A measuring device for the determination of an ash loading of a particulate filter for an internal combustion engine of a motor vehicle, where a regeneration operation of the particulate filter is carried out such that, after termination of the regeneration operation, a predefined, minimum soot loading remains on the particulate filter. The measuring device is configured to determine an actual regeneration variable which is characteristic for a loading combustion operation during the regeneration operation of the particulate filter via a pressure sensor which is attached downstream in the exhaust gas flow of the particulate filter in the exhaust gas system of the internal combustion engine. The measuring device is further configured to determine the ash loading of the particulate filter dependent on the actual regeneration variable and a variable which is characteristic for the time duration of the regeneration operation.

In a method for assessing a condition of a particulate filter for use in an internal combustion engine of a motor vehicle, a difference between a pressure exerted on the input side of the particulate filter and a pressure exerted on the output side of the particulate filter is recorded by a differential pressure sensor. The difference in pressure is taken into account when assessing the condition. Furthermore, the pressure exerted on the output side of the particulate filter in relation to the atmospheric pressure is recorded by a relative pressure sensor. When assessing the condition of the particulate filter, the pressure recorded by the relative pressure sensor is also taken into account. A frequency of changes in pressure and/or an amplitude load of the pressure is assessed. The invention also relates to an exhaust system for a motor vehicle.

An automotive exhaust aftertreatment system for reducing effluents, such as nitrous oxides (NOx), in exhaust gasses passing through the system. The automotive exhaust aftertreatment system includes a doser, an active heating element, and a controller coupled to the doser and the active heating element. The doser is configured to feed a reducing agent into an exhaust stream moving through the exhaust aftertreatment system. The active heating element configured to produce heat from electrical energy and heat passageways that carry the reducing agent through the doser.

Exhaust particulates are collected by a GPF(gasoline particulate filter) device. EGR control is executed, and exhaust gas flowing through an exhaust passage upstream of the GPF device is introduced into an intake passage via an EGR passage. In the EGR control, an opening area of the EGR passage is controlled to reduce the opening area of the EGR passage according to an operating state of the engine as a particulate deposition amount in the GPF device is increased.

A method is provided for determining exhaust mass flow through a diesel particulate filter (DPF) in an engine arrangement including an engine and an exhaust after treatment system (EATS) comprising the DPF. The method comprises determining soot loading and soot distribution in the DPF, measuring pressure drop over the DPF, measuring pressure in the DPF, measuring temperature in the DPF, and determining exhaust mass flow through the DPF as a function of the measured pressure drop, the measured pressure, the measured temperature, and the soot loading and soot distribution. An arrangement is also provided for determining exhaust mass flow through a diesel particulate filter. A method for controlling one or more engine components, and an engine, are also provided.

An engine control module (ECM) may obtain information concerning a speed of an engine, information concerning an exhaust gas temperature, information concerning an engine airflow rate, information concerning a pressure of an intake manifold associated with the engine, and information concerning a requested amount of engine braking power. The ECM may cause one or more components of a variable geometry turbocharger (VGT) to adjust based on the information concerning the speed of the engine, the information concerning the exhaust gas temperature, and the information concerning the engine airflow rate. Additionally, or alternatively, the ECM may cause the one or more components of the VGT to adjust based on the information concerning the pressure of the intake manifold associated with the engine and the information concerning the requested amount of engine braking power.

Methods and systems are provided for controlling operating of a split exhaust engine system including a scavenge exhaust gas recirculation system based on a composition of constituents within a total flow through the scavenge exhaust gas recirculation system. In one example, a method may include adjusting an engine operating parameter in response to individual flows of each of burnt gases, fresh air, and fuel to an intake passage, upstream of a compressor, from a scavenge manifold coupled to scavenge exhaust valves, the individual flows of each of the burnt gases, fresh air, and fuel determined based on a valve opening overlap between the scavenge exhaust valves and intake valves of the engine.

A fuel injection valve is for injecting fuel to cause combustion in an internal combustion engine. An injection rate adjuster is for adjusting an injection rate of the fuel injected by the fuel injection valve. A control device for the internal combustion engine includes a signal generator, and an outputter. The signal generator generates a command signal to cause the injection rate adjuster to adjust the injection rate based on a parameter, which is to estimate an internal EGR amount in which a part of exhaust gas remains in a cylinder. The outputter outputs the command signal to the injection rate adjuster.

A system for particulate filter regeneration includes a pre-converter universal heated exhaust gas oxygen (UHEGO) sensor disposed upstream from a three-way catalytic (TWC) converter and a particulate filter (PF), and a post-converter UHEGO sensor disposed downstream from the TWC converter and upstream from the PF. An engine controller for an internal combustion engine (ICE) and in communication with the pre-converter UHEGO sensor and the post-converter UHEGO sensor is included. The engine controller is configured to determine an amount of particulate mass accumulated in the PF during operation of the ICE and deactivate at least one of a plurality of cylinders of the ICE such that a deactivated cylinder intake air (DCIA) pass-through volume flows through the at least one deactivated cylinder and into the TWC converter and the PF. The DCIA pass-through volume is a function of the determined amount of particulate mass accumulated in the PF.

An engine control module (ECM) may obtain information concerning a speed of an engine, information concerning an exhaust gas temperature, information concerning an engine airflow rate, information concerning a pressure of an intake manifold associated with the engine, and information concerning a requested amount of engine braking power. The ECM may cause one or more components of a variable geometry turbocharger (VGT) to adjust based on the information concerning the speed of the engine, the information concerning the exhaust gas temperature, and the information concerning the engine airflow rate. Additionally, or alternatively, the ECM may cause the one or more components of the VGT to adjust based on the information concerning the pressure of the intake manifold associated with the engine and the information concerning the requested amount of engine braking power.