DE102020106315A1 - Exhaust system for an internal combustion engine and a method - Google Patents

Abstract

Aspects of the present invention relate to an exhaust system (104) for an internal combustion engine (103), a vehicle (101), a method (500) and a non-transitory computer readable medium (304). The exhaust system (104) includes at least one cylinder head (202) that includes a first integrated exhaust manifold (208A) and a second integrated exhaust manifold (208B), and a first aftertreatment component (210) that is in fluid communication with both the first integrated exhaust manifold (208 ) and with the second integrated exhaust manifold (208). The exhaust system also includes a second aftertreatment component (211) configured to allow gas flow from the first integrated exhaust manifold (208A) through the second aftertreatment component (211) to the first aftertreatment component (210).

Description

TECHNICAL PART

The present disclosure relates to an exhaust system for an internal combustion engine, a vehicle, a method and a non-transitory computer readable medium. In particular, but not exclusively, it relates to an exhaust system for an internal combustion engine, a vehicle, a method and a non-transitory computer readable medium for a road vehicle such as an automobile.

BACKGROUND

It is known that exhaust systems for internal combustion engines have two catalytic converters arranged in series. A first of the two catalytic converters is positioned closest to the engine's exhaust manifold, and as a result, when the engine is cold started, the first catalytic converter warms up to its operating temperature (a "light-off" temperature) before the second catalytic converter reaches its operating temperature. The first catalytic converter takes care of the treatment of the exhaust gases, while the second catalytic converter continues to warm up. When both catalysts have reached their operating temperatures, they can both play a role in exhaust gas treatment.

A problem with this arrangement is that there is a period of time before the first catalyst is heated to its operating temperature in which the exhaust system emits relatively large amounts of noxious gases.

When the engine and catalytic converters have reached their operating temperatures, the first catalytic converter can be damaged by overheating at high engine power. In order to avoid such overheating, the engine is known to be operated with a rich fuel-air mixture, so that cooler exhaust gases are produced. However, this has the disadvantage that the absence of a stoichiometric air-fuel ratio (referred to as “lambda 1”) increases the emission of pollutants through the exhaust system.

The aim of the present invention is to overcome one or more of the disadvantages associated with the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide an exhaust system for an internal combustion engine, vehicle, method, and non-transitory computer readable medium as claimed in the appended claims.

According to one aspect of the invention, there is provided an exhaust system for an internal combustion engine, the exhaust system comprising: at least one cylinder head defining a first integrated exhaust manifold and a second integrated exhaust manifold; a first aftertreatment component in fluid communication with both the first integrated exhaust manifold and the second integrated exhaust manifold; and a second aftertreatment component configured to allow gas flow from the first integrated exhaust manifold through the second aftertreatment component to the first aftertreatment component.

This offers the advantage that the second aftertreatment component can heat up quickly to its operating temperature, since the area of the inner surfaces at a passage between the cylinders of an engine and the second aftertreatment component can be reduced by using the first integrated exhaust manifold instead of an external manifold. Additionally, the cylinder head can be provided with a coolant passage to keep the cylinder head relatively cool during times when the engine is generating relatively large amounts of power, and consequently the exhaust gases can be kept relatively cool without affecting the air-fuel ratio deviates from a stoichiometric ratio.

According to another aspect of the invention, there is provided an exhaust system for an internal combustion engine, the exhaust system comprising: at least one cylinder head defining at least one first integrated exhaust manifold defining a first exhaust port and a second exhaust port; a first aftertreatment component in fluid communication with both the first outlet port and the second outlet port; and a second aftertreatment component configured to allow gas flow from the first outlet port through the second aftertreatment component to the first aftertreatment component. Optionally, the first integrated exhaust manifold defines the first exhaust port and the second exhaust port.

Optionally, the exhaust system includes a first turbine housing that is configured to allow gas to flow from the first integrated exhaust manifold through the first turbine housing to the first aftertreatment component.

Optionally, the first turbine housing is configured such that a gas flow is enabled from the first integrated exhaust manifold through the first turbine housing to the second aftertreatment component.

Optionally, the first turbine housing is the housing of a turbocharger, and the turbocharger is a mono-scroll turbocharger or a turbocharger with variable geometry. This has the advantage that the turbocharger causes less cooling of the exhaust gases than a twin-scroll turbocharger.

Optionally, the exhaust system includes a second turbine housing that is configured to allow gas flow from the second integrated exhaust manifold through the second turbine housing to the first aftertreatment component.

Optionally, the cylinder head can be configured so that it is part of an in-line cylinder engine.

