When a performance flag of a temperature raising process becomes “1”, a CPU increases an injection amount for first, third and fourth cylinders from a base injection amount for making an air-fuel ratio of an air-fuel mixture equal to a theoretical air-fuel ratio, by an increase amount, and stops combustion control in a second cylinder. The CPU gradually increases a ratio of the increase amount to the base injection amount, at the start of the temperature raising process.

An intelligent electronic device (IED) may monitor wet stack residue buildup of a diesel engine. Once the wet stack residue accumulates to a certain amount, the IED may perform a mitigation procedure. Additionally, tracking wet stack residue buildup may allow an IED to attempt to prevent or reduce accumulation of the wet stack residue. The IED may track an operating power level of the diesel engine to estimate the rate of residue buildup.

When a performance flag of a temperature raising process becomes “1”, a CPU increases an injection amount for first, third and fourth cylinders from a base injection amount for making an air-fuel ratio of an air-fuel mixture equal to a theoretical air-fuel ratio, by an increase amount, and stops combustion control in a second cylinder. The CPU gradually increases a ratio of the increase amount to the base injection amount, at the start of the temperature raising process.

Various methods and systems are provided for controlling emissions. In one example, a controller is configured to respond to one or more of intake manifold air temperature (MAT), intake air flow rate, or a sensed or estimated intake oxygen fraction by changing an exhaust gas recirculation (EGR) amount to maintain particulate matter (PM) and NOx within a range, and then further adjusting the EGR amount based on NOx sensor feedback.

A soot control system for an internal combustion engine includes an internal combustion engine with a plurality of cylinders. A plurality of engine operating condition sensors are provided. An electronic control unit (ECU) with one or more processors and a non-transitory computer-readable medium storing computer-executable instructions, includes a Gaussian process model. The ECU is configured to receive data from the plurality of engine operating condition sensors. The ECU is configured to calculate a soot parameter of an actual air fuel ratio and calculate a soot parameter of a desired air fuel ratio using the Gaussian process model with the engine operating condition data as input to the Gaussian process model and compare the soot parameter of an actual air fuel ratio and a soot parameter of a desired air fuel ratio to generate a soot offset value.

A method of controlling exhaust gas recirculation in the internal combustion engine includes: sensing one or more sensing signals indicative of operating conditions of an internal combustion engine, producing, as a function of the sensing signal or signals sensed, an exhaust gas recirculation control signal for controlling exhaust gas recirculation in the internal combustion engine, producing, e.g., via a “virtual” sensor including a neural network, a particulate size distribution signal indicative of the particulate size distribution in the exhaust of the internal combustion engine, correcting the exhaust gas recirculation control signal as a function of the particulate size distribution control signal, thereby producing a corrected exhaust gas recirculation control signal, and controlling exhaust gas recirculation in the internal combustion engine as a function of the corrected exhaust gas recirculation control signal.

A vehicle is provided and includes a GPF (gasoline particulate filter) that is configured to store a soot generated in an engine and burn the soot and a sensor that is configured to detect a first soot mass included in the GPF. A controller is configured to calculate a second soot mass estimated at the ignition off based on the detected first soot mass and determine an inlet temperature of the GPF based on the second soot mass and a predetermined reference value. The engine is then operated based on the determined inlet temperature of the GPF.

A method and control device for monitoring the function of a particulate filter in an exhaust gas duct of an internal combustion engine. A soot emission in the exhaust gas duct downstream from the particulate filter is determined with a particle sensor, an expected soot emission after a limit particulate filter at the location of the particle sensor is simulated and a comparison value is ascertained. A good particulate filter is found if the measured soot emission is less than the comparison value of the simulated soot emission. A defective particulate filter is found if the measured soot emission is higher than the comparison value of the simulated soot emission. The simulated soot emission is determined as being a simulated soot particle concentration at the installation site of the particle sensor such that a basic soot concentration in a soot concentration model is corrected at least with an oxygen correction.

An active purge system may include: a canister to collect therein an evaporation gas evaporated from a fuel tank; a purge line to connect the canister to an intake pipe; a purge pump to pressurize the evaporation gas to allow the evaporation gas to move from the canister to the intake pipe; a purge valve installed on the purge line to be located between the purge pump and the intake pipe; and an engine connected to the intake pipe. In particular, the engine includes an injector installed on a cylinder head, an intake valve, and an exhaust valve.

A method of calibrating a soot load estimating function for a diesel particulate filter uses radio frequency attenuation measurement and temperature measurements. The method comprises identifying a minimum mean attenuation value associated with a standard deviation that exceeds a standard deviation threshold and using this minimum mean attenuation value as a reference value. The method further comprises using a data library that contains gradient values for each of a range of possible temperature values to obtain a first gradient value, the first gradient value corresponding to the first temperature value, wherein each gradient value relates to the gradient of a linear approximation between mean attenuation and soot load at the corresponding temperature. The method involves using the reference value and the first gradient value to determine an axis intercept value for use as an offset value and adopting the offset value as a temperature-independent calibration value for the diesel particulate filter.