JP2006517012A - INTERNAL COMBUSTION ENGINE HAVING GAS CONVEYING SYSTEM AND METHOD FOR OPERATING THE SAME - Google Patents

Abstract

An internal combustion engine comprising a gas transport system provided with a turbine (7) driven by intake air and a pump (8) driven by the turbine (7) and capable of supplying gas to an exhaust system (3, 4, 5) An institution (1) is disclosed. Similarly, a method for operating the internal combustion engine (1) is disclosed, according to which the amount of injected fuel is adjusted according to the conveying performance of the pump (8) when starting the internal combustion engine (1). . The present invention is applied to an automobile, particularly a passenger car including an internal combustion engine by fuel injection.

Description

  The invention relates to an internal combustion engine comprising a gas transport system having the features of the preamble of claim 1 and to its operating method having the features of the preamble of claim 12.

  Patent document 1 is disclosing the internal combustion engine which has a gas conveyance system. The gas delivery system includes a turbine driven by intake air and a pump driven by the turbine and capable of supplying atmospheric gas into the exhaust system. This gas delivery system is used to send secondary air to the exhaust system so that unburned fuel components can be oxidized when the internal combustion engine is started. The released combustion heat is used to heat the exhaust gas purification system, so that the system is ready to operate more quickly. The turbine is driven by an air flow generated by a pressure gradient that exists across the throttle element of the intake line. However, when the turbine or the pump it drives reaches a sufficient rotational speed that requires a certain amount of time, secondary air is only supplied to a sufficient degree, and therefore the gas delivery system is Secondary air cannot be supplied immediately after the internal combustion engine is started. The gas transfer system has no function other than supplying secondary air when the internal combustion engine is started.

US Pat. No. 6,094,909

  In contrast, an object of the present invention is to provide an internal combustion engine equipped with a gas transfer system and a method of operating the same, which enables low emission operation of the internal combustion engine and enables excellent use of the gas transfer system. It is.

  According to the invention, this object is achieved by an internal combustion engine having the features of claim 1 and by a method having the features of claim 12.

  The internal combustion engine according to the invention is characterized in that when the internal combustion engine is started, the amount of fuel injected into the internal combustion engine can be set as a function of the pump supply capacity. When the minimum supply capacity of the pump is reached, it is preferable to inject fuel only once, so that the start of fuel injection depends on the supply capacity of the pump. As a result, when fuel injection begins, a sufficient amount of secondary air can be added to the exhaust system with the aid of the pump, allowing post-oxidation of the unburned fuel residue. Post-oxidation oxidizes incompletely combusted fuel. The rapidly released reaction heat heats the exhaust gas purification system to its operating temperature, particularly downstream of the point where secondary air is added. Therefore, effective exhaust gas purification can be achieved quickly. In particular, the level of harmful hydrocarbon emissions (HC emissions) can be reduced during the start-up phase. On the other hand, if the start of fuel injection is not adapted to the pump supply capacity, for example, if fuel is injected into the combustion chamber of the internal combustion engine before the pump reaches the minimum supply capacity, unburned in the exhaust system There is not a sufficient amount of atmospheric oxygen required as a reaction partner for the post-oxidation of the fuel, so a relatively large amount of HC is released. On the other hand, if too little fuel is injected relative to the pump supply capacity, the air-fuel ratio (λ) in the exhaust system required for post-oxidation is too high and post-oxidation can occur as well. Can not. For this reason, the light-off of the exhaust gas catalytic converter is delayed, and as a result, pollutants are released for a relatively long time.

  In one configuration of the invention, the turbine can be driven by a partial flow of combustion air introduced by the internal combustion engine via an intake line, the partial flow being generated by a pressure gradient that exists for the throttle element. This measure makes it possible to dispense with additional units necessary for driving the turbine of the gas transport system.

  In another configuration of the invention, the speed of the internal combustion engine can be set at the start of the internal combustion engine by the operation of the internal combustion engine or by the operation of an auxiliary unit assigned to the internal combustion engine before fuel injection begins. It is preferable to increase the speed of the internal combustion engine at the start of the engine start operation. As a result, the suction pipe region can be quickly emptied by the internal combustion engine, and the pressure of the suction pipe can be rapidly reduced. Accordingly, the intake air amount per intake air is rapidly reduced, and as a result, a preferable air-fuel ratio can be set at the start of fuel injection for the operation and post-oxidation of the internal combustion engine. Furthermore, if the gas transport system turbine is driven by a pressure drop that exists across the throttle element in the intake pipe, the pump rapidly reaches a sufficient supply capacity as a result of the measures according to the invention. Thus, even at a very early stage of the start-up phase, a sufficient amount of secondary air can be supplied into the exhaust system, so that effective exhaust gas purification can be provided quickly.

