A diagnostic system (10) is provided and includes a sensor (24) disposed downstream from an exhaust gas aftertreatment system. Also included in the diagnostic system (10) is a central diagnostic unit (35) configured to diagnose a condensation condition associated with the sensor (24) for mitigating a sensor failure due to water condensation on the sensor (24), the central diagnostic unit (35) performing the diagnosis on the condensation condition based on water storage and release information related to a component of the exhaust gas aftertreatment system. The sensor (24) is activated based on the water storage and release information.

The disclosure relates to a method for determining the icing condition of a component of the exhaust-gas system of a motor vehicle that is not arranged directly in the exhaust-gas mass flow and/or of the feed line of the component. The method includes: determining a water quantity actually present in the component and in the feed line thereof and the state of aggregation of the water quantity; determining an energy quantity required for deicing and for volatilizing the water quantity; and determining an energy quantity supplied for deicing and for volatilizing the water quantity by radiated heat from components arranged directly in the exhaust-gas mass flow of the exhaust-gas system of the motor vehicle to the surroundings. The method also includes determining the icing condition of the component by comparing the energy quantity supplied for deicing and for volatilization with the energy quantity required for deicing and for volatilization.

An exhaust gas purification apparatus for an internal combustion engine according to the present disclosure obtains an electric resistance value of the electrically heated catalyst after the lapse of a predetermined period of time which is a period of time required for condensed water adhered to the electrically heated catalyst to finish evaporating from the start of energization of the electrically heated catalyst, and calculates a heat energy shortage amount which is an amount of heat energy insufficient for raising the temperature of the electrically heated catalyst to a predetermined temperature or above, based on a difference between the electric resistance value thus obtained and a predetermined reference resistance value. Then, the exhaust gas purification apparatus supplies to the electrically heated catalyst an amount of energy required to compensate for the heat energy shortage amount.

Separation efficiency of a gas in a gas separator mounted on a vehicle is improved. The gas separation system mounted on the vehicle provided with an internal combustion engine includes the gas separator configured to separate a predetermined component in the gas under the existence of water, a first passage connected to the gas separator so as to introduce an atmosphere into the gas separator, and a second passage connecting between an exhaust passage of the internal combustion engine and the first passage so as to introduce exhaust gas of the internal combustion engine into the gas separator.

Methods and systems are provided for removing moisture from an engine exhaust system. In one example, a method includes, during a vehicle key-off condition, in response to a higher than threshold exhaust moisture level and a lower than threshold engine run time during an immediately prior drive cycle, operating an electric air compressor to remove the moisture accumulated in the exhaust manifold.

An emission control system, such as an emission control system for a diesel engine, which includes both a NOx sensor and an electrostatic Particulate Matter (ePM) sensor, and uses the signal from the ePM sensor to determine when it is safe to activate and heat up the NOx sensor after engine ignition. This is performed as soon as moisture clears the exhaust, without having to wait any additional time as a safety factor to maximize the reliability of the NOx sensor against damage from water thermal shock. It also allows for a higher degree of application flexibility for a specific engine and aftertreatment combination to be used in a variety of vehicle applications, environmental conditions, and vehicle operating profiles.

A vehicle includes an internal combustion engine, an electrically-heated catalyst device provided in an exhaust passage thereof, and an electronic control unit configured to control base material electric power supply supplied to a conductive base material. The catalyst device includes the conductive base material that generates heat upon energization, and a catalyst heated through the conductive base material. The electronic control unit determines whether the conductive base material is in a stagnant period, where temperature of the conductive base material partially stagnates in a prescribed temperature zone, the stagnant period occurring when water is present inside the catalyst device in a process of increase in temperature of the conductive base material. When determining that the conductive base material is in the stagnant period, the electronic control unit controls the base material electric power supply to be lower than when determining otherwise.

A vehicle comprising an internal combustion engine, an electrical heated type catalyst device provided in an exhaust passage of the internal combustion engine and including a conductive substrate generating heat upon energization and a catalyst heated through the conductive substrate, and a control device, the control device comprising an internal moisture calculating part calculating an amount of internal moisture comprised of an amount of moisture present at an inside of the catalyst device and an engine output control part controlling the output of the internal combustion engine based on a required vehicle output and the amount of internal moisture. The engine output control part is configured so that if moisture is present at the inside of the catalyst device, it restricts the output of the internal combustion engine to a lower output when the internal moisture is large compared to when it is small.

Selective catalytic reduction device (SCR) assessment methods include, while communicating exhaust to the SCR, determining a first temperature differential (dT) between a modeled exotherm phase temperature and a measured SCR exotherm outlet exhaust temperature, comparing the first dT to a first threshold, and determining that the SCR performance is suitable if the first dT is below the first threshold, or, if the first dT is above the first threshold, communicating exhaust gas to the SCR during a water endotherm phase, determining a second dT between a modeled endotherm phase temperature and a measured SCR endotherm phase outlet exhaust temperature, comparing the second dT to a second threshold, and determining that the SCR performance is suitable if the second dT is above the second threshold, or determining that the SCR performance is unsuitable if the second dT is below the second threshold. Performance can be SCR reductant storage capacity.

The NOx catalyst is irradiated with an electromagnetic wave, a resonance frequency and a ratio of a reception power to an oscillation power at the time of the irradiation are detected, and an upper limit value of a change amount of the resonance frequency or an upper limit value of a change amount of the ratio at which the NOx catalyst is diagnosed to be abnormal is determined from a change amount of the resonance frequency and a change amount of the ratio until water is adsorbed on all acid sites included in the NOx catalyst, and a change amount of the resonance frequency and a change amount of the ratio until ammonia is adsorbed on all acid sites included in the NOx catalyst, when it is supposed that the NOx catalyst is in a state of being on the borderline between normal and abnormal.