Siemens Aktiengesellschaft

Continental Automotive Gmbh

Vitesco Technologies Gmbh

Erwin Achleitner

Gerhard Eser

Florian Kleiner

Gerhard Haft

Martin Cwielong

Paul Rodatz

Dirk Baranowski

Hong Zhang

Achim Koch

Carlos Eduardo Migueis

Franz Kunz

Peter Hirth

Gerd Rösel

Friedrich Graf

Manfred Weigl

Hellmut Freudenberg

Willibald Schürz

Manfred Wier

Lothar Hofmann

Wieland Mathes

Christoph Klesse

Johannes Beer

Marco Mechi

Tobias Ritsch

Stefan Krebs

Anatoliy Lyubar

Antonio Agresta

Holger Stock

Gerd Roesel

Eberhard Kull

Rainer Tost

Xaver Gebhardt

Ludwig Binnewies

Claus Anzinger

Marco Saliu

Luca Gestri

Detlev Schoppe

Roland Haufler

Gerald Weber

Philipp Langenfeld

Friedrich Kapphan

Thomas Elbe

Tino Arlt

Soufiane Kolodziej

Hendra Kurniawan

Thomas Maurer

A device for the aftertreatment of exhaust gases from an exhaust-gas source, having a spatially delimited flow path through which flow may pass proceeding from the exhaust-gas source, having a heating catalytic converter which is arranged in the flow path and which, as viewed in a flow direction, firstly has a catalytically active catalytic converter through which flow may pass and, following this in the flow direction, has an electrically heatable heating disk, wherein at least one outlet of a secondary air supply is arranged in the region of the heating catalytic converter such that a gas flow referred to as secondary air is fed into the flow path in the region of the heating catalytic converter.

Exhaust gas aftertreatment device

Various embodiments of the teachings herein include a method for heating a catalytic converter arranged in an exhaust-gas tract of an internal combustion engine and comprising an electric heating device. An example method may include: activating the electric heating device with a specified heating power at a time before the internal combustion engine is started; monitoring the catalyst temperature in a region of the catalytic converter adjacent the heating device; before the catalyst temperature has reached a predetermined first threshold value, supplying a secondary air mass flow with a first flow rate is supplied into the exhaust-gas tract upstream of the catalytic converter; and after the catalyst temperature has reached the predetermined first threshold value, increasing the secondary air mass flow to a second flow rate greater than the first flow rate.

Method and apparatus for electrically heating a catalytic converter

A method for operating an exhaust-gas purification system which is arranged in the exhaust system of an internal combustion engine, and an exhaust-gas purification system, are described. In the method, a combination of electrical catalytic converter heating measures with internal combustion engine catalytic converter heating measures is implemented, whereby particularly fast and inexpensive heating of a catalytic converter is achieved. The corresponding exhaust system preferably has, in an exhaust-gas flow direction, firstly a support catalytic converter and then a heated catalytic converter.

Method for operating an exhaust gas cleaning system arranged in the exhaust line of an internal combustion engine, and exhaust gas cleaning system

Various embodiments of the teachings herein include a method for determining the nitrogen oxide content and/or ammonia content in the exhaust gas of an internal combustion engine with a catalytic converter arranged in an exhaust tract and an exhaust gas sensor downstream of the catalytic converter. In some embodiments, the method comprises: determining an operating state of the internal combustion engine, the operating state indicating either lean operation or rich operation of the internal combustion engine; generating a signal using the exhaust gas sensor; and determining the nitrogen oxide content and/or ammonia content in the exhaust gas at least partially based on the determined operating state of the internal combustion engine and the signal.

Method for ascertaining the nitrogen oxide fraction and/or ammonia fraction in the exhaust gas of an internal combustion engine

The disclosed embodiments relate to a device for operating a tank ventilation system of an internal combustion engine. This device has a fuel tank, an activated carbon filter for collecting and buffering fuel vapors escaping from the fuel tank, a purge air pump and a control unit. The outlet of the purge air pump is connected to the intake tract of the internal combustion engine via a first tank venting valve and connected to the exhaust tract of the internal combustion engine via a second tank venting valve.

Device for operating a tank ventilation system of an internal combustion engine

A method for operating an internal combustion engine having a high-pressure fuel injection system stops and starts the engine independently of an intervention by the motor vehicle operator and then restarted. A high-pressure fuel pump is used to pump fuel to a high-pressure reservoir to which at least one high-pressure fuel injector is connected in order to inject fuel into the at least one cylinder of the internal combustion engine. Fuel pressure can be adjusted on the high-pressure side using an electrically actuated pressure reduction valve (PDV).

Method and device for operating an internal combustion engine comprising a high-pressure fuel injection system

The present disclosure relates to a nozzle body for a fuel injection valve, the nozzle body including a cavity and an injection channel for dispensing fuel from the cavity. The injection channel includes a first section and a second section downstream of the first section, the first and second sections having a common interface. The first section extends from a fuel inlet opening to a second opening disposed at the common interface. The cross-sectional area of the first section monotonically decreases from the fuel inlet opening to the common interface. The cross-sectional area of the second section monotonically increases from the common interface to the fuel outlet opening.