  In another configuration of the invention, the intake line throttle element may be set as a function of the intake line pressure. In particular, when the gas delivery system turbine is driven by a pressure drop present across the throttle element of the intake pipe, the throttle according to the amount of air taken in by the internal combustion engine so that the turbine of the gas delivery system quickly reaches its rotational speed. It is possible to set an element. Thus, the pump quickly reaches a sufficient supply capacity as well.

  In another configuration of the invention, the turbine can be driven by an air flow generated by a gas transport unit that is located at or at the turbine inlet line or connected to the turbine inlet line or to the turbine outlet line. With this measure, it is possible to increase the turbine speed and thus achieve a sufficient supply capacity of the pump irrespective of the pressure differential present across the throttle element of the intake line.

  In another configuration of the invention, the gas supply unit is designed as an electrically driven gas transport unit. The electrical drive of the gas transport unit allows for precise operation of this unit and thus the entire gas transport system.

  In another configuration of the invention, the gas transport unit is designed as an evacuable gas container located in the turbine outlet line. If the evacuated gas container is opened, air is drawn into the container through the turbine, thereby driving the turbine. This effectively requires no auxiliary energy. Thus, the measure according to the invention allows a simple operation of the gas delivery system irrespective of the pressure difference across the throttle element.

  In another configuration of the invention, the gas flow supplied by the pump can be set as a function of the air / fuel ratio in the exhaust system. The supplied gas stream is preferably set such that advantageous conditions for post-oxidation are established downstream of the point where secondary air is added. The setting is preferably such that a λ value of about 1.2 is established.

  In another configuration of the invention, the gas stream supplied by the pump can be sent to an exhaust manifold assigned to the exhaust system and / or directly to a catalytic converter assigned to the exhaust system. This makes it possible to use the secondary air of the exhaust gas purification system at a position where conditions are favorable for the implementation of post-oxidation. When starting the internal combustion engine, secondary air is preferably sent to the exhaust manifold. After starting, if the internal combustion engine is operating under rich conditions, secondary air may be added to the inlet side of the catalytic converter attached to the underbody position to oxidize unburned exhaust gas components. Is possible.

  In another configuration of the invention, exhaust gas can be sent to the pump via the pump inlet line, and the exhaust gas flow supplied by the pump can be sent to the intake line. As a result, exhaust gas recirculation is realized by the gas transport system. Thus, in addition to the supply of secondary air mainly performed during the start-up phase, the gas transport system also performs another function, thus improving the utilization of the system.

  In another configuration of the invention, the vacuum vessel connected via the pump inlet line can be evacuated by the pump. The reduced pressure generated by the vacuum vessel pump can be used to drive the servo unit. Therefore, the gas transfer system performs another function, and the utilization rate of the system is improved.

  The method according to the invention is characterized in that when the internal combustion engine is started, the amount of fuel injected is set as a function of the pump supply capacity. Fuel injection preferably begins when the pump reaches a minimum supply capacity. This ensures that unburned fuel components do not enter the exhaust system without simultaneously using atmospheric oxygen to post-oxidize these unburned fuel components. By adapting the injected fuel quantity to the pump supply capacity, an optimum λ value for post-oxidation in the exhaust manifold is guaranteed.

  In one configuration of the method, at the start of the engine, the throttle element is mainly held closed before fuel injection begins and is only opened after the pump has reached a minimum supply capacity. As a result, conditions that enable effective post-oxidation of unburned fuel components are achieved in the exhaust system very quickly.

  In another configuration of the invention, the engine speed of the internal combustion engine is increased at the start of the internal combustion engine before fuel injection begins. Increasing the starting speed of the engine allows a quick exhaust of the air present in the intake pipe, so that a favorable λ value is established very quickly for both internal combustion engine operation and in the exhaust system. . The engine start speed can be increased by reducing the compression action performed by the internal combustion engine. The throttle of the internal combustion engine is preferably relaxed, i.e. the exhaust valve remains open for a certain period of time or during the compression stroke. Furthermore, it is advantageous to switch off or disconnect the auxiliary unit driven by the internal combustion engine.

