# US 11,306,649 B2 · Engine system > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 11,306,649 B2 - Document ID: US11306649B2 - Status: Granted - Kind: B2 - Application number: 17/080,349 - Filed: 2020-10-26 - Published: 2021-02-11 - Granted: 2022-04-19 - Earliest claimed: 2018-04-26 - Assignees: IHI Corporation - Applicants: Ihi Corporation - Inventors: Yutaka Masuda; Yasunori Ashikaga; Yoshiyuki Umemoto - Web page: https://patentgrep.com/patent/US11306649B2 ## CPC - F02B 37/168: {into the exhaust conduit (F02B37/166 takes precedence)} - F02D 41/1463: {of the exhaust gases downstream of exhaust gas treatment apparatus} - F01N 3/2006: {Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating (by electrically controlling the supply of combustible mixture or its constituents only F02D41/0235)} - F01N 3/28: Construction of catalytic reactors - F01N 5/04: the devices using kinetic energy - F01N 9/00: Electrical control of exhaust gas treating apparatus (monitoring or diagnostic devices for exhaust-gas treatment apparatus F01N11/00; conjoint electrical control of two or more combustion engine functions F02D43/00) - F02B 25/04: Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke - F02B 37/18: by bypassing exhaust {from the inlet to the outlet of turbine or to the atmosphere} - F02B 75/04: Engines with variable distances between pistons at top dead-centre positions and cylinder heads - F02B 75/045: {by means of a variable connecting rod length} - F02D 15/00: Varying compression ratio - F02D 15/02: by alteration or displacement of piston stroke - F02D 41/0007: {for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12)} - F02D 41/0235: {in relation with the state of the exhaust gas treating apparatus (control of exhaust gas treating apparatus per se F01N)} - F02D 41/024: {to increase temperature of the exhaust gas treating apparatus} - F02D 41/401: {Controlling injection timing (F02D41/402 takes precedence)} - F01N 3/208: {Control of selective catalytic reduction [SCR], e.g. by adjusting the dosing of reducing agent} - F01N 2410/03: in case of low temperature - F01N 2430/00: Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics - F01N 2430/08: by modifying ignition or injection timing - F01N 2900/08: said parameters being related to the engine - F01N 2900/1602: Temperature of exhaust gas apparatus - F02D 23/00: Controlling engines characterised by their being supercharged - F02D 2200/0802: Temperature of the exhaust gas treatment apparatus - Y02T 10/12: Improving ICE efficiencies - Y02T 10/40: Engine management systems - F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G) - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - F01N: GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES (arrangements in connection with gas exhaust of propulsion units in vehicles B60K13/00; combustion-air intake silencers specially adapted for, or arranged on, internal-combustion engines F02M35/00; protecting against, or damping, noise in general G10K11/16) - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract Provided is an engine system including: a bypass pipe (bypass flow passage) connecting an upstream side and a downstream side of the turbine on an exhaust flow passage; a bypass valve configured to open and close the bypass flow passage; and a catalytic activation controller configured to control the bypass valve and a compression ratio of a combustion chamber. ## Claims ### Claim 1 An engine system, comprising: a combustion chamber to which an intake flow passage and an exhaust flow passage are connected; an exhaust gas purification catalyst provided to the exhaust flow passage; a turbocharger including: a turbine arranged on the exhaust flow passage; and a compressor arranged on the intake flow passage; a bypass flow passage for connecting an upstream side and a downstream side of the turbine on the exhaust flow passage; a bypass valve configured to open and close the bypass flow passage; a detector configured to detect a temperature of the exhaust gas purification catalyst, and a controller configured to control the bypass valve and a compression ratio of the combustion chamber, wherein, when the temperature of the exhaust gas purification catalyst is smaller than a first threshold value, the controller controls the bypass valve to an open state and controls the compression ratio to a high compression ratio larger than a minimum compression ratio, and when the temperature of the exhaust gas purification catalyst is equal to or larger than the first threshold value, the controller controls the bypass valve to a closed state and maintains the high compression ratio. ### Claim 2 (depends on 1) The engine system according to claim 1, further comprising a compression ratio varying mechanism configured to change a top dead center position of a piston in a cylinder. ### Claim 3 (depends on 1) The engine system according to claim 1, wherein, when the temperature of the exhaust gas purification catalyst is equal to or larger than a second threshold value larger than the first threshold value, the controller controls the bypass valve to a closed state and controls the compression ratio to a low compression ratio smaller than the high compression ratio. ### Claim 4 (depends on 1) The engine system according to claim 1, wherein, when the temperature of the exhaust gas purification catalyst is smaller than a the first threshold value, the controller controls a fuel injection timing to a second fuel injection timing later than a first fuel injection timing. ### Claim 5 (depends on 4) The engine system according to claim 4, wherein, when the temperature of the exhaust gas purification catalyst is equal to or larger than the first threshold value, the controller controls the fuel injection timing to the first fuel injection timing and maintains the high compression ratio. ### Claim 6 (depends on 5) The engine system according to claim 5, wherein, when the temperature of the exhaust gas purification catalyst is equal to or larger than a second threshold value larger than the first threshold value, the controller controls the fuel injection timing to the first fuel injection timing and controls the compression ratio to a low compression ratio smaller than the high compression ratio. ### Claim 7 (depends on 4) The engine system according to claim 4, wherein, when the temperature of the exhaust gas purification catalyst is equal to or larger than a second threshold value larger than the first threshold value, the controller controls the fuel injection timing to the first fuel injection timing and controls the compression ratio to a low compression ratio smaller than the high compression ratio.