Nozzle body and fuel injection valve

Various embodiments include a method for controlling an internal combustion engine comprising: determining a speed of the internal combustion engine; determining a cylinder wall temperature of a combustion cylinder of the internal combustion engine; selecting an injection mode based at least in part on the speed and the cylinder wall temperature; and actuating a fuel injector associated with the combustion cylinder based on the selected injection mode.

Controlling fuel injection in an internal combustion engine

Various embodiments may include a method and a control device for operating a tank venting system of an internal combustion engine. For example, a method for operating an engine may include: activating a scavenge air pump disposed in a regeneration line with a fuel vapor retention filter; upon reaching a constant speed of an impeller of the scavenge air pump conveying the scavenge air, detecting a pressure upstream of the scavenge air pump and a pressure downstream of the scavenge air pump; calculating a differential pressure across the scavenge air pump; determining the degree of loading of the fuel vapor retention filter based at least in part on the differential pressure; and adjusting a fuel injection time based on the degree of loading.

Method and a control device for operating a tank venting system of an internal combustion engine

A method is disclosed for estimating a fuel leakage quantity which enters from a leaking injection valve during a shut-down time of a motor vehicle into an intake tract or into a cylinder of an internal combustion engine of the motor vehicle and is added to a fuel mixture to be combusted during a starting process. The method may include: measuring a first start index characteristic of a starting behavior of the engine during a first starting process; determining a first injected fuel quantity during the first starting process; measuring a second start index characteristic of a starting behavior of the engine during a second starting process; determining a second injected fuel quantity during the second starting process; and estimating the fuel leakage quantity based on the measured first start index, the determined first injected fuel quantity, the measured second start index and the determined second injected fuel quantity.

Estimating a fuel leakage quantity of an injection valve during a shut-down time of a motor vehicle

A method is provided for determining a time duration for an electric actuation of a valve which has a coil drive, in particular of a direct-injection valve for an internal combustion engine. The method may include a deactivation of a current flow through a coil of the coil drive, such that the coil is in a currentless state, a detection of a time profile of a voltage induced in the currentless coil, a determination of the closing time of the valve on the basis of the detected time profile, and a determination of a time duration of the electric actuation of the valve for a future injection process on the basis of the determined closing time. A corresponding device and a computer program for carrying out the described method are also disclosed.

Electric actuation of a valve based on knowledge of the closing time of the valve

A valve for the injection of fuel has a valve body () which has a recess () in which a valve needle () that is movable in the axial direction is arranged. The valve needle () together with the valve body () forms an injection nozzle () in a downstream zone. In a closed position the valve needle () prevents a stream of fuel from passing through the injection nozzle () but otherwise leaves it unimpeded. At a downstream end the injection nozzle () has a deflecting element () so arranged that a stream of fuel is deflected from taking a predominantly upstream course from the deflecting element ().

Valve and nozzle device for the injection of fuel

In a method and a device for operating an injection valve, a relevant time (t_ACT) is determined during a catch phase (PH_CATCH) when the electromagnetic actuator reaches a predetermined fraction value of the electric current, which value is smaller than a maximum current value, and a fraction of interval (T_FRAC) since the start of the respective catch phase (PH_CATCH) is determined depending thereon and the injection valve is diagnosed depending on the fraction of interval (T_FRAC) and the predetermined minimum and maximum threshold interval values (THD_T_MIN, THD_T_MAX).

Method and device for operating an injection valve

An injection valve has a magnetic actuator and an injector needle able to be moved axially by the magnetic actuator. To meter a fluid by the injection valve the magnetic actuator is activated for an individual metering process with at least one actuation signal with a first or second signal waveform. The two actuation signals differ from one another in that, on activation of the magnetic actuator by the actuation signal with the first signal waveform, less energy is transmitted to a magnet unit of the magnetic actuator than during activation of the magnetic actuator by the actuation signal with the second signal waveform. The magnetic actuator is activated by the actuation signal with the second signal waveform if an activation of the magnetic actuator by the actuation signal with the first signal waveform leads to an undesired premature closure of the injector needle.

Method and device for metering a fluid

In order to reduce the quantity deviation of a fuel injection valve, it is proposed according to the various embodiments that a test injection be carried out during an overrun cut-off phase of a motor vehicle in operation. In the process, the fuel rail () is closed on the inlet side and the selected injection valve () is activated. A quantity difference between the predetermined setpoint and the actual value can be determined by measuring a pressure difference in the fuel rail () before and after the test injection. This results in a correction factor with which the activation for the selected injection valve () is corrected for subsequent injections.

Method and device for controlling an injection valve of an internal combustion engine

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Obertraubling, Germany

Erwin Achleitner