  In another configuration of the invention, the turbine is at least occasionally placed in the turbine inlet line or in the turbine outlet line, or by an air flow supplied by a gas transport unit connected to or connected to the turbine inlet line. Driven. This makes it possible to increase the turbine speed rapidly in the initial stage, irrespective of the pressure difference across the throttle element of the intake line, so that the secondary air can be supplied very quickly by the pump. The gas transport unit is preferably formed by an electric working pump or by a pressure vessel or a decompression vessel.

  In another configuration of the invention, the airflow supplied by the pump is set as a function of the air / fuel ratio in the exhaust system. This establishes favorable conditions for the desired further reaction, and thus the further reaction can proceed in the desired manner. A λ value of 1.2 is preferably set in the exhaust manifold.

  In another configuration of the invention, one of the at least two addition points where the airflow supplied by the pump is added to the exhaust gas is selected as a function of the operating state of the internal combustion engine. Due to the fact that secondary air can be sent to the exhaust system at at least two locations, it is possible to react flexibly to conditions in the exhaust system that are mainly related to the operating state of the internal combustion engine.

  In another configuration of the invention, the airflow supplied by the pump cools a definable portion of the exhaust system when a predeterminable temperature threshold in the exhaust system is exceeded. In this configuration of the present invention, the gas delivery system further performs a cooling function, resulting in improved utilization of the system, more reliable operation of the exhaust system, and no need for other forms of cooling measures.

  In another configuration of the invention, the pump at least occasionally removes exhaust gas from the exhaust system and sends the exhaust gas to the intake line. In this case, the exhaust gas flow sent to the intake line is preferably selected as a function of the operating state of the internal combustion engine. Therefore, since the gas transfer system performs the exhaust gas recirculation function, the exhaust gas recirculation can be performed regardless of the pressure conditions in the exhaust system and the intake device of the internal combustion engine. Since it depends on the operating state, the exhaust gas recirculation amount can be set as required.

  In another configuration of the invention, the decompression vessel assigned to the internal combustion engine is evacuated by a pump via a pump inlet line to activate a decompressed servo system. This further function of the gas delivery system allows to obtain additional benefits from this system and also provides simplification with respect to the components used.

  Hereinafter, the present invention will be described in more detail based on the drawings and related embodiments.

  FIG. 1 shows an internal combustion engine 1, which in this example is a four-cylinder with spark ignition, hereinafter referred to simply as an engine, having an associated gas transport system, intake system and exhaust system as an example. Designed as a reciprocating piston engine. During operation of the internal combustion engine, the engine 1 takes in air through an intake line 2 having a throttle element 6 disposed therein, and discharges exhaust gas to the surroundings through an exhaust manifold 3 and an exhaust pipe 4 connected thereto. To do. A catalytic converter 5 for purifying the exhaust gas is disposed in the exhaust pipe 4. The catalytic converter in this case is designed as a starting catalytic converter arranged close to the engine. A gas transport system including a turbine 7 and a pump 8 is assigned to the engine 1. The pump 8 can be driven via the drive shaft of the turbine 7. The turbine inlet line 9 is connected to the turbine 7 on the inlet side, and the turbine outlet line 10 is connected to the turbine 7 on the outlet side. In each case, the other end of the lines 9, 10 is connected to the respective intake line 2 upstream or downstream of the throttle element 6, so that the turbine 7 is connected in parallel with the throttle element. The airflow supplied to the turbine 7 can in this case be controlled by a controllable valve 20 in the turbine outlet line 10. A pump inlet line 11 communicating with the surroundings is connected to a pump on the inlet side. A pump outlet line 12 that branches to form the addition points 13 and 14 of the exhaust manifold 3 and the exhaust pipe 4 is connected to the pump on the outlet side.

  Furthermore, the engine 1 is assigned an injection system not shown in more detail for injecting fuel directly into the combustion chamber of the engine 1 or into the inlet area of the individual cylinders. Furthermore, the engine 1 has an engine control unit (not shown) for controlling or adjusting the operation of the engine 1 or a system assigned to the engine 1. For this purpose, various sensors such as pressure sensors and measurement detectors (not shown) are arranged in the intake system and in the exhaust system, the air flow meter is in the intake line 2 and the exhaust gas sensor and temperature sensor are in the exhaust pipe. 4 is arranged. The signal from the sensor is recorded and evaluated by the engine control unit. Furthermore, a starter (not shown) is assigned to the engine 1, and the start operation is started by the operation, and the start operation is maintained until the engine operates independently.

