An exhaust treatment device is disclosed. The exhaust treatment device has a compact configuration that includes integrated reactant dosing, reactant mixing and contaminant removal/treatment. The mixing can be achieved at least in part by a swirl structure and contaminant removal can include NO.sub.x reduction.

An apparatus for reactivating a sulfur poisoned oxidation catalyst operating in the exhaust of a lean burn, methane source (as in natural gas) fueled combustion device as in an engine. The reactivation includes desulfation of the poisoned catalyst through the use of a CO supplementation apparatus in communication with the control unit that is adapted to supplement the CO content in the exhaust reaching the catalyst, while avoiding an overall rich exhaust atmosphere at the catalyst. An example includes the added supply of hydrocarbons to one or more, preferably less than all, of the lean burn engine's combustion chambers such as by an ECU controlled extra supply of NG (e.g., CNG) to some of the combustion chambers. Also featured is a method for desulfation of an oxidation catalyst of a lean burn CNG engine by supplying excess CO to the exhaust reaching the catalyst while retaining an overall lean state, and a method of assembling an apparatus for reactivating a sulfur deactivated lean burn NG engine catalyst by assembling a CO supplementation apparatus with a control unit.

The present invention relates to an apparatus for reducing greenhouse gas emission in a vessel cooperated with exhaust gas recirculation (EGR), and a vessel including the same, in which NO.sub.X generation is reduced, which is the original purpose of EGR, while maintaining existing EGR, SO.sub.X as well as CO.sub.2, which is the representative greenhouse gas, are absorbed and converted into materials that do not affect environments, and the materials are discharged or stored as useful materials, thereby preventing corrosion of an engine and improving combustion efficiency.

An exhaust catalyst management apparatus to be applied to a vehicle includes a differential pressure sensor and one or more processors. The differential pressure sensor detects an accumulation state of an exhaust-containing substance in a catalyst device. The one or more processors are coupled to the differential pressure sensor and a vehicle outside sensor. The one or more processors determine whether or not travel environment is suited to carrying out an output control for removal, based on a result of the detection of surroundings of the vehicle by a vehicle outside sensor. Upon determining that the travel environment is suited to carrying out the output control for removal, the one or more processors carry out the output control for removal, while the vehicle is traveling, in accordance with a result of the determination of the accumulation state of the exhaust-containing substance in the catalyst device.

A NOx sensor control device is connected to a NOx sensor mounted in an internal combustion engine. The NOx sensor has a detection cell configured to detect a NOx concentration and having a solid electrolyte body and a pair of electrodes provided on a surface of the solid electrolyte body and a heater heating the detection cell. The NOx sensor control device has a heater control unit. The heater control unit is configured to, at a time when an operation of the internal combustion engine stops, perform a recovery control of the NOx sensor which is an electric current control of the heater for removing SOx adsorbed to the NOx sensor.

An ECU 30 calculates a target temperature of a bed temperature of a DOC 22a under PM regeneration control at each control period by the elements M1 to M9. Among these elements, the estimating section M7 estimates a passing SO.sub.3 amount at each control period by using an inflow SOx amount and a representative temperature. The estimating section M8 estimates a SO.sub.2 reduction rate, which is a ratio of reduction from SO.sub.3 to SO.sub.2 in the DOC 22a. Then, the calculating unit M9 calculates an amount of SO.sub.3 that is allowed to desorb from the DOC 22a as an allowable desorption SO.sub.3 amount at each control period, by using a constrained SO.sub.3 amount which corresponds to a constraint concerning sulfate white smoke, the passing SO.sub.3 amount, and the SO.sub.2 reduction rate.

A method that determines a cause for the impaired performance of a catalytic configuration of the exhaust gas of a combustion engine (231), the method including determining (s410) a course of a NOx-conversion ratio; determining (s420) a prevailing temperature of the catalytic configuration; increasing (s430) the temperature of the catalytic configuration from a prevailing temperature below a predetermined temperature value (Te) to a temperature (TSred) above the predetermined temperature value above which sulphur is removed from the catalytic configuration; and/or decreasing (s440) the temperature of the catalytic configuration from a prevailing temperature (TSred) above the predetermined temperature value (Te) to a temperature below the predetermined temperature value so as to impair the performance of the catalytic configuration in case sulphur is present; and determining (s450) one cause out of a set of causes on the basis of the course of the NOx-conversion ratio thus determined.

The present application relates to a system and method to determine a total flow rate Q.sub.tot of a washing liquid at a washing liquid inlet of an exhaust gas cleaning unit installed in a marine vessel, the exhaust gas cleaning unit comprising a scrubber pipe and two or more spraying nozzles mounted at different height levels in the scrubber pipe, being adapted to spray washing liquid into the exhaust gas present in the scrubber pipe and being operated by a valve adapted to open and to close the respective spraying nozzle. The system comprises at least one pressure sensor arranged to measure the pressure P outside the scrubber pipe before the valve operating the uppermost active spraying nozzle, and a process controller calculating the total flow rate Q.sub.tot of the washing liquid at the exhaust gas inlet of the exhaust gas cleaning unit by summing up the flow rate Q.sub.ind of the washing liquid flowing through each of the individual active spraying nozzles.

The present invention relates to diesel oxidation catalyst (DOC) and diesel particulate filter (DPF) catalyst compositions, used for a smoke reduction apparatus, for inhibiting white smoke generated from a diesel engine and, more specifically, to a DOC, enabling minimization of sulphate adsorption, a DPF catalyst, enabling a sulphate desorption delay, and a smoke reduction apparatus having the DOC and DPF catalyst assembled therein. The diesel particulate filter catalyst composition, which is applied to the DPF, comprises oxide components selected from oxide components comprising manganese oxide and silver oxide.

A method for monitoring a nitrogen oxide storage catalyst in an exhaust system of an internal combustion engine, in which a reduction of nitrogen oxides is carried out by means of a reducing agent is disclosed. During a regeneration of the nitrogen oxide storage catalyst, the following steps are carried out: A measurement is carried out, from which a slip rate of the reducing agent not absorbed in the nitrogen oxide storage catalyst is ascertained. In addition, at least one expected value for the slip rate of the reducing agent is ascertained from at least one model. Subsequently, a computation of a monitoring variable is carried out by means of the slip rate of the reducing agent ascertained from the measurement and the at least one expected value for the slip rate of the reducing agent. Finally, a diagnosis of the storage capacity of the nitrogen oxide storage catalyst is carried out on the basis of the monitoring variable.