods and systems are provided for addressing engine cold-start emissions while an exhaust catalyst is activated. In one example, a method for improving exhaust emissions may include flowing ionized air into an engine exhaust, downstream of an exhaust catalyst, to oxidize exhaust emissions left untreated by the catalyst. The approach reduces the PM load of the exhaust as well as of a downstream particulate matter filter.

A thermal management system for an aftertreatment system includes an air pump and a compressed air rail. The compressed air rail is fluidly connected with the air pump. The thermal management system further includes a first valve located between the compressed air rail and an exhaust outlet pathway. The first valve is configured to selective supply air to the aftertreatment system of the engine. The thermal management system further includes a heater located between the compressed air rail and the first valve. The heater is configured to heat the air before supplying air to the aftertreatment system of the engine.

Methods and systems are provided for addressing engine cold-start emissions while an exhaust catalyst is activated. In one example, a method for improving exhaust emissions may include flowing ionized air into an engine exhaust, downstream of an exhaust catalyst, to oxidize exhaust emissions left untreated by the catalyst. The approach reduces the PM load of the exhaust as well as of a downstream particulate matter filter.