  The operation mode of the configuration shown in FIG. 1 will be described below.

In the first field of application, the gas delivery system is used to achieve a low emission start-up or warm-up of the engine 1. For this reason, it is important that the catalytic converter 5 arranged in the exhaust pipe 4 can be operated sufficiently rapidly, i.e. at what is known as its light-off temperature. For this reason, the engine is operated at a rich air-fuel ratio after a certain point in the starting operation, and the obtained reducing component in the rich exhaust gas is burned by post-oxidation upstream of the catalytic converter 5. In the following description, the air-fuel ratio of the air-fuel mixture sent to the engine 1 is referred to as the engine λ or λ _E. The combustion heat released during post-oxidation heats the catalytic converter 5, so that the catalytic converter can quickly perform its purification function. As a result of the supply of secondary air, the exhaust gas reaches the oxygen content necessary for the progress of post-oxidation. Secondary air is supplied by a pump 8 driven by a turbine 7. By operating a switching unit (not shown) in the pump outlet line 12, the addition point 13 in the exhaust manifold 3 is opened and the addition point 14 is shut off for the addition of secondary air. The pressure drop present across the throttle element 6 and caused by the air flow taken in by the engine 1 is used to drive the turbine. This pressure drop acts across the turbine inlet line 9 and the turbine outlet line 10, thus creating an air flow across the turbine 7, thereby driving the turbine 7 and the pump 8 connected thereto.

  A prerequisite for the post-oxidation to take place is the presence of a combustible mixture. Therefore, it is important to adapt the fuel injection amount and the secondary air supply for low emission starting of the engine. The purpose is that after the start of the engine 1, the post-oxidation starts as soon as possible.

  According to the invention, at start-up, the amount of fuel injected is set as a function of the supply capacity of the pump 8. It is preferable that the fuel is not initially injected at the start of the starting operation, because the pump 8 has not yet supplied the secondary air at this point. The reason for this is that the pressure drop across the throttle element 6 does not initially exist or is too low. Since the speed of engine 1 at typically about 200 rpm is relatively low during start-up operation, the pressure drop across the throttle element is formed relatively slowly. In order to accelerate the pressure formation, the throttle element is set as a function of the pressure reduction present in the intake line 2 downstream of the throttle element 6. The throttle element is preferably completely closed when there is no pressure reduction during start-up. This is true at the start of the start-up operation. As a result, the air in the line volume between the throttle element 6 and the engine cylinder air inlet is rapidly sucked by the engine. Accordingly, a pressure difference across the throttle element 6 is rapidly formed, and accordingly the turbine 7 rapidly reaches its rotational speed and the pump 8 correspondingly rapidly supplies secondary air.

  The fuel injection is preferably started when the pump 8 reaches a minimum supply capacity, which can be determined, for example, with the aid of a rotational speed sensor of the pump 8. The time period from the start of starter operation to the start of fuel injection can also be advantageously set by time control. In this case, for example, it is possible to use a table stored in the engine control unit and storing a period until fuel injection starts. In this case, it is further possible to consider the coolant temperature or ambient temperature of the engine 1.

The amount of fuel injected per unit time is preferably set so as to obtain an engine λ of approximately λ _E = 0.8. Therefore, an ignitable air-fuel mixture exists in the combustion chamber of the engine 1 and the engine 1 can continue to operate without the assistance of a starter. As this independent engine operation begins, the engine speed, intake air volume and pressure drop across the throttle element 6 increase. According to the setting as a function of the decompression, the throttle element 6 is opened when a predeterminable decompression value is reached. The amount of secondary air supplied into the exhaust manifold 3 by the pump 8 is limited by the assistance of the setting valve 20 in the turbine exhaust line 10 so that conditions favorable for post-oxidation are obtained in the exhaust manifold 3. The secondary air amount is preferably set so that an air-fuel ratio of approximately λ _EG = 1.2, also referred to below as exhaust gas λ or λ _EG , is set for the exhaust gas.