The second aftertreatment component and the first aftertreatment component are optionally three-way catalytic converters.

Optionally, the first integrated exhaust manifold is configured to evacuate gases from a first group of cylinders and the second integrated exhaust manifold is configured to evacuate gases from a second group of cylinders, each of the cylinders of the second group is different from each of the cylinders of the first group.

Optionally, the exhaust system includes a duct configured to allow gas to flow from the second integrated exhaust manifold, through the duct and through the first aftertreatment component without being passed through the second aftertreatment component and another catalyst. This offers the advantage that the second aftertreatment component can warm up faster by deactivating the cylinders connected to the second integrated exhaust manifold, but the exhaust system only requires two aftertreatment components, namely the second aftertreatment component, which is primarily intended for use during the warm-up phase is, and the first aftertreatment component, which is arranged to receive the exhaust gases from all cylinders after the warm-up phase.

Optionally, the first group of cylinders includes a first number of cylinders; the second group of cylinders includes a second number of cylinders; and the first number is greater than or equal to the second number.

Optionally, the first number is four and the second number is two.

Optionally, the first group of cylinders includes a first number of cylinders; the second group of cylinders includes a second number of cylinders; and the first number is equal to the second number.

Optionally, the exhaust system includes a third aftertreatment component that is configured to allow gas to flow from the second integrated exhaust manifold through the third aftertreatment component to the first aftertreatment component. This has the advantage that all cylinders can be used during a warm-up phase immediately after the engine has started. The second and third aftertreatment components can be arranged to heat up relatively quickly and then convert noxious gases into less noxious gases while the first aftertreatment component warms up to its operating temperature.

According to another aspect of the invention there is provided a vehicle comprising: an exhaust system according to any one of the preceding paragraphs.

A vehicle comprising: an exhaust system according to any preceding paragraph; an internal combustion engine including a first group of cylinders configured to exhaust gases through the first integrated exhaust manifold and a second group of cylinders configured to exhaust gases through the second integrated exhaust manifold; and control means configured to effect fuel injection and ignition in the first group of cylinders during a warm-up period and to deactivate the second group of cylinders during the warm-up period. This offers the advantage that during the warm-up phase after the engine has started, the first group of cylinders, which are connected to the first integrated exhaust manifold, generate more power than if all cylinders were in operation. As a result, the heat is transported to the second aftertreatment component at a higher rate than would be the case if all of the cylinders were functional, and so the second aftertreatment component is heated more quickly.

Optionally, the internal combustion engine includes an active intake valve actuation system that is configured such that the intake valves of the second cylinder group remain closed during the warm-up phase. This has the advantage that, during the operation of the engine, it is possible to prevent air from being pumped through the second cylinder group and thus avoid the oxidation of the first aftertreatment component.

According to a further aspect of the invention, a method for operating an internal combustion engine is provided, the exhaust system of one of the preceding paragraphs, the method comprising: causing fuel injection and ignition in the first cylinder group during a warm-up period; and deactivating the second group of cylinders during the warm-up phase. This has the advantage that the second aftertreatment component heats up faster than it would be if all cylinders were ready for operation.

Deactivating the second group of cylinders optionally includes closing the intake valves of the second group of cylinders. This offers the advantage that the pumping of air through the second cylinder group is prevented and the oxidation of the first aftertreatment component is avoided.

According to a further aspect of the invention, a method for operating an internal combustion engine is provided which comprises a first group of cylinders and a second group of cylinders, the method comprising: deactivating the second group of cylinders during a warm-up phase, wherein the fuel injection and ignition in the first Cylinder group is effected so that the gases expelled from the first cylinder group pass through a second aftertreatment component to a first aftertreatment component; and after the warm-up period, effecting fuel injection and ignition in all cylinders of the engine so that the gases expelled from all cylinders pass through the first aftertreatment component.

This has the advantage that the second aftertreatment component heats up faster than it would be if all cylinders were ready for operation.

Deactivating the second group of cylinders optionally includes closing the intake valves of the second group of cylinders. This offers the advantage that the pumping of air through the second cylinder group is prevented and the oxidation of the first aftertreatment component is avoided.

According to a further aspect of the invention, a non-transitory computer-readable data carrier is provided which contains computer-readable instructions which, when executed by a processor, cause the execution of a method according to one of the preceding paragraphs.

