DE102019005155A1 - Internal combustion engine for a motor vehicle, in particular for a motor vehicle, and a method for operating such an internal combustion engine - Google Patents

Abstract

The invention relates to an internal combustion engine (10) with an internal combustion engine (10) which has a combustion chamber (20), with an inlet duct (22) through which air can flow, with a compressor (30) arranged in the inlet duct (22) for compressing the Air, with an exhaust gas tract (40) through which exhaust gas can flow, in which a three-way catalytic converter (42) and a particle filter (46) are arranged, and with an air ducting device that can be supplied with at least part of the air compressed by means of the compressor (30) (50), by means of which the compressed air flowing through the air duct device (50) can be introduced into the exhaust tract (40) at least partially at at least one introduction point (E1) arranged upstream of the particle filter (46) and downstream of the three-way catalytic converter (42) A second inlet point (E2) is provided upstream of the inlet point (E1), upstream of the three-way catalytic converter (42) and upstream of the particle filter (46) which by means of the air guide device (50) the air flowing through the air guide device (50) can at least partially be introduced into the exhaust tract (40).

Description

The invention relates to an internal combustion engine for a motor vehicle, in particular for a motor vehicle, according to the preamble of claim 1. Furthermore, the invention relates to a method for operating such an internal combustion engine according to the preamble of claim 10.

The DE 100 62 377 A1 discloses a device for heating a catalytic converter arranged in an exhaust system for a supercharged internal combustion engine. The DE 10 2016 211 274 A1 a method for exhaust gas aftertreatment of an internal combustion engine with an exhaust duct can be found as known.

From the DE 10 2016 204 691 A1 a device for exhaust gas aftertreatment of an internal combustion engine with an intake duct and an exhaust duct is known. The DE 10 2016 202 799 A1 discloses a method for reducing pollutants in the exhaust gas of an internal combustion engine.

The object of the present invention is to create an internal combustion engine for a motor vehicle and a method for operating such an internal combustion engine so that particularly low-emission operation of the internal combustion engine can be implemented in a particularly simple manner.

This object is achieved by an internal combustion engine with the features of patent claim 1 and by a method with the features of patent claim 10. Advantageous refinements with expedient developments of the invention are specified in the remaining claims.

A first aspect of the invention relates to an internal combustion engine for a motor vehicle, in particular for a motor vehicle. This means that the motor vehicle has the internal combustion engine in its completely manufactured state and can be driven by means of the internal combustion engine. The motor vehicle is designed, for example, as a motor vehicle, in particular as a passenger vehicle. It is also conceivable that the motor vehicle is designed as a utility vehicle. The internal combustion engine has an externally ignited internal combustion engine, which can be designed as an Otto engine, for example. The internal combustion engine has at least one combustion chamber which, for example, can be delimited partly by a cylinder and partly by a piston arranged in the cylinder so as to be movable in translation. The internal combustion engine furthermore has an intake tract through which air can flow and is also referred to as an intake tract, by means of which the air flowing through the intake tract can be or is introduced into the combustion chamber. This supplies the combustion chamber with air. In a fired operation of the internal combustion engine, the combustion chamber is also supplied with a fuel, in particular with a liquid fuel, so that a fuel-air mixture, also referred to simply as a mixture, is formed in the combustion chamber within a respective work cycle of the internal combustion engine. The mixture comprises the air that is introduced into the combustion chamber by means of the intake duct. In addition, the mixture comprises the preferably liquid fuel, which can be, for example, a gasoline fuel, in particular gasoline. The feature that the internal combustion engine is designed as an externally ignited internal combustion engine is to be understood in particular that the mixture in the combustion chamber is ignited by external ignition and thus, for example, by means of an external ignition device, within the respective work cycle. The external ignition device is, for example, a spark plug and / or provides at least one ignition spark within the respective work cycle so that the mixture is ignited by means of the ignition spark. As a result of the ignition of the mixture, the mixture is burned, resulting in exhaust gas from the internal combustion engine.

In this case, the internal combustion engine has at least one compressor arranged in the intake duct, by means of which the air flowing through the intake duct and supplied to the combustion chamber is to be or is compressed. In addition, the internal combustion engine has an exhaust tract through which the exhaust gas from the combustion chamber can flow, in which a three-way catalytic converter, also referred to as a TWC, and at least one particle filter, in particular a gasoline particle filter (OPF), are arranged. The particle filter is arranged downstream of the three-way catalytic converter in the flow direction of the exhaust gas flowing through the exhaust tract. The exhaust gas can be post-treated using the three-way catalytic converter. By means of the particle filter, for example, any particles that may be in the exhaust gas, in particular soot particles, can be filtered from the exhaust gas. The exhaust gas can flow through the three-way catalytic converter and is used, for example - as is common practice and known from the general state of the art - to oxidize any carbon monoxide (CO) contained in the exhaust gas and to oxidize any unburned carbon monoxide contained in the exhaust gas Oxidize hydrocarbons (HC). Furthermore, the three-way catalytic converter is used, for example, to reduce any nitrogen oxides contained in exhaust gas, in particular nitrogen monoxide (NO). For this purpose, for example, nitrogen oxides, in particular nitrogen monoxide, are oxygen separated, which is used to oxidize carbon monoxides.

The particle filter, in particular in the direction of flow of the exhaust gas flowing through the exhaust gas tract, is preferably at a distance from the three-way catalytic converter, which is also referred to simply as a catalytic converter. As an alternative or in addition, the particle filter and the three-way catalytic converter are structurally separated from one another and, for example, are arranged in separate, spaced apart and respective, separate housings.

The internal combustion engine also has an air guiding device, which is fluidly connected to the intake duct, for example. The air guiding device can be supplied with at least part of the air that is compressed by means of the compressor and, for example, flowing through the intake tract, so that at least the part of the air compressed by means of the compressor can flow through the air guiding device. By means of the air guiding device, the compressed air flowing through the air guiding device, with which the air guiding device is or is being or was supplied, can be or is at least partially introduced into the exhaust tract at at least one inlet point arranged upstream of the particle filter and downstream of the three-way catalytic converter whereby, for example, the compressed air flowing through the air guiding device can be introduced or is introduced into the exhaust gas flowing through the exhaust gas tract. For this purpose, for example, the air guiding device is fluidically connected to the exhaust tract at the inlet point.

In the context of the invention, the feature that, for example, a first component is fluidically connected to a second component, is to be understood as meaning that, for example, a fluid, in particular a gas, can be introduced from the first component into the second component and / or vice versa . For this purpose, there does not necessarily have to be a permanent fluidic connection between the components; instead, for example, a device can be provided by means of which the or a fluidic connection between the components can at least temporarily be established and at least temporarily interrupted or separated. In this case, however, the components are coupled to one another in such a way that they are fluidically connected to one another, and consequently the aforementioned fluid can be conducted from the first component into the second component and / or vice versa.