  If the starting speed of the engine 1 is increased during starter operation, the time required to supply a sufficient amount of secondary air can be further reduced. According to the invention, this is achieved by reducing the compression operation performed by the engine 1. With a variable compression ratio, this is reduced to the starter phase of start-up operation. Furthermore, it is advantageous to relax the throttle of the engine 1 by opening the outlet valve of the compression stroke. Similarly, it is advantageous to temporarily disconnect the auxiliary unit driven by the engine 1. As an example, the generator or the coolant pump can be disconnected. Thereby, mechanical power loss from the engine 1 is reduced, and the engine speed during starter operation is increased.

  After a stable and independent engine operation and the light-off temperature of the starting catalyst 5 has been achieved, it can be considered that the starting operation has ended and the addition of secondary air to the exhaust manifold 3 is ended. The end of the addition of secondary air can be done by closing the setting valve 20 or by closing the switch means (not shown) in the pump outlet line 12.

In another field of application, the gas delivery system is used to reduce emissions other than start-up operation, for example during acceleration or rich operation of the engine 1 under full load. Under these conditions, there is a sufficient pressure drop across the throttle element to operate the turbine 7. In this application of the gas delivery system, the pump 8 in this case preferably passes secondary air into the exhaust gas at the addition point 14 on the inlet side of the catalytic converter 5, which is preferably arranged far from the engine. In this case, an exhaust gas λ of approximately λ _EG = 1.0 is set. Under these conditions, the reduction of the exhaust gas component is oxidized by the catalytic converter 5, and the level of pollutants is also reduced during acceleration or full load operation.

  In another application area, the gas delivery system is used to cool parts of the exhaust system. As an example, the pump 8 can be used to blow relatively cool ambient air into the air gap of a catalytic converter housing or an exhaust manifold with air gap insulation. This function of the gas delivery system is preferably activated when a reference temperature in the exhaust system is exceeded. This prevents overheating or damage to the exhaust system and maintains the function of the components that have a purifying action.

  FIG. 2 schematically shows the configuration of the engine 1 and the gas delivery system of another preferred embodiment. Functionally equivalent component names correspond to the names used in FIG. In addition to the embodiment shown in FIG. 1, in this case, another gas transport unit is assigned to the gas transport system. The gas transport unit is designed as an electrically driven air pump 15 connected to the branch pipe of the turbine inlet line 9. In addition, a shut-off valve 21 is provided in the turbine inlet line 9 that can be used to shut off the connection of the throttle element 6 to the intake line 2 upstream. When the engine 1 is started, the speed of the turbine 7 can be increased more rapidly using the air pump 15. For this reason, at the start of the starter operation, the shut-off valve 21 is closed, the valve 20 is opened, and the air pump is switched on. Therefore, when the starting operation starts, air is actually supplied via the turbine 7. Therefore, regardless of the formation of a pressure difference across the throttle element 6, a secondary air amount sufficient for post-oxidation can be sent to the exhaust manifold 3 after a short time, and the fuel injection is the same as in the embodiment shown in FIG. Executed in the way. When a sufficient pressure difference is formed across the throttle element 6, the air pump is switched off and the shut-off valve 21 is opened. The turbine 7 is then driven by the airflow flowing through the lines 9, 10 caused by the pressure difference across the throttle element 6. All other functions of the gas delivery system are the same as in the embodiment shown in FIG.

  FIG. 3 schematically shows the configuration of the engine 1 and the gas delivery system of another preferred embodiment. Functionally equivalent components are indicated with the same reference numbers as in FIG. In addition to the embodiment shown in FIG. 1, in this case, another gas transport unit is assigned to the gas transport system. The gas transport unit is designed as an evacuable gas container 16 arranged in the secondary branch pipe of the turbine outlet line 10. The gas container can be shut off by shutoff valves 22 and 23 on the inlet side and outlet side, respectively. During the startup of the engine 1, the speed of the turbine 7 can be increased more rapidly by using the exhausted gas container 16. For this reason, when the starter operation starts, the shutoff valve 22 is opened on the inlet side of the exhausted gas container 16. Valves 20 and 23 remain closed. Therefore, when the starting operation starts, air is actually conveyed into the exhausted gas container 16 via the turbine 7. Therefore, regardless of the formation of a pressure difference across the throttle element 6, a secondary air amount sufficient for post-oxidation can be sent to the exhaust manifold 3 after a short time, and the fuel injection is the same as in the embodiment shown in FIG. Executed in the way. When a sufficient pressure difference is formed across the throttle element 6, the valve 20 is opened and the valve 22 is opened. Next, the turbine 7 is driven by an airflow passing through the turbine inlet line 9 and the branch pipe of the turbine outlet line 10 provided with the valve 20. In this case, the air flow is generated by a pressure difference across the throttle element 6. In order to be able to increase the turbine speed rapidly independently of the formation of a pressure differential across the throttle element 6, the gas container 16 must naturally be of sufficient size. All other functions of the gas supply system are similar to the embodiment shown in FIG. In order to newly exhaust the gas container 16, the valve 23 is opened and the valve 22 is closed during normal engine operation. In particular, at a large negative pressure engine operating point downstream of the throttle element 6, such as during high engine speed overrun operation, the gas container 16 can be sufficiently evacuated for further starting operation.