According to a further aspect of the invention, there is provided an exhaust system for an internal combustion engine comprising a first group of cylinders and a second group of cylinders, the exhaust system comprising: a first exhaust manifold for allowing the gases to flow out of the first group of cylinders; a second exhaust manifold to allow the gases to flow out of the second group of cylinders; a first aftertreatment component in fluid communication with the first exhaust manifold and the second exhaust manifold; a second aftertreatment component configured to allow fluid flow from the first exhaust manifold through the second aftertreatment component to the first aftertreatment component; and a conduit configured to allow fluid flow from the second exhaust manifold, through the conduit and through the first aftertreatment component without flowing through the second aftertreatment component and without flowing through another aftertreatment component. This offers the advantage that the second aftertreatment component can warm up faster by deactivating the cylinders connected to the second exhaust manifold, but the exhaust system only requires two aftertreatment components, namely the second aftertreatment component, which is primarily intended for use during the warm-up phase , and the first aftertreatment component, which is arranged to receive the exhaust gases from all cylinders after the warm-up phase.

The exhaust system can be for a road vehicle such as an automobile.

In the context of this application, it is expressly intended that the various aspects, embodiments, examples and alternatives listed in the preceding paragraphs, in the claims and / or in the following description and in the drawings, and in particular their individual features, independently or in any combination can be used. This means that all embodiments and / or features of each embodiment can be combined with one another in any way and / or in any combination, unless these features are incompatible. The applicant reserves the right to amend any originally filed claim or to file a new claim accordingly, including the right to amend an originally filed claim so that it is dependent on another claim and / or includes a feature of another claim, although it was not originally claimed that way.

Figure list

• zeigt eine schematische Draufsicht auf ein Fahrzeug, das die vorliegende Erfindung verkörpert;
• zeigt eine schematische Darstellung der Draufsicht auf einen Motor und einen vorderen Teil einer Auspuffanlage, die die vorliegende Erfindung verkörpert;
• zeigt eine schematische Darstellung einer Draufsicht auf einen Motor und einen vorderen Teil einer alternativen Abgasanlage, die die vorliegende Erfindung verkörpert;
• zeigt eine schematische Darstellung eines der Zylinder des Motors aus und Mechanismen, durch die ein Einlassventil und ein Auslassventil des Zylinders betätigt werden; zeigt ein Flussdiagramm, das eine Methode zum Betrieb eines Verbrennungsmotors veranschaulicht, die die vorliegende Erfindung verkörpert;
• zeigt ein Flussdiagramm, das eine Methode zum Betrieb eines Verbrennungsmotors veranschaulicht und ein konkretes Beispiel für die Methode aus darstellt;
• zeigt eine schematische Darstellung der Draufsicht eines anderen alternativen Motors und eines vorderen Teils einer Auspuffanlage, die die vorliegende Erfindung verkörpert; und zeigt eine schematische Darstellung einer Draufsicht auf einen weiteren alternativen Motor und einen vorderen Teil einer Auspuffanlage, die die vorliegende Erfindung verkörpert.

One or more embodiments of the invention will now be described only by way of example with reference to the accompanying drawings, in which:

• Figure 12 is a schematic plan view of a vehicle embodying the present invention;
• Fig. 13 is a schematic illustration of a top plan view of an engine and a front portion of an exhaust system embodying the present invention;
• Figure 11 is a schematic illustration of a top plan view of an engine and a front portion of an alternative exhaust system embodying the present invention;
• FIG. 11 shows a schematic representation of one of the cylinders of the engine from FIG and mechanisms by which an intake valve and an exhaust valve of the cylinder are operated; Figure 12 is a flow chart illustrating a method of operating an internal combustion engine embodying the present invention;
• FIG. 13 shows a flowchart illustrating a method of operating an internal combustion engine and a concrete example of the method from FIG represents;
• Figure 12 is a schematic illustration of the top plan view of another alternative engine and front portion of an exhaust system embodying the present invention; and Figure 12 is a schematic illustration of a top plan view of another alternative engine and a front portion of an exhaust system embodying the present invention.

DETAILED DESCRIPTION

A vehicle 101 , an exhaust system 104 and a method according to embodiments of the present invention are described herein with reference to the accompanying drawings to described.

With reference to in which the vehicle 101 shown in a schematic plan view is the vehicle 101 a road vehicle in the form of a car with four road wheels 102 . The vehicle 101 consists of an internal combustion engine 103 (hereinafter referred to as engine 103 called), which provides a torque for driving at least two of the road wheels 102 supplies, and an exhaust system 104 that is configured to take the exhaust from the engine 103 records. The exhaust system 104 is configured in such a way that it enables post-treatment of the exhaust gases and releases the treated exhaust gases into the atmosphere.