In order to be able to implement particularly low-emission operation of the internal combustion engine and thus of the motor vehicle as a whole in a particularly simple and, in particular, space-saving, cost-effective and weight-saving manner, the invention provides that the internal combustion engine, in particular the exhaust tract, has at least one second inlet point, which is arranged upstream of the first inlet point, upstream of the three-way catalytic converter and upstream of the particle filter and preferably downstream of the combustion chamber or downstream of all combustion chambers of the internal combustion engine in the flow direction of the exhaust gas flowing through the exhaust tract. At the second introduction point, the air flowing through the air conduction device and compressed by the compressor can be at least partially introduced into the exhaust tract by means of the air duct device, which can be fluidically connected to the exhaust gas tract at least at the second inlet point. The air guide device is thus designed to at least partially guide the air compressed by means of the compressor from the intake tract to the exhaust tract and to introduce it into the exhaust tract at the first inlet point and the second inlet point. It is conceivable that by means of the air guide device, the compressed air flowing through the air guide device is introduced into the exhaust tract to a first part at the first inlet point and at the same time to a second part at the second inlet point, the first part and the second part being the same or can be different from each other. Furthermore, it is conceivable that the compressed air from the inlet tract is at least partially introduced into the exhaust tract at the first inlet point by means of the air duct device, while the compressed air from the inlet tract is not introduced into the exhaust tract at the second inlet point. Furthermore, it is conceivable that the compressed air from the intake tract is at least partially introduced into the exhaust tract at the second introduction point by means of the air conduction device, while an introduction of compressed air from the intake tract into the exhaust tract caused by the air conduction device does not occur at the first introduction point. In particular, at least the part of the compressed air can be introduced into the exhaust tract at the respective inlet point by bypassing the combustion engine and thus bypassing the combustion chamber or all combustion chambers of the combustion engine by means of the air duct device. This means that the air flowing through the air guiding device bypasses the internal combustion engine, in particular the combustion chamber of the internal combustion engine or all combustion chambers of the internal combustion engine, and thus does not flow through the combustion chamber or through the combustion chambers of the internal combustion engine. As a result, upstream of the particle filter and downstream of the three-way catalytic converter as well as upstream of the three-way catalytic converter, conditions prevailing in the exhaust tract that are particularly different from one another and preferably can be set, in particular with regard to a composition of the exhaust gas or with regard to components or substances contained in the exhaust gas, such as oxygen.

Since the air flowing through the air duct bypasses the internal combustion engine, what is known as secondary air injection can be implemented by means of the air duct, in the course of which air bypassing the internal combustion engine is introduced, in particular blown, from the intake duct into the exhaust duct at the respective inlet point. Since the air that is introduced into the exhaust gas tract by means of the air ducting device at the respective introduction point is or was compressed by means of the compressor, the secondary air injection is also referred to as compressor air injection (VLE). This means that an air pump provided in addition to the compressor is not used for the secondary air injection, but rather the compressor is used to convey air for the secondary air injection and in particular to compress it. In other words, the compressor has at least a double function. On the one hand, the compressor is used to supply the combustion chamber of the internal combustion engine with compressed air, that is to say to compress the air flowing through the intake tract. On the other hand, the compressor is used to convey air by the internal combustion engine and to introduce it into the exhaust tract at the respective introduction point, in particular to blow it in.

Since, according to the invention, the inlet points spaced apart in the flow direction of the exhaust gas flowing through the exhaust gas tract are also provided, the second inlet point being arranged upstream of the first inlet point and upstream of the three-way catalytic converter, for example, upstream of the particle filter and downstream of the three-way catalytic converter first conditions prevailing in the exhaust tract can be implemented or set without, for example, influencing first conditions prevailing in the exhaust tract upstream of the three-way catalytic converter or wherein second conditions prevailing in the exhaust tract can be set upstream of the three-way catalytic converter, the second Conditions may be different from the first conditions. In particular, the conditions relate to a composition of the exhaust gas and in particular to an oxygen content or an oxygen concentration of the exhaust gas, so that, for example, upstream of the particle filter and downstream of the three-way catalyst, a first oxygen content in the exhaust gas and upstream of the three-way catalyst is one of the first oxygen content different second oxygen content can be set in the exhaust gas. As a result, it can be realized, for example, that the exhaust gas is post-treated particularly advantageously by means of the three-way catalytic converter. On the other hand, for example, a regeneration of the particle filter can be carried out or brought about particularly advantageously. Regeneration of the particle filter is understood to mean that particles, in particular soot particles, which have been filtered from the exhaust gas by means of the particle filter and are thus deposited in the particle filter or on the particle filter, are burned off and are thereby at least partially removed from the particle filter. In this way, excessive loading of the particle filter, also referred to as soot loading, can be avoided, as a result of which excessive flow resistance for the exhaust gas caused by the particle filter can be avoided.

In addition, it is possible, for example, especially by introducing the air at the second inlet point, to particularly advantageously warm up the three-way catalytic converter and thus heat it up, which is also referred to as catalytic converter heating and is particularly advantageous during or after a cold start of the internal combustion engine . Furthermore, in particular by introducing the air at the first inlet point, the particle filter can be heated or heated particularly as required and advantageously in order to subsequently bring about an advantageous regeneration of the particle filter, for example. The heating of the particle filter is also referred to as a heating strategy or heating. In other words, by using the air guiding device and the at least two inlet points, it is possible to implement a particularly advantageous heating strategy for heating the particle filter and a particularly advantageous heating strategy for heating the catalytic converter.

The three-way catalytic converter and / or the particle filter can, for example, be heated particularly advantageously by introducing any unburned hydrocarbons (HC) contained in the exhaust gas with the air that is introduced into the exhaust tract at the first inlet point and / or at the second inlet point is or has been burned in or on the three-way catalytic converter and / or in or on the particle filter. This releases heat, which heats the exhaust gas or the three-way catalytic converter and / or the particle filter. In this way, for example, the three-way catalytic converter can be brought to or above its light-off temperature, also referred to as the light-off temperature, particularly quickly, from which the three-way catalytic converter can particularly advantageously post-treat the exhaust gas. Furthermore, the particle filter can thereby be heated in such a way that a burn-off of particles, in particular soot particles, taken up in the particle filter is effected.

The invention is based in particular on the following findings: Is in an exhaust tract, also referred to as an exhaust system an internal combustion engine, for example, a particulate filter designed as a gasoline particulate filter is used, there is usually a desire to regenerate the particulate filter, also known simply as a filter, and thereby burn off particles or soot that have or has settled in the filter and thus at least partially out of the Remove filter. In this way, an inadmissibly high loading of the filter can be avoided, whereby an undesirable clogging can be avoided. In addition, this can prevent damage to the filter during regeneration. In certain operating situations, a critical loading or loading limit of the particle filter is reached relatively quickly, so that suitable regeneration measures for regenerating the particle filter are desirable. Such suitable regeneration measures can be implemented in the internal combustion engine according to the invention.

For the regeneration or regeneration of the particulate filter, its temperature is decisive. In order to heat up the particle filter and thereby bring it above its light-off temperature, also known as the light-off temperature, for example, a suitable heating strategy, also known as the particle filter heating strategy, is used. The particle filter is heated by the heating strategy, in particular in such a way that regeneration or regeneration of the particle filter is brought about. The heating strategy includes, for example, an ignition angle retardation so that an ignition point or the ignition angle of the internal combustion engine is retarded. As an alternative or in addition, the particle filter heating strategy includes what is known as an exhaust gas lambda control, in particular in combination with the introduction of air from the exhaust gas tract, in particular at the first introduction point. The exhaust lambda regulation provides, for example, that the internal combustion engine is operated substoichiometrically, that is to say with A <1. This means that the internal combustion engine itself is operated with a substoichiometric mixture. In other words, the aforementioned mixture is sub-stoichiometric and therefore rich, so that, for example, the conditions prevailing in the exhaust tract upstream of the second introduction point, that is, for example, exhaust gas conditions and thus a composition of the exhaust gas, first come from the substoichiometric operation results. Here, for example, by introducing the compressed air from the intake tract at the first inlet point into the exhaust tract and thus into the exhaust gas flowing through the exhaust tract, conditions with regard to the composition of the exhaust gas are set as they are in stoichiometric operation of the internal combustion engine, i.e. operation of the internal combustion engine with A = 1 would prevail in the particle filter, these conditions also being referred to as λ-1 conditions. Under or the stoichiometric operation of the internal combustion engine per se is to be understood that the internal combustion engine itself is operated with a stoichiometric mixture in stoichiometric operation, so that the combustion air ratio (λ) in the mixture is 1. In other words, in stoichiometric operation of the internal combustion engine, the following applies per se: A = 1.