  FIG. 4 schematically shows the configuration of the engine 1 and the gas delivery system of another preferred embodiment. Functionally equivalent components are indicated with the same reference numerals as those used in FIG. In the embodiment shown in FIG. 4, it is possible to provide exhaust gas recirculation in addition to the functionality of the embodiment shown in FIG. For this reason, the gas supply system has a branch pipe provided with a valve 24 of the pump inlet line 11, and this branch pipe communicates with the exhaust pipe 4. This part of the pump inlet line 11 that communicates with the surroundings can likewise be blocked by a valve 25 arranged therein. Furthermore, a branch pipe of the pump outlet line 12 leading to the intake line 2 on the downstream side of the throttle element 6 is provided. This branch pipe can likewise be blocked by a configurable valve 26. During normal engine operation, the pump 8 can supply exhaust gas into the intake line 2 at the addition point 18 if a gas supply system is not required to supply secondary air. For this reason, the valve 24 is opened and the valve 25 is closed. The valve 26 is opened according to the exhaust gas recirculation rate to be provided. The pump 8 is driven as described above by the air flow through the turbine 7 caused by the pressure difference across the throttle element 6. The embodiment shown in FIG. 4 is compared to a standard exhaust gas recirculation system with passive exhaust gas recirculation in which the amount of exhaust gas recirculation is determined by the pressure difference existing between the exhaust pipe and the intake pipe. Higher exhaust gas recirculation rates can be provided. The reason for this is the active exhaust gas supply provided by the pump 8. All other functions of the gas delivery system are the same as in the embodiment shown in FIG.

  FIG. 5 schematically shows the configuration of the engine 1 and the gas delivery system of another preferred embodiment. Functionally equivalent components are indicated with the same reference numbers as in FIG. Unlike the embodiment shown in FIG. 1, the pump inlet line 11 in this case is connected to a gas container 17 that can be evacuated. There are still connections to the environment that can be blocked by the valve 27. If a gas delivery system is not required to supply secondary air, the gas container can be evacuated by pump 8 during normal engine operation. For this reason, the valve 27 is closed. The air extracted from the gas container 17 can be sent to the exhaust gas via the pump outlet line 12 or can be discharged to the surroundings via a branch pipe (not shown). The servo system activated by depressurization is connected to the gas container 17 and, although not shown in more detail here, can be activated by the depressurization generated in the gas container 17. All other functions of the gas delivery system are still the same as in the embodiment shown in FIG.

  The embodiments of the internal combustion engine and gas transport system according to the present invention can provide low emission operation of the internal combustion engine as described. The function of the gas delivery system that exists in addition to the supply of secondary air means that the gas delivery system is better utilized and that some components can be omitted. In this regard, it will be understood that modifications to the illustrated embodiment are possible within the scope of the present invention by using additional lines or valves in the gas delivery system.

1 is a schematic block diagram of an embodiment of an internal combustion engine according to the present invention having a gas delivery system. FIG. 3 is a schematic block diagram of another embodiment of an internal combustion engine according to the present invention having a gas delivery system. FIG. 3 is a schematic block diagram of another embodiment of an internal combustion engine according to the present invention having a gas delivery system. FIG. 3 is a schematic block diagram of another embodiment of an internal combustion engine according to the present invention having a gas delivery system. FIG. 3 is a schematic block diagram of another embodiment of an internal combustion engine according to the present invention having a gas delivery system.

