Disclosed is a process for the dynamic monitoring of the flow rate of liquid additive consumed by a liquid-additive injector of an exhaust gas treatment system of a motor vehicle. The measurement of the pressure of the liquid makes it possible firstly to deduce the flow rate circulating through the orifice and secondly, by knowing the operating characteristic of the pump, to determine the flow rate of liquid additive actually delivered to the system for treating polluting gases. The process also provides a phase of characterizing the pump, including commanding the closure of the injector, measuring at least two pressure values for two different operating speeds of the pump, and updating the pump operating characteristics table on the basis of the pressure values measured.

A method for ascertaining an exhaust gas composition of an exhaust gas of an internal combustion engine with regard to an ammonia fraction and a nitrogen oxides fraction in an exhaust gas system including an SCR catalytic converter. The method includes detecting, using a sensor, a first signal whose magnitude is a function of the nitrogen oxides fraction of the exhaust gas upstream from the SCR catalytic converter, detecting using a sensor a second signal whose magnitude is a function of the ammonia fraction and the nitrogen oxides fraction of the exhaust gas downstream from the SCR catalytic converter, storing the two signals over an observation period, and ascertaining the ammonia fraction and optionally the nitrogen oxides fraction of the exhaust gas downstream from the at least one SCR catalytic converter using a calculation rule that uses the two signals during the observation period as input variables.

A gas turbine engine includes a fan shaft diving a fan having fan blades. A gear system includes a sun gear surrounded by a plurality of intermediate gears. A carrier at least partially supports the plurality of intermediate gears. A ring gear surrounds the plurality of intermediate gears. The sun gear is driven by a turbine. At least one fan shaft support bearing is located forward of the gear system. A coupling fixes the ring gear from rotation relative to an engine static structure. A lubrication system lubricates components across a rotation gap. The lubrication system includes a lubricant input. A stationary first bearing receives lubricant from the lubricant input and has a first race in which lubricant flows. A second bearing rotates within the first bearing. The second bearing has a first opening in registration with the first race such that lubricant may flow from the first race through the first opening into a first conduit.

A Diesel Emissions Fluid (DEF) Thawing arrangement and method is provided for use with a vehicle having an engine, an Engine Control Module (ECM), an exhaust system, and a Selective Catalyst Reduction (SCR) catalytic device. A DEF injection system is connected to the exhaust system and to the ECM. A DEF tank is connected to the DEF injection system, and is provided with a Urea Quality Sensor (UQS). A coolant loop is connected to the engine and has a Coolant Control Valve (CCV) connected to a control module, and a coolant to DEF heat exchanger. A DEF temperature sensor and an ambient temperature sensor are connected to the control module. The control module is configured to trigger a CCV stuck open fault when the DEF tank temperature exceeds the ambient temperature by a threshold amount for a period of time.

The present invention belongs to the technical field of vehicle detection, and in particular relates to a method for detecting a urea consumption deviation, and a vehicle post-processing system. The method for detecting a urea consumption deviation in the present invention comprises the following steps: calculating a pump pressure correction factor fac; calculating a urea consumption deviation factor A, totaling the number of calculations, and calculating urea consumption deviation factors A multiple times; and calculating an average value of A, and comparing the average value of the urea consumption deviation factors A with a calibrated limiting value range, so as to determine whether there is a great deviation between an actual urea consumption value and a theoretical urea consumption value. According to the detection method of the present invention, whether a urea nozzle is blocked or an orifice of the nozzle is enlarged is determined according to a change in pump pressure, and a urea consumption deviation factor A is calculated by means of a pump pressure correction factor fac, and whether there is a great deviation between an actual urea consumption amount and a theoretical urea consumption amount is determined according to an average value of urea consumption deviation factors A which are calculated multiple times.

An exhaust gas system for an internal combustion engine of a single-track vehicle can be arranged on an exhaust gas outlet of a cylinder head. A first lambda probe close to the cylinder head is provided in the exhaust gas system and is arranged before an exhaust gas cleaning system in the flow direction of an exhaust gas. A second lambda probe is provided in the exhaust gas system after the exhaust gas cleaning system in the flow direction of the exhaust gas. The second lambda probe is arranged at a maximum distance away from the exhaust gas cleaning system equal to four times the diameter of the exhaust gas cleaning system. As a result of the design, the lambda probe is arranged in the non-visible region of the single-track vehicle, while simultaneously examining the quality of the exhaust gas cleaning.

The present disclosure relates to an exhaust gas aftertreatment system and method for controlling same. The exhaust gas aftertreatment system comprises: a reductant dosing device; a selective catalytic reduction device arranged downstream of the reductant dosing device; an ammonia slip catalyst arranged downstream of the SCR device; a feedback NOx sensor arranged downstream of the SCR device and upstream of the ammonia slip catalyst; a tailpipe NOx sensor arranged downstream of the ammonia slip catalyst; and a control device configured for: providing an initial dosing of reductant from the reductant dosing device; obtaining a feedback signal from the feedback NOx sensor and a tailpipe NOx signal from the tailpipe NOx sensor; and adjusting the dosing of reductant until the feedback signal exceeds the tailpipe NOx signal by a value within a predetermined positive interval.

Disclosed is a device for injecting ammonia in gaseous form into an exhaust line of a combustion engine, the device including a supervisor, an evaporation chamber incorporating a heater for heating a quantity of reducing agent thus releasing ammonia in gaseous form that exits the evaporation chamber via a pipe opening into the exhaust line. The control supervisor is associated with an internal first pressure sensor housed in the evaporation chamber and with a second pressure sensor intended to be housed in the exhaust line, including a calculator calculating a quantity of ammonia to be injected into the exhaust line at a given instant as a function of the pressure values from the first and second pressure sensors.

The present invention relates to a method for calibrating a UWS quality sensor arranged in a motor vehicle. In the method, the calibration of the UWS quality sensor takes place in an installed situation of the UWS quality sensor in the UWS tank.

Disclosed is a device for injecting ammonia in gaseous form into an exhaust line of a combustion engine, the device including a supervisor, an evaporation chamber incorporating a heater for heating a quantity of reducing agent thus releasing ammonia in gaseous form that exits the evaporation chamber via a pipe opening into the exhaust line. The control supervisor is associated with an internal first pressure sensor housed in the evaporation chamber and with a second pressure sensor intended to be housed in the exhaust line, including a calculator calculating a quantity of ammonia to be injected into the exhaust line at a given instant as a function of the pressure values from the first and second pressure sensors.