Under or under the substoichiometric operation of the internal combustion engine per se is to be understood that the internal combustion engine is operated in the substoichiometric operation with a substoichiometric mixture, so that the combustion air ratio in the mixture is less than 1. Over-stoichiometric operation of the internal combustion engine is to be understood as meaning that the internal combustion engine is operated over-stoichiometrically, that is to say with an over-stoichiometric mixture, so that the combustion air ratio in the mixture is greater than 1. The respective stoichiometric, under-stoichiometric or over-stoichiometric operation of the internal combustion engine itself initially results in a composition of the exhaust gas, in particular upstream of the second introduction point, this composition of the exhaust gas, whose composition initially results from the operation of the internal combustion engine itself, by the introduction of compressed Air from the intake tract can be influenced, in particular changed, at the respective discharge point. Thus, by introducing compressed air from the intake tract at the respective inlet point, a composition of the exhaust gas can be set that would result from stoichiometric, sub-stoichiometric or over-stoichiometric operation of the internal combustion engine, although the internal combustion engine itself is not operated stoichiometric, non-under-stoichiometric or non-over-stoichiometric .

The regeneration of the particle filter is desirably carried out or effected in such a way that undesired emissions are avoided or not adversely affected. In particular, it is desirable to carry out or bring about the regeneration without nitrogen oxides (NOx) being produced. This can be implemented, for example, in that an exhaust gas lambda control, in particular with compressor air injection, is carried out per se when the internal combustion engine is operating stoichiometric. In other words, it is provided, for example, that the internal combustion engine itself is operated stoichiometrically in order to bring about the regeneration of the particle filter, but with the fact that at the first and / or second introduction point, air from the Inlet tract is introduced into the exhaust tract, on or in the particle filter with regard to the composition of the exhaust gas conditions are set as they would prevail in overstoichiometric operation of the internal combustion engine, these conditions also being referred to as λ -> - 1 conditions.

By introducing air and thus oxygen from the intake tract, in particular at the second introduction point, into the exhaust tract, a particularly advantageous emission behavior of the internal combustion engine, in particular in a cold start warm-up phase, can be achieved. For this purpose, for example, the internal combustion engine itself is operated slightly substoichiometrically. As a result, the exhaust gas, in particular upstream of the three-way catalytic converter and in particular upstream of the second inlet point, can contain unburned hydrocarbons, which are used to heat the three-way catalytic converter. For this purpose, for example, oxygen-rich fresh air from the inlet tract is introduced into the exhaust tract at the second inlet point, as a result of which the fresh air is mixed with the unburned hydrocarbons. The second inlet point is preferably arranged close to the engine and thus as close as possible to the internal combustion engine. For example, in an exhaust manifold of the exhaust tract and / or on a catalytic surface of the three-way catalytic converter, the initially unburned hydrocarbons are converted, in particular in such a way that the unburned hydrocarbons are mixed with the oxygen from the air, which, for example, at the second inlet point in the exhaust tract is or was introduced is burned. This allows the three-way catalytic converter to be heated up particularly quickly.

It has been shown to be particularly advantageous if the particle filter is designed as a coated particle filter, in particular as a coated Otto particle filter. The coated particle filter is also referred to as a CPF (Coated Particle Filter), the coated Otto particle filter also being referred to as a COPF (Coated Otto Particle Filter). In this way, particularly low-emission operation of the internal combustion engine can be guaranteed.

According to the invention, it is provided that the air, also referred to as secondary air, which can be introduced or is introduced into the exhaust tract at the respective introduction point, is provided by the compressor. The compressor is anyway provided and designed to supply the combustion chamber with compressed air.

It is preferably provided that by means of the compressor, the air, in particular in the intake tract, is compressed in this way or compressed to such a first pressure, also referred to as boost pressure, and thus brought to it, which is greater than that in the exhaust tract, in particular at the first inlet point and / or second introduction point, the prevailing second pressure also referred to as exhaust gas pressure or exhaust gas back pressure. In this way, a flushing gradient can be implemented in the direction of the exhaust gas tract. The flushing gradient is to be understood as a difference between the first pressure and the second pressure, the first pressure being greater than the second pressure.

The introduction of the air from the intake tract at the first introduction point and / or at the second introduction point can be accompanied by a retardation of the ignition point or the ignition angle of the internal combustion engine, whereby a deterioration in the efficiency of the internal combustion engine is set in a targeted manner. In this way, heat can be introduced into the exhaust gas and thus into the exhaust gas tract, also referred to as the exhaust system, so that the three-way catalytic converter and / or the particle filter can be heated particularly quickly.

For example, in order to heat the particle filter and in particular to regenerate it without causing the three-way catalytic converter to heat up, the air from the intake tract is introduced into the exhaust tract at the first introduction point, while air is introduced from the intake tract at the second There is no discharge point into the exhaust tract. This embodiment is based, for example, on the knowledge that the heating of the particle filter and the heating of the three-way catalytic converter take place in different areas, in particular in different operating areas. In particular, the heating of the particle filter and the heating of the three-way catalytic converter are in different areas of the engine map of the internal combustion engine. The regeneration of the particle filter and the introduction of air from the intake tract into the exhaust tract at the first introduction point take place, for example, in the partial to medium load range and for example up to around 70 percent of the full load of the internal combustion engine, especially when the internal combustion engine is at operating temperature. The secondary air injection, i.e. the heating of the three-way catalytic converter and the introduction of air from the intake tract into the exhaust tract at the second introduction point, take place in a cold start area and thus, for example, after a cold start and during a warm-up phase of the internal combustion engine.

Overall, it can be seen that the invention makes it possible to use one and the same components of the internal combustion engine for different purposes. A first of the The purposes of application are the heating up or warming of the three-way catalytic converter, and a second of the purposes of application is the heating and, in particular, the regeneration of the particle filter. These uses are preferably not carried out simultaneously. In other words, it is preferably provided that the air from the intake tract is introduced into the exhaust tract at one of the introduction points, while air is not introduced from the intake tract at the other introduction point into the exhaust tract.

A sensible operating and release strategy for the individual functionalities is preferably provided, for example for the oxidation of CO when the engine is greasing, regeneration of the particulate filter and heating of the particulate filter or secondary air injection and / or heating of the three-way catalytic converter during the start-up or warm-up phase. Expressed again in other words, at least two functions can be combined or fused with one another in the invention. One of the functions is the heating and, in particular, the regeneration of the particle filter. Another of the functions is the heating of the three-way catalytic converter, one of the functions and not both functions preferably always being carried out at the same time. The same components can be used for both functions, in particular in real operation of the internal combustion engine. In particular, this makes it possible to heat the particle filter and, in particular, to regenerate it, while ensuring the best possible emission conversion by the three-way catalytic converter. Since the two functions can be represented by the same components, the number of parts and thus the weight, the space requirement and the costs of the internal combustion engine can be kept within a particularly low range.