An intake manifold 105 supplies the engine 103 with air for combustion. The intake manifold is equipped with: a temperature sensor 106 to measure the temperature of the air supplied through the intake manifold; and a pressure sensor 107 for measuring the air pressure in the intake manifold 105 to check the mass flow rate in the engine 103 to be able to determine incoming air. Other sensors, such as an engine temperature sensor 108 and a crankshaft position sensor 109 , can in the engine 103 be built in to monitor and control the operation of the engine 103 and / or the exhaust system 104 to enable.

A top view of the engine 103 and a front part of the exhaust system 104 is in a schematic representation in shown. The motor 103 consists of several cylinders 201 (in the present version 6th cylinder 201A , 201B , 201C , 201D , 201E and 201F) . A cylinder head 202 covers one end of the cylinder 201 from, and for each cylinder 201 includes the cylinder head 202 at least one inlet port 203 , at least one outlet channel 204 , a spark plug 205 and fuel injection 206 . (It should be noted that the inlet port 203 , the outlet opening 204 who have favourited spark plug 205 and the injector 206 only for the first cylinder 201A are marked, but all six cylinders 201 include these features).

The motor 103 contains a valve train 207 with multiple inlet valves (not in shown) so that each inlet port 203 is provided with an inlet valve which is movable around its corresponding inlet port 203 while the engine is running 103 to open or close. The exhaust vents 204 are also equipped with exhaust air valves (not in shown) to open and close the exhaust air openings 204 Mistake.

The valve train 207 may include a conventional arrangement in which the intake valves are connected to a crankshaft (not shown) of the engine by a mechanical and / or hydraulic system 104 are in operative connection so that the valves are arranged to be opened and closed at times which are determined by the rotational position of the crankshaft. Alternatively, the valve train 207 comprise a variable valve lift arrangement which makes it possible to adjust the timing of the opening and closing of the intake valves and / or the lift height of the intake valves by an electronic control system.

The cylinder head 202 defines two integrated exhaust manifolds 208A and 208B hereinafter referred to as the first IEM 208A and second IEM 208B or referred to as IEMs 208A and 208B. The first IEM 208A connects the outlet openings 204 of the three cylinders 201A , 210B and 201C with a first outlet opening 209A and the second IEM 208B connects the outlet openings 204 the other three cylinders 201D , 201E and 201F with a second outlet opening 209B . The cylinder head 202 also defines a coolant channel 220 who is part of a Forms engine cooling system in which a liquid coolant flows. While the engine is running 103 deliver the through the IEMs 208A and 208B flowing exhaust gases heat to the cylinder head 202 , but the liquid coolant in the coolant channel 220 transports the heat from the cylinder head 202 away to prevent it from overheating.

The outlet openings 209A and 209B the IEMs 208A and 208B are directly connected to the rest of the exhaust system 104 connected, the a first aftertreatment component 210 includes. The exhaust system 104 is configured so that both the first IEM 208A as well as the second IEM 208B with the first aftertreatment component 210 are in fluid communication.

The exhaust system 104 also includes a second aftertreatment component 211 , which is arranged so that the exhaust gases from the first outlet port 209A the first IEM 208A through the second aftertreatment component 211 to the first aftertreatment component 210 can flow. Similarly, the exhaust system includes 104 a third aftertreatment component 212 , which is arranged so that the exhaust gases from the second outlet port 209B of the second IEM 208B through the third aftertreatment component 212 to the first aftertreatment component 210 can flow.

In the present embodiment there is an exhaust manifold 213 configured to take the exhaust gases from both the second aftertreatment component 211 as well as the third aftertreatment component 212 receives and the exhaust gases a single inlet port 214 the first aftertreatment component 210 feeds. In alternative embodiments, the first aftertreatment component comprises 210 however, two inlet ports, each with one of the second and third aftertreatment components 211 and 212 are connected by a pipe.

In the present embodiment, the exhaust system comprises 104 a first turbine housing 215 configured to allow gas flow from the first IEM 208A through the first turbine housing 215 to the second aftertreatment component 211 and by the second aftertreatment component 211 to the first aftertreatment component 210 is made possible. Similar is a second turbine housing 216 configured to allow gas flow from the second IEM 208B through the second turbine housing 216 to the third aftertreatment component 212 and by the third aftertreatment component 212 to the first aftertreatment component 210 is made possible. In some alternative implementations that do not include a turbocharger, the second aftertreatment component is used 211 directly to the first outlet connection 209A of the first IEM 208A and the third aftertreatment component 212 also directly to the second outlet connection 209B of the second IEM 208B connected.

