A method to control an internal combustion engine having an exhaust duct and an exhaust gas after-treatment system comprising at least one catalytic converter arranged along the exhaust duct; an oxygen sensor housed along the exhaust duct and arranged upstream of said at least one catalytic converter; and a burner suited to introduce the exhaust gases into the exhaust duct upstream of the oxygen sensor the method provides the steps of calculating the thermal power required to reach the nominal operating temperature of said at least one catalytic converter obtained with an objective value of the air/fuel ratio value; and determining both the objective fuel flow rate and the objective air flow rate to be fed to the burner to obtain the thermal power required to reach the nominal operating temperature of said at least one catalytic converter.

A method to control an internal combustion engine provided with an exhaust system for the exhaust gases of a vehicle having an exhaust duct and an exhaust gas after-treatment system comprising at least one catalytic converter arranged along the exhaust duct; a burner suited to introduce the exhaust gases into the exhaust duct to speed up the heating of said at least one catalytic converter, wherein a combustion chamber is defined inside the burner which receives fuel from an injector, designed to inject the fuel inside the combustion chamber and the fresh air by means of an air feeding circuit provided with a pumping device that feeds the air, a shut-off valve arranged upstream of the burner and a mass air flow sensor interposed between the pumping device and the shut-off valve; the method provides the following steps: calculating the thermal power required to reach the nominal operating temperature of said at least one catalytic converter; determining the objective air flow rate to be fed to the burner to obtain said thermal power required to reach the nominal operating temperature of said at least one catalytic converter; determining the nominal number of revolutions with which to operate the pumping device by means of a map depending on the objective air flow rate, on the ambient pressure, on the ambient temperature and on the pressure of the air entering the burner; determining a closed-loop contribution of the number of revolutions with which to operate the pumping device by means of a PID controller which tries to zero a difference between the objective air flow rate and the air flow rate detected by the mass air flow sensor; determining a further contribution of the number of revolutions with which to operate the pumping device depending on the integral action of the PID controller under stationary conditions; and determining the actual number of revolutions with which to operate the pumping device by the sum of the nominal number of revolutions, the closed-loop contribution of the number of revolutions with which to operate the pumping device and the further contribution of the number of revolutions with which to operate the pumping device.

An exhaust gas heating unit for an exhaust system of an internal combustion engine includes a jacket heating conductor element (12) with a jacket (16) and with an electrical heating conductor (14). The electrical heating conductor (14) extends in the jacket (16) and is surrounded by insulating material (18). A heat transfer surface formation (20) is arranged on an outer side of the jacket (16) and is in heat transfer contact with same.

An exhaust system of an internal combustion engine of a motor vehicle includes a particulate filter where particles are filterable out from the exhaust gas by the particulate filter. A selective catalytic reduction (SCR) catalytic converter through which the exhaust gas from the internal combustion engine is flowable for denitrifying the exhaust gas from the internal combustion engine is disposed downstream of the particulate filter. The exhaust gas of the internal combustion engine is heatable by a combustor at a point disposed upstream of the SCR catalytic converter and downstream of the particulate filter where the combustor provides an exhaust gas of the combustor. Particles are filterable out from the exhaust gas of the combustor by a filter element.

A dual-chamber onboard electrolysis system is configured to produce HHO gas for heavy duty trucking applications.

A method to control an exhaust gas after-treatment system for an exhaust system of an internal combustion engine having at least one catalytic converter and a burner, which is suited to introduce exhaust gases into an exhaust duct so as to speed up the heating of said at least one catalytic converter; the method entails inserting an indicator in a dashboard of a vehicle provided with the internal combustion engine so that it provides a driver of the vehicle with indications concerning the burner; and keeping the indicator turned on during a starting step, during which the temperature of said at least one catalytic converter is lower than an activation temperature.

A dual-chamber electrolysis vessel safely stores HHO gas for use by an internal combustion engine.

Timing of HHO gas injection into a 4-stroke engine is optimized based on engine operating parameters to improve fuel economy.

A method for operating an exhaust gas burner (3) downstream of an internal combustion engine (1) and upstream of an exhaust gas catalytic converter (4), comprising controlling an ignition device (12) of the exhaust gas burner (3) during a predeterminable preheating phase without supplying fuel (11) to the exhaust gas burner (3) during the preheating phase and, after completion of the preheating phase, supplying fuel (11) to the exhaust gas burner (3) and burning the supplied fuel (11) in the exhaust gas burner (3). A processor unit and a computer program product for carrying out such a method are furthermore proposed.

A method to control a burner for an exhaust system of an internal combustion engine with an exhaust gas after-treatment system including at least one catalytic converter. The method provides the steps of calculating the thermal power needed to reach the nominal operating temperature of the at least one catalytic converter and determining an actual number of revolutions with which to operate a fresh air pumping device based on the sum of a nominal number of revolutions, a closed-loop contribution of the number of revolutions with which to operate the fresh air pumping device, and a further contribution of the number of revolutions with which to operate the fresh air pumping device in order to ensure optimal thermal power exiting the burner.