A method is disclosed to control an exhaust gas after-treatment system with at least one catalytic converter arranged along an exhaust duct and a burner, which is suited to introduce exhaust gases into the exhaust duct, wherein inside the burner there is defined a combustion chamber, which receives fresh air through an air feeding circuit and fuel from an injector; the method comprises housing a temperature and pressure sensor interposed between a pumping device and the burner or leaving the burner; acquiring the pressure signal generated by the combustion inside the combustion chamber and detected by said temperature and pressure sensor; and controlling the combustion inside the combustion chamber as a function of said pressure signal.

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.

A reductant insertion system for an after treatment system configured to decompose constituents of an exhaust gas, includes: a dry reductant tank configured to contain a dry reductant; a reductant delivery line configured to operatively couple the dry reductant tank to the after treatment system for delivery of the dry reductant to the after treatment system; and a pressurized gas source configured to communicate the dry reductant to the after treatment system through the reductant delivery line using pressurized gas.

A heating system includes at least one electric heater disposed within a fluid flow system and a control device that is configured to determine a temperature of the at least one electric heater based on a model, at least one fluid flow system input, and at least one heater input. The at least one heater input includes at least one physical characteristic of the heating system, the at least one physical characteristic includes at least one of a resistance wire diameter, a heater insulation thickness, a heater sheath thickness, a conductivity, a specific heat and density of the material of the heater, an emissivity of the heater and the fluid flow pathway, and combinations thereof. The control device is configured to provide power to the at least one electric heater based on the temperature of the at least one electric heater.

A method includes calculating whether a quantity of the PMs accumulated in a PF is at or above a risk level at which damage to the PF is caused when reproducing the PF, calculating a driving condition index by accumulating a weighting factor for a driving condition under which there is a likelihood of causing the damage to the PF, when the amount of accumulated PMs is at or above the risk level; calculating a temperature index in accordance with a temperature of the PF and a PM index in accordance with the quantity of the accumulated PMs when the quantity of the accumulated PMs is at or above the risk level; calculating a degradation condition index considering the driving condition index, the temperature of the PF, and the quantity of accumulated PMs; and changing a reproduction periodicity of the PF according to the degradation condition index.

Methods and systems are provided for model-based determination of a temperature distribution of an exhaust aftertreatment system of a vehicle. A power demand from a first component of the aftertreatment system is measure, a heat transfer into the first component of the aftertreatment system based on power demand of the first component and a configurable emissivity value of the exhaust gas is determined, and the temperature of the first component based on the calculated heat transfer is calculated.

Systems and methods for operating an engine that includes an exhaust system with a carbonaceous soot trap described. In one example, a carbonaceous soot load estimate for the carbonaceous soot trap is performed when a differential pressure sensor is degraded. The carbonaceous soot estimate may be performed when the engine is not rotating.

A method includes: determining that at least one cylinder of a first cylinder bank of an engine is active; determining that at least one cylinder of a second cylinder bank of the engine is inactive; receiving an inlet temperature of a selective catalytic reduction system; comparing the inlet temperature to a temperature setpoint; and adjusting at least one of a first exhaust manifold pressure setpoint for the first cylinder bank or a second exhaust manifold pressure setpoint for the second cylinder bank based on the comparison.

An exhaust system for an internal combustion engine of a vehicle includes an exhaust gas pipe, at least one branch pipe branching off from the exhaust gas pipe, for example, a pressure pipe (22), as well as at least one support device (38) supporting at least one branch pipe in relation to an exhaust system component. The support device (38) includes a carrier element (42) fixed to the exhaust system component, a clamping element (44) pressing at least one pressure pipe (22) against the carrier element (42), as well as a clamping (tensioning) device (58) acting between the carrier element (42) and the clamping element (44) for tensioning the clamping element (44) in relation to the carrier element (42).

A method of detecting a need for regeneration of an exhaust particulate filter is described. A first pressure drop is detected in a flow section of an exhaust system which includes the exhaust particulate filter. In addition, an exhaust gas temperature is determined. An exhaust gas mass flow flowing through the exhaust particulate filter is then calculated on the basis of the exhaust gas temperature and the pressure drop. Furthermore, a second pressure drop at the exhaust particulate filter is determined. A need for regeneration is detected when the second pressure drop exceeds a predefined pressure limit value that is dependent on the exhaust gas mass flow. Moreover, an exhaust system for an internal combustion engine is presented which includes an exhaust particulate filter.