A particulate filtering apparatus for dry filtering exhaust gases of a diesel engine includes at least two compartments independently arranged in parallel with respect to a flow of the exhaust gases. Each of the compartments is equipped with at least one shut-off valve for regulating the flow of gas passing through the compartment and further includes one or more filters adapted to hold the particulate and an emission device to generate a countercurrent gas pulse flow at the one or more filters. A central control unit operates and controls the at least one shut-off valve and of said emission device. Each of the at least two compartments further includes an injector operably controlled by the central control unit for the inlet of hot gases into the at least two compartments.

An exhaust gas temperature control apparatus adjusts the temperature of exhaust gas in a stage before an exhaust gas purification unit disposed in an exhaust pipe passage of an internal combustion engine. The exhaust gas temperature control apparatus includes a heat reservoir which can store and radiate heat, a heating member which causes the heat reservoir to store heat, and a temperature control section which controls the temperature of the exhaust gas discharged from the exhaust gas temperature control apparatus by causing the heat reservoir to store heat or radiate heat in accordance with operation state of a vehicle on which the internal combustion engine is mounted.

An exhaust system for an internal combustion engine, especially diesel internal combustion engine, includes an exhaust gas flow duct (12). At least one exhaust gas treatment unit (23, 26, 28, 30) is provided in an exhaust gas treatment duct area (16) of the exhaust gas flow duct (12). The exhaust gas treatment duct area (16) of the exhaust gas flow duct (12) extends, in at least some areas, in an insulation volume (20), through which exhaust gas discharged from the exhaust gas treatment duct area (16) can flow.

A fuel reforming system includes: an engine combusting reformed gas to generate mechanical power; an intake line connected to the engine to supply the reformed gas and air to the engine; an exhaust line connected to the engine to circulate the exhaust gas discharged from the engine; a fuel reformer provided at an exhaust gas recirculation (EGR) line diverging from the exhaust line; and a catalyst disposed at the exhaust line and purifying nitrogen oxide included in the exhaust gas at a front end of the fuel reformer. In particular, the fuel reformer mixes the fuel with the EGR gas which is a part of the exhaust gas and passes through the EGR line, and reforms the fuel mixed in the EGR gas.

An estimated trapped amount (PM) that is an estimated value of an amount of particulate matter that is trapped in a particulate filter arranged in an engine exhaust passage is calculated based on an engine operating state, and PM removal control is performed when the estimated trapped amount exceeds an upper limit amount. Reference temperature increase control is performed to remove the particulate matter from the particulate filter, and an actual temperature that is the temperature of the particulate filter while the reference temperature increase control is being performed is detected. A reference temperature that is the temperature of the particulate filter when it is assumed that the reference temperature increase control has been performed when the amount of particulate matter trapped in the particulate filter is a reference initial trapped amount is stored in advance. The estimated trapped amount is corrected based on the actual temperature and the reference temperature.

An evaporative emissions (EVAP) system for a vehicle includes a waste heat control valve configured to direct an exhaust gas from an exhaust treatment system, the waste heat control valve being positioned at a point downstream from a catalyst of the exhaust treatment system, a vapor canister configured to store a fuel vapor evaporated from a liquid fuel housed in a fuel tank of the vehicle, and a heat exchanger connected to (i) the fuel tank, (ii) the waste heat control valve, and (iii) the vapor canister, the heat exchanger being configured to (a) utilize the exhaust waste heat to evaporate the fuel vapor from the liquid fuel and (b) provide the evaporated fuel vapor to the vapor canister. A method of operating the EVAP system includes controlling the waste heat control valve and a fuel pump to provide the vapor canister with a desired amount of fuel vapor.

An aftertreatment device for reducing NOx, PM, HC, and CO generated by a compression-ignition engine. In this device, lean exhaust air generated in the engine is enriched using a reactor together with an oxygen sorption device according to a target deNOx efficiency value, and heat energy is recovered. The enriched exhaust gas then passes through an oxidation catalyst, where NOx is reduced with CO and HC. PM in the exhaust gas is further trapped in a DPF. To lower energy cost, an heat exchanger is used for more effectively heating the DPF during regeneration, and an exhaust gas compressor positioned upstream from the DPF is employed to control engine back pressure. When exhaust gas temperature is low, to regenerate the DPF with minimum energy consumption, an electrical heater is used to heat dosing fuel before it is mixed with exhaust gas, and a regeneration heating process is then jump-started.

Method and system for removal of particles such as soot, ash and heavy metals, and optionally additionally NO.sub.X and SO.sub.X being present in exhaust gas from an engine or process equipment.

A system for treating exhaust gases of an engine on a motor vehicle including a particle filter, in which regeneration of the particle filter is controlled by bringing temperature of gases that are upstream from the particle filter to a first set temperature to initiate combustion of soot accumulated in the particle filter. A critical area and a normal area are defined on the basis of a point of operation of the engine, by a load of the engine and a speed. The temperature of the exhaust gases is brought to the first set temperature in the normal area and to a second set temperature, which is lower than the first set temperature, in the critical area.

A heat management system is provided for an automotive system having a plurality of heat manageable components. The heat management system includes a plurality of heat transferring path having a plurality of heat pipes, and a heat exchanger for each of the heat manageable component of the automotive system. The heat pipes are configured to transfer heat from at least one of the heat exchanger to another heat exchanger.