In order to achieve a particularly advantageous emission behavior in a particularly simple and inexpensive manner, it is provided in one embodiment of the invention that the air guide device has a guide line. The guide line is fluidically connected to the inlet tract at a branching point located downstream of the compressor, at which at least the part of the air compressed by the compressor can be branched off from the inlet tract and introduced into the guide line and thereby into the air guiding device. As a result, the air guide device can be supplied with at least part of the air compressed by means of the compressor.

In order to realize the aforementioned functions in a way that is particularly economical in terms of weight, cost and space, a further embodiment of the invention provides that the guide line is fluidically connected to the exhaust tract at the first inlet point. As a result, by means of the guide line, the compressed air flowing through the air guide device can at least partially be introduced into the exhaust tract at the first introduction point. The air guide device has a second guide line branching off the guide line, fluidically connected to the guide line and fluidically connected to the exhaust tract at the second inlet point, by means of which the compressed air flowing through the air guide device, also referred to simply as the guide device, is at least partially into the second inlet point the exhaust tract can be introduced.

In order to achieve particularly low-emission operation of the internal combustion engine in a particularly space-saving, weight-saving and cost-effective manner, a further embodiment of the invention provides that the guide line at the second inlet point is fluidically connected to the exhaust tract, whereby the compressed, the air flowing through the air guide device at least partially at the second discharge point can be introduced into the exhaust tract. The air guide device has a second guide line branching off the guide line, fluidically connected to the guide line and fluidically connected to the exhaust tract at the first inlet point, by means of which the compressed air flowing through the guide device can at least partially be introduced into the exhaust gas tract at the first inlet point.

In order to achieve particularly low-emission operation of the internal combustion engine, it is provided in a further embodiment of the invention that the guide line is fluidically connected to the exhaust gas tract at the first introduction point, whereby at least part of the air compressed by the compressor is at least partially connected to the exhaust system by means of the guide line first discharge point can be introduced into the exhaust tract. The air guiding device has a second guiding line which is fluidically connected to the inlet tract at a second branching point arranged downstream of the compressor and spaced apart from the branching point. At the second branch point, at least a second part of the air compressed by means of the compressor and, for example, flowing through the intake tract can be branched off from the intake tract and introduced into the second guide line and thereby into the air guide device. As a result, the air guide device can be supplied with at least the second part of the air compressed by means of the compressor. The second guide line is fluidically connected to the exhaust tract at the second introduction point, whereby at least the second part of the air compressed by means of the compressor can be introduced into the exhaust tract at least partially at the second introduction point by means of the second guide line. The second branch point is arranged upstream or downstream of the first branch point, for example in the direction of flow of the air flowing through the inlet duct.

In order to be able to carry out the respective function as required and in particular to be able to carry out one of the functions while the other function is not carried out, a valve device is provided in a further embodiment of the invention, by means of which a quantity of the compressed, at the respective introduction point in the air to be introduced into the exhaust tract is adjustable. In other words, the valve device is preferably designed to set a first amount of the air to be introduced into the exhaust tract at the first introduction point. Furthermore, the valve device is preferably designed to set a second quantity of the air to be introduced into the exhaust tract at the second introduction point. For example, one of the quantities can be set to a value greater than zero, while the other quantity is set to zero. In this way, for example, one function can be carried out while the other function is not carried out.

In order to be able to keep the number of parts and thus the weight, the costs and the installation space requirement particularly low, it is provided in a further embodiment of the invention that the valve device is designed as a three / three-way valve. By means of the preferably exactly one three / three-way valve, both the first quantity and the second quantity can be set so that the respective function can be carried out simply and in a particularly tailored manner.

It has been shown to be particularly advantageous if the second guide line can be supplied with compressed air from the first guide line via the valve device. For this purpose, for example, the second guide line is fluidically connected to the first guide line via the valve device. In other words, for example, the valve device is arranged at a connection point at which the second guide line is fluidically connected to the first guide line or at which the second guide line can be supplied with air from the first guide line. As a result, the number of parts, the costs, the weight and the space requirement can be kept particularly low.

Finally, it has been shown to be particularly advantageous if the compressor has at least one compressor wheel for compressing the air. In this case, an electric motor is assigned to the compressor wheel, by means of which the compressor wheel can be driven, in particular using electrical energy. In other words, the compressor wheel can be driven electrically by means of the electric motor. As a result, a particularly large amount of air can be conveyed and compressed by means of the compressor, so that a particularly large amount of the air compressed by means of the compressor can be introduced into the exhaust tract at the respective inlet point, in particular in at least almost all operating areas of the internal combustion engine and thus, for example, too in low load ranges.

The compressor can be an electrical auxiliary compressor, in which case, for example, there is no coupling or couplability or drivability of the compressor wheel by a turbine wheel that can be driven by exhaust gas from the internal combustion engine. Alternatively, it is conceivable that the compressor is part of an electric exhaust gas turbocharger, which is also referred to as an electric turbocharger or an electrically assisted turbocharger. The exhaust gas turbocharger comprises the compressor and a turbine which is arranged in the exhaust gas tract. The turbine comprises a turbine housing and a turbine wheel which is arranged rotatably on the turbine housing and can be driven by the exhaust gas of the internal combustion engine. In this case, the compressor wheel can be driven by the turbine wheel, in particular via a shaft, with the air flowing through the intake tract being conveyed and compressed by means of the compressor wheel by driving the compressor wheel. It is conceivable that the turbine wheel can be driven by the electric motor. Overall, it can be seen that, depending on the application or function, compressed air that is particularly needs-based can be taken after or downstream of the compressor and introduced into the exhaust gas tract before the three-way catalytic converter or after the three-way catalytic converter and before the particle filter. The valve device is preferably a multi-way valve, by means of which the respective quantities can be adjusted particularly advantageously and as required.

A second aspect of the invention relates to a method for operating an internal combustion engine, in particular an internal combustion engine according to the invention according to the first aspect of the invention, for a motor vehicle. The internal combustion engine comprises a spark-ignition internal combustion engine which has at least one combustion chamber. The internal combustion engine further comprises an inlet duct through which air can flow, by means of which the air flowing through the inlet duct is introduced into the combustion chamber. In addition, the internal combustion engine has at least one compressor arranged in the intake tract, by means of which the air flowing through the intake tract is transferred to the combustion chamber is supplied, is compressed. The internal combustion engine also includes an exhaust gas tract through which exhaust gas from the combustion chamber can flow, in which at least one three-way catalytic converter and at least one particle filter are arranged. The particle filter is arranged downstream of the three-way catalytic converter. In addition, the internal combustion engine comprises an air guiding device which is supplied with at least part of the air compressed by means of the compressor and through which at least the part of the air compressed by means of the compressor flows. In this case, by means of the air guide device, the compressed air flowing through the air guide device is at least partially introduced into the exhaust tract at at least one inlet point arranged upstream of the particle filter and downstream of the three-way catalytic converter.

In order to be able to implement particularly low-emission operation of the internal combustion engine in a particularly simple manner, the second aspect of the invention provides that the internal combustion engine has at least one second inlet point arranged upstream of the inlet point, upstream of the three-way catalytic converter and upstream of the particle filter at which the air flowing through the air guiding device and compressed by the compressor is at least partially introduced into the exhaust gas tract by means of the air guiding device. Advantages and advantageous configurations of the first aspect of the invention are to be regarded as advantages and advantageous configurations of the second aspect of the invention and vice versa.

Further advantages, features and details of the invention emerge from the following description of a preferred exemplary embodiment and with reference to the drawing. The features and combinations of features mentioned above in the description as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures can be used not only in the respectively specified combination, but also in other combinations or on their own, without the scope of the Invention to leave.

