Volkswagen Ag

Vb Autobatterie Gmbh

Karsten Michels

Dirk Hagelstein

Ekkehard Pott

Eberhard Meissner

Michael Zillmer

Martin Fuchs

Manfred Kloft

Helmut Laig-Horstebrock

Christopher Gessenhardt

Reinhard Strich

Uwe Dierker

Jens Kühlmeyer

Dieter Ubermeier

Bernd Dr-Ing Rech

Bernard Bäker

Dieter Teuner

A method of heating a catalytic converter of an internal combustion engine, wherein the method comprises the steps of: igniting the gas charge in one of the cylinders in a range from 10° CA before ignition top dead center to 20° CA after ignition top dead center; and opening the exhaust valve of the cylinder exhaust of the cylinder in a range from 30° CA to 55° CA after ignition top dead center. The method allows the catalytic converter of the internal combustion engine to quickly reach operating temperature and thus contributes to the reduction of pollutant emissions. An internal combustion engine is also provided that is designed to carry out the method of the invention for heating a catalytic converter.

Method for heating a catalytic converter

A method for installing spark plugs on a cylinder head of an internal combustion engine. An oriented thread is incorporated in the spark plug and a corresponding internal thread is incorporated in a hole for receiving a spark plug in the cylinder head of the internal combustion engine. A sealing element is arranged between a contact surface on the cylinder head and a shoulder on the spark plug. The spark plug is inserted in the hole in the cylinder head and the thread of the spark plug is screwed into the internal thread of the hole. A fine alignment of the spark plug is performed in terms of a position with respect to angle of rotation relative to the combustion chamber, wherein the sealing element is pressed together during the fine alignment until a final angular position of the spark plug is reached.

Method for installing spark plugs on a cylinder head of an internal combustion engine, and internal combustion engine

A combustion engine having at least one cylinder, wherein the at least one cylinder has a main combustion chamber for burning a fuel/air mixture or a fuel/air/exhaust gas mixture and has a flushed prechamber connected to the main combustion chamber via at least one overflow duct on the fluid side, and comprises at least one exhaust gas turbocharger which has a turbine for the expansion of the at exhaust gas leaving the at least one cylinder and a compressor for compressing fresh air or a fresh air/exhaust gas mixture to be supplied to the at least one cylinder as compressed charge-air. For the supply of the combustion chamber, a combustion chamber charge-air line is disposed in a charge-air line downstream of the compressor and for the supply of the prechamber, a prechamber flushing line branching off at an extraction point is formed.

Supply of a flushing fluid to an active prechamber of a turbocharged gasoline engine in combination with turbo cooling

An internal combustion engine having at least one cylinder that has a main combustion chamber for burning a fuel/air mixture or a fuel/air/exhaust gas mixture and has a flushed prechamber connected to the main combustion chamber via at least one overflow duct on the fluid side. At least one exhaust gas turbocharger is provided that has a turbine for the expansion of the at exhaust gas leaving the at least one cylinder and a compressor for compressing fresh air or a fresh air/exhaust gas mixture to be supplied to the at least one cylinder as compressed charge-air. In a charge-air line downstream of the compressor, an extraction point is formed from which a flushing line branches off, via which a partial amount of charge-air of the compressed charge-air for flushing the at least one prechamber can be extracted.

Supply of an active prechamber for turbocharged gasoline engines with an air extraction downstream of an exhaust gas turbocharger

A fuel supply system for the active purging of at least one antechamber of a spark-ignition internal combustion engine, using a gaseous fuel, the internal combustion engine comprising at least one main combustion chamber, which is connected to the at least one antechamber at least on the fuel side. An evaporator is disposed upstream from the at least one antechamber.

Fuel supply system for the active purging of an antechamber of a spark-ignition internal combustion engine, using fuel vapor or a fuel vapor/air mixture, with the aid of a fuel evaporator upstream from the antechamber

An ignition system and a method for a spark-ignition combustion engine having a high-frequency plasma-augmented ignition spark, the spark ignition of the fuel being realized by at least one spark plug associated with a combustion chamber of the combustion engine. The spark plug has a prechamber having at least one opening via which the prechamber communicates with the combustion chamber on the fuel side, so that the ignition spark in the prechamber, into which the high-frequency plasma can be injected, induces the plasma-augmented spark ignition of the fuel in the prechamber.

Ignition system having a high-frequency plasma-enhanced ignition spark of a spark plug, including an antechamber, and a method associated therewith

An exhaust gas system of an internal combustion engine, including a catalyst, and a cooling section provided upstream of the catalyst. The cooling section includes an additional cooling arrangement provided so that in all operating phases of the internal combustion engine with their different exhaust gas mass flow rates, the amount of thermal energy dissipated from the exhaust gas relative to a total amount of thermal energy present in the exhaust gas (relative heat dissipation) is increased in such a way that a maximum temperature reduction is obtained at intermediate values of the exhaust gas mass flow rate.

Exhaust gas system of an internal combustion engine with a catalyst

In a process for determining the state of charge and the peak current loadability of batteries in the currentless pauses before and after a loading phase the no-load voltages U.sub.01 and U.sub.02 are measured. From them, with allowance for battery-specific parameters, especially the time curve of the no-load voltage, the true battery rest voltages U.sub.001 and U.sub.002 are computed. During the loading phase the converted current quantity q is measured and from the relationship U.sub.002 -U.sub.001 =C.sub.1 .multidot.q/Q.sub.0 the acid capacity Q.sub.0 of the battery is found. The relative state of charge SOC.sub.1 is determined from a curve of the rest voltage U.sub.00 linearized by the formula SOC.sub.1 =U.sub.002 /C.sub.1 -C.sub.2 as a function of the state of charge of the battery from which the absolute state of charge is calculated as SOC.sub.1 .multidot.Q.sub.0. From the internal resistance R.sub.1, a preassigned temperature and the last determined state of charge, a rest voltage is predicted for a later time from which, with the current necessary for starting the engine known, a pronouncement can be derived concerning the starting capacity of the battery.

Process for determining the state of charge and the peak current

A method for controlling a cooling circuit of an internal combustion engine which includes a coolant pump for adjusting a coolant flow rate, a radiator in which heat is exchanged between the coolant and an air flow which can be controlled by a fan, and a control unit which controls at least the speed of the coolant pump and of the fan as a function of a required temperature value of the coolant. In order to shorten the warm-up phase of the engine and to minimize the power consumption of the pump and of the fan when the coolant temperature is below a selected low level, the speed of the coolant pump and the speed of the fan are controlled based on maintaining a required temperature difference of the coolant between the inlet and the outlet of the engine and, after the selected low level has been reached, the speed of the coolant pump and of the fan are controlled both as a function of the required temperature difference and of a required coolant temperature level at the engine outlet.

Method for controlling a cooling circuit for an internal-combustion

A method for controlling a cooling circuit of an internal combustion engine which includes a coolant pump for adjusting a coolant flow rate, a radiator in which heat is exchanged between the coolant and an air flow which can be controlled by a fan, and a control unit which controls at least the speed of the coolant pump and of the fan as a function of a required temperature value of the coolant. In order to minimize the power consumption of the pump and of the fan while maintaining an optimum coolant temperature, the speed of the coolant pump and the speed of the fan are controlled based on a comparison of the time efficiencies of the coolant pump and of the fan for the heat flow transmitted to the radiator.

Growing community of inventors

Braunschweig, Germany

Karsten Michels