Claims (20)

An intake line (2) in which a throttle element (6) is arranged;
An exhaust system (3, 4, 5);
The turbine (7), which is driven by the intake air flow, is connected to the turbine inlet line (9) and the turbine outlet line (10), and has a pump inlet line (11) and a pump outlet line (12). 7) a gas transport system having a pump (8) for sending the gas supplied by being driven by 7) to the exhaust system (3, 4, 5);
In an internal combustion engine (1) provided with a fuel injection device having
An internal combustion engine characterized in that when the internal combustion engine (1) is started, the amount of fuel injected into the internal combustion engine is set as a function of the supply capacity of the pump (8).   The turbine (7) is driven by a partial flow of combustion air that is generated by a pressure gradient that exists across the throttle element (6) and that is introduced into the internal combustion engine (1) via the intake line (2). The internal combustion engine according to claim 1, characterized in that   Setting the speed of the internal combustion engine (1) by the operation of the internal combustion engine (1) or by the operation of an auxiliary unit assigned to the internal combustion engine (1) before fuel injection starts at the start of the internal combustion engine; The internal combustion engine according to claim 1 or 2, characterized in that.   4. The internal combustion engine according to claim 1, wherein the throttle element is set as a function of the pressure in the intake line when the internal combustion engine is started. 5.   By gas conveying units (15, 16) arranged in the turbine inlet line (9) or the turbine outlet line (10) or connected to the turbine inlet line (9) or the turbine outlet line (10) The internal combustion engine according to any one of claims 1 to 4, wherein the turbine (7) is driven by the generated airflow.   6. Internal combustion engine according to claim 5, characterized in that the gas transport unit is an electrically driven gas transport unit (15).   6. Internal combustion engine according to claim 5, characterized in that the gas transport unit is an evacuable gas container (16) arranged in the turbine outlet line (10).   The gas flow supplied by the pump (8) is set as a function of the air / fuel ratio in the exhaust system (3, 4, 5). Internal combustion engine.   The gas flow supplied by the pump (8) is sent to an exhaust manifold (3) assigned to the exhaust system (3, 4, 5) and / or assigned to the exhaust system (3, 4, 5). The internal combustion engine according to any one of claims 1 to 8, characterized in that it is sent directly to the catalytic converter (5).   Exhaust gas is sent to the pump (8) via the pump inlet line (11) and the exhaust gas flow supplied by the pump (8) is sent to the intake line (2). 2. An internal combustion engine according to 1.   2. The internal combustion engine according to claim 1, wherein the decompression vessel (17) connected via the pump inlet line (11) is exhausted by the pump (8). An intake line (2) in which a throttle element (6) is arranged;
An exhaust system (3, 4, 5);
A gas transport system comprising a turbine (7) that can be driven by an air stream and a pump (8) that can be driven by the turbine (7);
In a method of operating an internal combustion engine by fuel injection having
At least when starting the internal combustion engine, the gas supplied by the pump (8) is sent to the exhaust system (3, 4, 5),
A method for operating an internal combustion engine, characterized in that the amount of fuel injected into the internal combustion engine (1) at start-up is set as a function of the supply capacity of the pump (8).   The throttle element (6) is held closed before fuel injection at the start of the internal combustion engine starts, and the throttle element (6) is opened after the supply capacity of the pump reaches a minimum value. The method of claim 12.   14. Method according to claim 12 or 13, characterized in that the engine speed of the internal combustion engine (1) is increased at the start of the internal combustion engine before the fuel injection begins.   By gas conveying units (15, 16) arranged in the turbine inlet line (9) or the turbine outlet line (10) or connected to the turbine inlet line (9) or the turbine outlet line (10) 15. A method according to any one of claims 12 to 14, characterized in that the turbine (7) is driven by a supplied air stream.   The air flow supplied by the pump (8) is set as a function of the air-fuel ratio in the exhaust system (3, 4, 5), according to any one of claims 12-15. Method.   The air flow supplied by the pump (8) is supplied at one of at least two addition points (13, 14) of the exhaust system (3, 4, 5), which is added to the internal combustion engine (1). The method according to any one of claims 12 to 16, characterized in that one is selected as a function of the operating state.   When a predetermined temperature threshold in the exhaust system (3, 4, 5) is exceeded, the air flow supplied by the pump (8) cools a specific part of the exhaust system (3, 4, 5). 13. The method of claim 12, wherein the method is used for:   13. Method according to claim 12, characterized in that the pump (8) sends exhaust gas from the exhaust system (3, 4, 5) to the intake line (2).   The decompression vessel (17) provided in the internal combustion engine (1) is evacuated by the pump (8) through the pump inlet line (11) in order to operate a servo system that is decompressed. 13. A method according to claim 12, characterized in that

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