• 1 eine schematische Darstellung einer erfindungsgemäßen Verbrennungskraftmaschine für ein Kraftfahrzeug; und
• 2 ein Flussdiagramm zum Veranschaulichen eines Verfahrens zum Betreiben der Verbrennungskraftmaschine.

The drawing shows in:

• 1 a schematic representation of an internal combustion engine according to the invention for a motor vehicle; and
• 2 a flowchart to illustrate a method for operating the internal combustion engine.

Identical or functionally identical elements are provided with the same reference symbols in the figures.

1 shows a schematic representation of an internal combustion engine 10 for a motor vehicle, in particular for a motor vehicle. This means that the motor vehicle in its fully manufactured state is the internal combustion engine 10 and by means of the internal combustion engine 10 is drivable. The internal combustion engine 10 a spark-ignition internal combustion engine 12th on, which is designed for example as a gasoline engine. The internal combustion engine 12th can be operated, for example, in its fired mode by means of a liquid fuel, wherein the liquid fuel can be a gasoline fuel or gasoline. The internal combustion engine 12th has an engine housing designed for example as a crankcase, in particular as a cylinder crankcase 14th on, through which several cylinders 16 of the internal combustion engine 12th are formed. In the respective cylinder 16 is a respective piston 18th of the internal combustion engine 12th added translationally movable so that the respective cylinder 16 and the respective piston 18th a respective combustion chamber 20th of the internal combustion engine 12th form or limit. During the aforementioned, fired operation of the internal combustion engine 12th run in the combustion chambers 20th Combustion processes. The respective combustion chamber is used for this 20th within a respective work cycle of the internal combustion engine 12th supplied with air and with the fuel, in particular in such a way that the air and the fuel in the respective combustion chamber 20th be introduced. This is in the respective combustion chamber 20th a respective fuel-air mixture, also referred to as a mixture, is formed. The mixture includes the air and the fuel in the respective combustion chamber 20th are or were introduced. Within the respective work cycle, the respective mixture is ignited by external ignition and then burned. This results in exhaust gas from the internal combustion engine 12th .

The internal combustion engine 10 has an inlet tract through which air can flow and also referred to as an intake tract 22nd on. In doing so, in 1 Arrows 24 the inlet tract 22nd air flowing through, which by means of the intake tract 22nd to and especially into the combustion chambers 20th and is initiated as a result. In the intake tract 22nd is an air filter 26th arranged by means of which the inlet tract 22nd Air flowing through is filtered. Downstream of the air filter 26th is a measuring element designed, for example, as a hot film air mass meter 28 arranged by means of which a lot of the intake tract 22nd air flowing through is detected.

The internal combustion engine 10 includes at least or exactly one in the intake tract 22nd arranged compressor 30th , by means of which the intake tract 22nd Air flowing through is to be compressed or is being compressed. To this end, the compressor includes 30th one in the intake tract 22nd arranged compressor wheel 32 , by means of which the intake tract 22nd Air flowing through is to be compressed or is being compressed. For this purpose, the compressor wheel 32 , in particular about an axis of rotation relative to a compressor housing 34 of the compressor 30th , turned. For this purpose, the compressor wheel 32 for example driven. The compressor 30th is downstream of the measuring element 28 arranged, which is downstream of the air filter 26th is arranged. The air is heated by compressing the air. In order to be able to realize particularly high degrees of charging, is in the intake tract 22nd downstream of the compressor 30th a charge air cooler 36 arranged. By means of the intercooler 36 the compressed and thereby heated air is cooled. Also in the intake tract 22nd downstream of the intercooler 36 a throttle valve 38 arranged, by means of which, for example, a quantity of the in the combustion chambers 20th to be introduced air is adjustable or is set.

The internal combustion engine 10 also has one of the exhaust gas from the combustion chambers 20th through-flow exhaust tract 40 on, which is also referred to as an exhaust system or exhaust system. In the exhaust tract 40 a first exhaust gas aftertreatment component is arranged, which acts as a three-way catalytic converter 42 is designed and is also referred to as TWC. It is also in the exhaust tract 40 a second exhaust aftertreatment component 44 arranged, which in the flow direction of the exhaust tract 40 exhaust gas flowing through downstream of the three-way catalytic converter 42 is arranged. The three-way catalyst 42 is also referred to simply as a catalyst or oxidation catalyst. The exhaust aftertreatment component 44 can, in particular at least or exclusively, one in 1 particulate filter shown particularly schematically 46 exhibit. For example, the internal combustion engine 12th is designed as a gasoline engine, the particle filter 46 , which is simply referred to as a filter, can be designed as a gasoline particle filter. The exhaust aftertreatment component 44 can in addition to the particle filter 46 one in 1 three-way catalyst shown particularly schematically 48 have, which is also referred to as a second three-way catalyst, second catalyst or second TWC. Here is the three-way catalyst 48 downstream of the three-way catalyst 42 arranged. It is conceivable that the three-way catalyst 48 through a catalytic coating of the particle filter 46 is formed, so for example the three-way catalyst 48 in the particulate filter 46 is integrated. Thus, for example, the particle filter 46 and the three-way catalyst 48 in the direction of flow of the exhaust tract 40 Arranged through flowing exhaust gas at the same height or on the same level. It is also conceivable that the three-way catalytic converter 48 regarding the particulate filter 46 formed externally or separately from the particle filter 46 is designed so that, for example, the particle filter 46 and the second three-way catalyst 48 respective, individual or independent and possibly, in particular structurally, separate units are, in particular such that the three-way catalytic converter 48 in the direction of flow of the exhaust tract 40 exhaust gas flowing through upstream or downstream of the particulate filter 46 is arranged. It is conceivable that the particle filter 46 and that, in particular completely, upstream or downstream of the particle filter 46 arranged three-way catalytic converter 48 form a structural unit or are formed by a structural unit, in particular such that the particle filter 46 and that, in particular completely, upstream or downstream of the particle filter 46 arranged three-way catalytic converter 48 are arranged in a common or in the same housing.

The internal combustion engine 10 also has an air guide device 50 on. The air guiding device 50 is with at least part of the means of the compressor 30th , in particular by means of the compressor wheel 32 , compressed air can be supplied and thereby at least from the part of the means of the compressor 30th compressed air can flow through. By means of the air guide device 50 is the air duct 50 Compressed air flowing through at least partially on at least one upstream of the particle filter 46 and downstream of the three-way catalyst 42 arranged first discharge point E1 in the exhaust tract 40 and thus into the exhaust system 40 through-flowing exhaust gas can be introduced. In 1 illustrate arrows 52 that the exhaust tract 40 exhaust gas flowing through or its flow through the exhaust tract 40 .

In order now to operate the internal combustion engine with particularly low emissions in a particularly simple and, in particular, particularly weight-saving, cost-effective and space-saving manner 10 the internal combustion engine 10 , especially the exhaust tract 40 , at least or exactly a second discharge point E2 on. The second discharge point E2 is in the flow direction of the exhaust tract 40 exhaust gas flowing through upstream of the particulate filter 46 , upstream of the first discharge point E1 and upstream of the three-way catalyst 42 arranged. At the second discharge point E2 is by means of the air duct 50 which the air duct device 50 flowing through and by means of the compressor 30th compressed air from the intake tract 22nd at least partially in the exhaust tract 40 and thus into the exhaust system 40 through-flowing exhaust gas can be introduced. Out 1 it can be seen that the air ducting device 50 at least or exactly two spaced-apart connection points fluidically with the exhaust tract 40 connected is. A first of the connection points is the first discharge point E1 , and the second junction is the second discharge point E2 . In this way, for example, the air guiding device 50 Compressed air flowing through at the respective discharge point E1 respectively E2 from the air duct 50 flow out and into the exhaust tract 40 pour in.

In addition, the in 1 The embodiment shown, the air guiding device 50 at, in particular at least or precisely, a branch point A. fluidically with the intake tract 22nd connected. This allows at least the part of the means of the compressor 30th compressed and the intake tract 22nd air flowing through at the branch point A. from the intake tract 22nd branched off and into the air duct device 50 be initiated. The one at the junction A. from the intake tract 22nd branched off and into the air duct 50 introduced air or the aforementioned part can be the air guide device 50 flow through and by means of the air guide device 50 to the discharge point E1 and or E2 and there in the exhaust tract 40 be initiated.

The in 1 The embodiment shown has the air guiding device 50 a first management line 54 on. Arrows illustrate this 56 the one at the junction A. from the intake tract 22nd branched off, condensed and the lead line 54 air flowing through. The management 54 is at the junction A. fluidically with the intake tract 22nd and at the discharge point E1 fluidically with the exhaust tract 40 connected. This allows the at the junction A. from the intake tract 22nd branched off and into the air guide device also simply referred to as a guide device 50 introduced air into the duct 54 be initiated. The management 54 Compressed air flowing through is controlled by means of the guide line 54 from the junction A. to the discharge point E1 guided and at the discharge point E1 in the exhaust tract 40 initiated.

The air guiding device 50 a second management line 58 on which at a second junction A2 from the management 54 branches off. In particular is the second lead line 58 at the second junction A2 fluidically with the guide line 54 connected. The second junction A2 is upstream of the discharge point E1 , upstream of the discharge point E2 and downstream of the branch point A. arranged. The second leadership 58 is at the second discharge point E2 fluidically with the exhaust tract 40 connected so that by means of the second guide line 58 the compressed air guiding device 50 air flowing through at least partially at the second inlet point E2 in the exhaust tract 40 can be initiated. For example, at the junction A2 at least part of the leadership line 54 flowing through the air or the entire, the guide line 54 air flowing through from the guide line 54 branched off and into the management line 58 be initiated. The ones in the management 58 Introduced air is by means of the guide line 58 from the junction A2 to the discharge point E2 guided and at the discharge point E2 in the exhaust tract 40 initiated.

The internal combustion engine 10 furthermore has a valve device 60 on, which in the present case is designed as a three / three-way valve. By means of the three / three-way valve, a respective amount of the compressed, the respective discharge point E1 respectively E2 in the exhaust tract 40 to be introduced air adjusted, in particular regulated. Here is the valve device 60 at the junction A2 arranged so that the lead line 58 via junction A1 or at the junction A2 and via the valve device 60 with compressed air from the guide line 54 is or is being supplied. In doing so, in 1 Arrows 62 the condensed, the leadership 58 air flowing through which comes from the guide line 54 was or will be branched off. The compressor wheel 32 can an in 1 especially schematically shown electric motor 64 be assigned, by means of which the compressor wheel 32 using electrical energy and thus can be driven electrically.

The in 1 The embodiment shown is the compressor 30th Part of an exhaust gas turbocharger 66 which, for example, when he runs the compressor 30th and the electric motor 64 includes, can be designed as an electric exhaust gas turbocharger. The exhaust gas turbocharger 66 has one in the exhaust tract 40 arranged turbine 68 on which a turbine wheel 70 and a turbine housing 72 includes. The turbine wheel 70 is rotatable on the turbine housing 72 arranged. In particular is the turbine wheel 70 from which the exhaust tract 40 The exhaust gas flowing through can be driven and thereby relative to the turbine housing 72 rotatable. For example, the compressor wheel 32 , in particular via a shaft, from the turbine wheel 70 are driven, whereby by means of the compressor wheel 32 the inlet tract 22nd air flowing through can be compressed. This allows the energy contained in the exhaust gas to be used to compress the air. The turbine 68 , especially the turbine wheel 70 , is a bypass device 74 assigned. The bypass device 74 assigns a bypass line 76 on which at connection points V1 and V2 fluidically with the exhaust tract 40 connected is. The connection point V1 is upstream of the turbine wheel 70 arranged, the junction V2 downstream of the turbine wheel 70 and particularly upstream of the three-way catalyst 42 is arranged. Out 1 it can be seen that the second discharge point E2 upstream of the turbine wheel 70 , especially upstream of the turbine 68 and preferably also upstream of the junction V1 , is arranged.

Using the bypass line 76 can at least part of the exhaust system 40 exhaust gas flowing through from the exhaust tract 40 branched off and into the bypass line 76 be initiated. That at the junction V1 from the exhaust tract 40 branched off and into the bypass line 76 Introduced exhaust gas can use the bypass line 76 flow through and is by means of the bypass line 76 from the junction V1 to the junction V2 directed. At the junction V2 can the bypass line 76 exhaust gas flowing through from the bypass line 76 flow out and into the exhaust tract 40 pour in. That the bypass line 76 Exhaust gas flowing through bypasses the turbine wheel 70 and thus drives the turbine wheel 70 not on. The bypass device 74 includes, for example, at least partially in the bypass line 76 arranged valve element 78 . By means of the valve element 78 can be a lot of the bypass line 76 exhaust gas flowing through. By setting the bypass line 76 The amount flowing through can create a boost pressure to which the air is generated by means of the compressor 30th is compressed, adjusted, in particular regulated. The valve element 78 is also known as a waste gate or waste gate valve.

2 illustrates a flowchart, on the basis of which a method for operating the internal combustion engine 10 is illustrated. Particularly illustrated 2 a functional structure for realizing the respective introduction of the air at the respective introduction point E1 respectively E2 . Because the air coming at the respective discharge point E2 respectively E1 in the exhaust tract 40 is initiated. by means of the compressor 30th is compressed air and thus from the compressor 30th is provided, the introduction of air into the exhaust system 40 at the respective discharge point E1 respectively E2 also known as compressor air injection. With regard to the three-way catalyst 42 the compressor air injection is also referred to as secondary air injection. This is in the exhaust gas upstream of the three-way catalytic converter 42 contained, unburned hydrocarbons with the air or with oxygen that is contained in the air at the discharge point E2 in the exhaust tract 40 introduced and thus blown in is or was burned, in particular in or on the three-way catalytic converter 42 and / or upstream of the three-way catalyst 42 . This causes the exhaust gas to be upstream of the three-way catalytic converter 42 and / or the three-way catalyst 42 self warmed and heated up. A block 80 For example, illustrates an operational strategy for performing compressor air injection (VLE). In particular, the block 80 Approval conditions checked, on the basis of which, or if they are fulfilled, the compressor air injection is carried out. In particular, for example, takes place in the block 80 A release for air injection for the following applications: CO oxidation and cooling of an underbody catalytic converter by injection of compressor air, in particular before the motor vehicle or the internal combustion engine is switched off 12th . The underbody catalytic converter can, for example, be the three-way catalytic converter 42 be. In other words, it is conceivable that the three-way catalyst 42 is arranged close to the engine and thus in an engine compartment of the motor vehicle, the internal combustion engine as well 12th is arranged in the engine room. It is also conceivable that the three-way catalytic converter 42 one or the underbody catalytic converter and thus is arranged in the area of an underbody or below an underbody of the motor vehicle, the underbody of which is formed, for example, by a structure of the motor vehicle designed in particular as a self-supporting body. Furthermore, for example, takes place at the block 80 a release of the compressor air injection and an increase in boost pressure, in particular for the following applications: heating or warming of the particle filter 46 with lambda rich operation and regeneration of the particle filter 46 . It is also done for a block, for example 80 a release for a heating strategy for heating or warming the particle filter 46 , in particular by means of a retarded ignition angle adjustment and / or a combination of retarded ignition angle and a or rich operation, that is, a substoichiometric operation of the internal combustion engine 12th per se. An arrow 82 illustrates, for example, a priority requirement of a protective function which a block 84 is passed. The block 84 illustrates, for example, a diagnosis of the compressor air injection, in particular with regard to a manipulated variable restriction and / or a protective function.

A block 86 illustrates, for example, a pilot control of the compressor air injection, with an arrow 88 a release of the feedforward control illustrates. Possible variants of the precontrol are, for example, precontrol based on the steady-state map, in particular with regard to load and / or speed, and / or precontrol based on a precontrol characteristic, in particular independent of the combustion air ratio in the respective combustion chamber 20th or the respective mixture in the respective combustion chamber 20th . A pressure correction can be connected downstream by taking into account an upstream of the valve element 60 prevailing pressure. An arrow 90 illustrates a pre-tax component provided by the pre-control. A block 92 illustrates an exhaust gas lambda controller for regulating a combustion air ratio prevailing in the exhaust gas or for regulating the conditions under which the internal combustion engine is operated 10 would come with an adjustable combustion air ratio (λ). The conditions relate in particular to a composition of the exhaust gas and in particular to an oxygen content, in particular to a residual oxygen content, in the exhaust gas.

In the exhaust tract 40 is for example upstream of the particulate filter 46 and especially downstream of the three-way catalyst 42 especially downstream of the discharge point E1 , a first lambda probe 94 arranged, by means of which, for example, a residual oxygen content in the exhaust gas upstream of the particulate filter 46 and downstream of the discharge point E1 can be captured. Thus, by means of the lambda probe 94 an oxygen content, in particular residual oxygen content, in the exhaust gas upstream of the particle filter 46 detected, in particular measured, with the means of the lambda probe 94 detectable oxygen content, from which at the discharge point E1 subsequent introduction of air into the exhaust tract 40 results. It is also in the exhaust tract 40 downstream of the particle filter 46 and especially downstream of the three-way catalyst 48 a second lambda probe 96 arranged, by means of which, for example, an oxygen content, in particular a residual oxygen content, in the exhaust gas downstream of the particle filter 46 and preferably downstream of the three-way catalyst 48 can be measured, in particular recorded. The exhaust gas lambda controller regulates the combustion air ratio prevailing in the exhaust gas or an oxygen content, in particular a residual oxygen content, in the exhaust gas, in particular by means of an exhaust gas lambda control, in particular on the basis of a combustion air ratio that results from a measurement or is calculated, in particular on the basis of a physical model. The following operating principles are conceivable: PI controller, control amplifications Kp and Ki adjusted depending on the control difference (gain scattering).

An arrow 98 illustrates a slider portion, and an arrow 100 illustrates a release of the exhaust gas lambda controller, also referred to simply as a controller. The one by the arrow 90 input tax share illustrated and the one indicated by the arrow 98 illustrated controller share are for a block 102 added to a control that is included in 2 by an arrow 104 is illustrated. One by an arrow 106 illustrated output size of the block 84 is for example a position of the valve device, also referred to as a valve 60 or the arrow 106 illustrates a switching state to be set or a position of the valve device to be set 60 . In other words, the arrow illustrates 106 a control signal or a controlled variable, on the basis of which the valve device 60 is regulated. Thus, on the basis of the controlled variable, the respective amount, which at the respective discharge point E1 respectively E2 in the exhaust tract 40 is initiated, set, in particular regulated. Thus, for example, illustrates 2 a regulation of the valve device 60 . In particular, the valve device 60 and thus those at the discharge points E1 and E2 in the exhaust tract 40 The amounts of air to be introduced are regulated by the aforementioned exhaust gas lambda control. Thus, for example, those at the discharge points E1 and E2 in the exhaust tract 40 The quantities of air to be introduced are operated as a function of the oxygen content, in particular regulated by means of the lambda probes 94 and 96 are recorded. Also illustrated in 2 a block 108 a motor controller, and an arrow 110 illustrates a boost pressure difference and an ignition angle difference obtained from the block 80 to the block 108 be handed over. Finally an arrow illustrates 112 processed variables for an exhaust gas aftertreatment model of the engine management system, with the processed variables from the block 80 to the block 108 be handed over.

The introduction of the air at the respective introduction point E1 respectively E2 is also referred to as blowing in or blowing in, whereby the air which is at the respective inlet point E1 respectively E2 in the exhaust tract 40 is introduced, is also referred to as fresh air or compressor air. Overall, it can be seen that in the internal combustion engine 10 at the discharge points E1 and E2 an injection of fresh air or compressor air can be realized. At the discharge point E1 can compressor air upstream of the particle filter 46 are blown in, with the particle filter 46 is preferably designed as a coated particle filter, in particular as a coated Otto particle filter. In particular, it is conceivable that the particle filter 46 is arranged close to the engine and thus in the engine compartment, or the particle filter 46 is for example an underbody filter and thus arranged for example in the area of the underbody or below the underbody.

Under the feature that the particulate filter 46 can be designed as a coated particle filter, it is to be understood in particular that the particle filter 46 can have a coating, in particular a catalytically active coating. The coating can act, for example, like a three-way catalytic converter and thus be designed as a three-way catalytic converter coating. Alternatively or additionally, the coating can be catalytic for selective catalytic reduction (SCR). Thus, for example, by coating the Particle filter 46 a three-way catalytic converter or an SCR catalytic converter is formed. Furthermore, a nitrogen oxide storage catalytic converter or an oxidation catalytic converter can be formed by the coating. In other words, the coating of the particle filter 46 be designed in a three-way catalytic converter, an SCR catalytic converter, an NSK, an oxidation catalytic converter technology or a similar or other technology.

The regulation of the combustion air ratio (exhaust gas lambda) prevailing in the exhaust gas takes place, for example, before or optionally after the particle filter 46 or after the three-way catalytic converter 42 , in particular to suitable lambda values by means of the valve device acting, for example, as a bypass valve 60 and / or by means of another bypass valve and / or by means of a suitable boost pressure adaptation (secondary lambda control of the exhaust gas lambda) in addition to a front catalytic converter control or control (primary lambda control) also as primary or combustion -Lambda designated combustion air ratio of the respective mixture in the respective combustion chamber 20th . Depending on the switch position or position of the valve device 60 the operation results as a system for compressor air injection or secondary air injection. The same assembly can therefore be used depending on the requirements of the engine's operating strategy: In partial to medium load, as compressor air injection for heating and, in particular, regeneration of the particle filter 46 , in the start-up and warm-up phase for classic secondary air injection to heat the three-way catalytic converter 42 .

The in 1 The embodiment shown is the valve device 60 formed by exactly one valve, preferably designed as a three / three-way valve. It is also conceivable that the valve device 60 is formed by several, separately formed and for example spaced apart, in particular individual, valves. Furthermore, it is conceivable to create a combined system of compressor air injection, secondary air injection and low-pressure exhaust gas recirculation, in particular by means of an additional pipe line and / or by means of an additional actuator, for example designed as a valve.

List of reference symbols

10

Internal combustion engine

12

Internal combustion engine

14th

Motor housing

16

cylinder

18th

piston

20th

Combustion chamber

22nd

Inlet tract

24

arrow

26th

Air filter

28

Measuring element

30th

compressor

32

Compressor wheel

34

Compressor housing

36

Intercooler

38

throttle

40

Exhaust tract

42

Three way catalytic converter

44

Exhaust aftertreatment component

46

Particle filter

48

Three way catalytic converter

50

Air guiding device

52

arrow

54

first management

56

arrow

58

second management

60

Valve device

62

arrow

64

Electric motor

66

Exhaust gas turbocharger

68

turbine

70

Turbine wheel

72

Turbine housing

74

Bypass device

76

Bypass line

78

Valve element

80

block

82

arrow

84

block

86

block

88

arrow

90

arrow

92

block

94

Lambda probe

96

Lambda probe

98

arrow

100

arrow

102

block

104

arrow

106

arrow

108

block

110

arrow

112

arrow

A.

Branch point

A2

second junction

E1

first discharge point

E2

second discharge point

V1

first connection point

V2

second connection point

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 10062377 A1 [0002]
• DE 102016211274 A1 [0002]
• DE 102016204691 A1 [0003]
• DE 102016202799 A1 [0003]

Claims (10)

Internal combustion engine (10) for a motor vehicle, with an externally ignited internal combustion engine (10) which has at least one combustion chamber (20), with an inlet duct (22) through which air can flow and by means of which the air flowing through the inlet duct (22) enters the combustion chamber (20) ) can be introduced, with at least one compressor (30) arranged in the inlet tract (22) for compressing the air flowing through the inlet tract (22) and to be supplied to the combustion chamber (20), with an exhaust tract (40) through which exhaust gas from the combustion chamber (20) can flow ), in which at least one three-way catalytic converter (42) and at least one particle filter (46) are arranged, which is arranged downstream of the three-way catalytic converter (42), and with one with at least part of the by means of the compressor ( 30) compressed air can be supplied and thereby at least that part of the air conduction device (50) which can be flown through by means of the compressor (30) and by means of which the air conduction device Compressed air flowing through the device (50) can be introduced into the exhaust tract (40) at least partially at at least one introduction point (E1) arranged upstream of the particle filter (46) and downstream of the three-way catalytic converter (42), characterized by at least one upstream of the Inlet point (E1), upstream of the three-way catalytic converter (42) and upstream of the particle filter (46), arranged second inlet point (E2), at which by means of the air guiding device (50) the air guiding device (50) flowing through and by means of the compressor (30 ) compressed air can be introduced at least partially into the exhaust tract (40). Internal combustion engine (10) after Claim 1 , characterized in that the air guide device (50) has a guide line (54) which is fluidically connected to the inlet tract (22) at a branch point (A) arranged downstream of the compressor (30) at which at least the part of the by means of the compressor (30) compressed air can be branched off from the inlet tract (22) and introduced into the guide line (54) and thereby into the air guide device (50), whereby the air guide device (50) can be supplied with at least part of the air compressed by means of the compressor (30) is. Internal combustion engine (10) after Claim 2 , characterized in that the guide line (54) is fluidically connected to the exhaust tract (40) at the first inlet point (E1), whereby the compressed air flowing through the air guide device (50) is at least partially at the first inlet point by means of the guide line (54) (E1) can be introduced into the exhaust tract (40), the air guiding device (50) having a fluidically connected to the guide line (54) branching off from the guide line (54) and fluidically connected to the exhaust tract (40) at the second inlet point (E2). connected second guide line (58), by means of which the compressed air flowing through the air guide device (50) can be introduced at least partially into the exhaust gas tract (40) at the second introduction point (E2). Internal combustion engine (10) after Claim 2 , characterized in that the guide line (54) is fluidically connected to the exhaust gas tract (40) at the second inlet point (E2), whereby the compressed air flowing through the air guide device (50) at least partially at the second inlet point by means of the guide line (54) (E2) can be introduced into the exhaust tract (40), the air ducting device (50) having a fluidically connected to the guide line (54) branching off from the guide line (54) and fluidly connected to the exhaust tract (40) at the first inlet point (E1). connected second guide line (58), by means of which the compressed air flowing through the air guide device (50) can at least partially be introduced into the exhaust tract (40) at the first inlet point (E1). Internal combustion engine (10) after Claim 2 , characterized in that the guide line (54) at the first inlet point (E1) is fluidically connected to the exhaust tract (40), whereby by means of the guide line (54) at least part of the air compressed by means of the compressor (30) at least partially at the first inlet point (E1) can be introduced into the exhaust tract (40), the air duct device (50) having a second guide line (58) which, together with the inlet tract (22), is arranged on a downstream of the compressor (30) and from the branch point (A ) is fluidically connected at a spaced-apart second branch point at which at least a second part of the air compressed by means of the compressor (30) can be branched off from the inlet duct (22) and introduced into the second guide line (58) and thereby into the air guide device (50), whereby the air guide device (50) can be supplied with at least the second part of the air compressed by means of the compressor (30), and wherein the second guide line (58) at the second inlet point (E2) is fluidically connected to the exhaust tract (40), whereby at least the second part of the air compressed by means of the compressor (30) is at least partially at the second inlet point (E2) by means of the second guide line (58) can be introduced into the exhaust tract (40). Internal combustion engine (10) according to one of the preceding claims, characterized by a valve device (60) by means of which a quantity of the compressed air to be introduced into the exhaust tract (40) at the respective introduction point (E1, E2) can be set. Internal combustion engine (10) after Claim 6 , characterized in that the valve device (60) is designed as a 3/3-way valve. Internal combustion engine (10) according to the Claims 7 and 3 or after the Claims 7 and 2 , characterized in that the second guide line (58) can be supplied with compressed air from the first guide line (54) via the valve device (60). Internal combustion engine (10) according to one of the preceding claims, characterized in that the compressor (30) has at least one compressor wheel (32) for compressing the air, the compressor wheel (32) being assigned an electric motor (64) by means of which the compressor wheel ( 32) can be driven. Method for operating an internal combustion engine (10) for a motor vehicle, with an externally ignited internal combustion engine (12) which has at least one combustion chamber (20), with an inlet duct (22) through which air can flow and by means of which the air flowing through the inlet duct (22) is in the combustion chamber (20) is introduced with at least one compressor (30) arranged in the inlet duct (22), by means of which the air flowing through the inlet duct (22) and fed to the combustion chamber (20) is compressed with one of exhaust gas Exhaust gas tract (40) through which the combustion chamber (20) can flow and in which at least one three-way catalytic converter (42) and at least one particle filter (46) are arranged, which is arranged downstream of the three-way catalytic converter (42), and with an air guiding device (50) which supplies at least part of the air compressed by means of the compressor (30) and thereby at least of the part of the air compressed by means of the compressor (30) t is flowed through, wherein by means of the air guide device (50) the compressed air flowing through the air guide device (50) at least partially at at least one inlet point (E1) arranged upstream of the particle filter (46) and downstream of the three-way catalytic converter (42) into the Exhaust tract (40) is introduced, characterized by at least one upstream of the introduction point (E1), upstream of the three-way catalytic converter (42) and upstream of the particle filter (46) arranged second introduction point (E2), at which by means of the air guide device (50) the air flowing through the air guiding device (50) and compressed by means of the compressor (30) is at least partially introduced into the exhaust tract (40).

Images