Each of the three aftertreatment components 210 , 211 and 212 is a catalyst, and in the present embodiment, each of the catalysts is composed of a three-way catalyst. The first aftertreatment component 210 has a larger capacity than the second aftertreatment component 211 or the third aftertreatment component 212 , and the first aftertreatment component 210 can therefore be regarded as the main catalyst.

While the engine is running 103 the heat of the exhaust gases increases the temperature of the aftertreatment components 210 , 211 and 212 , and when they reach their operating temperature, ie a "light-off" temperature, they efficiently convert nitrogen oxides, carbon monoxide, unburned hydrocarbons and oxygen into nitrogen, carbon dioxide and water. At the first cold start of the engine 103 the aftertreatment components work 210 , 211 and 212 not as required, but the current arrangement allows for the aftertreatment components 210 , 211 and 212 to heat and at the same time to keep the amount of untreated exhaust gases released into the atmosphere low.

The second and third aftertreatment components 211 and 212 can due to their lower capacity next to the turbine housings 215 and 216 and in the vicinity of the outlet openings 209A and 209B the IEMS 208A and 209B to be placed. This compact arrangement means that the exhaust gases on their way between the cylinders 201 of the motor 103 and the second and third aftertreatment components 211 and 212 lose relatively little heat. In addition, the use of the IEMs causes 208A and 208B also less heat loss through the exhaust compared to a similar arrangement using external cast iron exhaust manifolds. This is because the IEMs 208A and 208B be cooled by coolant, which is through the coolant channel 220 flows, the surface of the cold inner surfaces of the IEMS 208A and 208B however, is relatively small compared to the surface area of the interior surfaces of a system using an external manifold. With such a system, the exhaust gases must not only be directed through the external manifold before reaching the aftertreatment components, but also through ducts in the cylinder head, which are all initially cold.

The relatively low heat loss of the exhaust gases during an initial warm-up phase of the engine 103 helps the second and third Aftertreatment components 211 and 212 to warm up quickly so that the time to reach the light-off temperatures is relatively short. After they have reached their operating temperature, the second and third are post-treatment components 211 and 212 able to convert the exhaust gases as needed while the first aftertreatment component 210 further heated to their operating temperature.

In the present embodiment, the specifications of the second and third aftertreatment components 211 and 212 chosen so that they have a period of time in which the first aftertreatment component 210 can heat up from the cold to their operating temperature, have a required efficiency. To ensure adequate functionality while using the first aftertreatment component 210 heated, the load with precious metals in the second and third aftertreatment components 211 and 212 compared to the first post-treatment component 210 be relatively high in order to facilitate the light-off. When the first aftertreatment component 210 has reached its operating temperature, the conversion of the exhaust gases is then carried out by all three aftertreatment components 210 , 211 and 212 carried out.

The first turbine housing 215 is the housing of a first turbocharger 217 . In the current version is the first turbocharger 217 a turbocharger with variable geometry, in alternative versions is the first turbocharger 217 a mono-scroll turbocharger. The second turbine housing is similar 216 the housing of a second turbocharger 218 , which is a variable geometry turbocharger, but in alternate embodiments is a mono-scroll turbocharger. The use of variable geometry turbochargers allows the gas leakage through the turbine to be minimized by closing its blades and thus the transfer of heat to the catalyst surface of the aftertreatment component 211 is increased. In versions in which mono-scroll turbochargers are used, this has the advantage over a twin-scroll turbocharger that a mono-scroll turbocharger offers the exhaust gases flowing through a smaller surface area and thus less heat is lost from the exhaust gases. The choice of a turbocharger with variable geometry or a mono-scroll turbocharger therefore supports the process of rapid heating of the aftertreatment components 210 , 211 and 212 after a cold start.

In times when the engine 103 generates a relatively high power, e.g. when the vehicle 101 travels at high speed, the exhaust gases carry the heat out of the cylinders 201 of the motor 103 at a relatively high rate. Enrichment of the fuel-air mixture to lower the exhaust gas temperatures is not necessary under such conditions, however, and a stoichiometric fuel-air mixture can be maintained since the exhaust gases are passed through the coolant-cooled IEMs 208A and 208B sufficient heat can be extracted. In some designs, the turbine housing is also used 215 and 216 refrigerated to further protect them.

In some embodiments, the first aftertreatment component 210 with electric heating coils 219 near its inlet port 214 be provided through which an electric current can be passed while the first aftertreatment component 210 heated to reduce the time it takes to reach operating temperature.

In the embodiment of is the engine 103 an in-line (or in-line) engine, but in alternative embodiments the engine may be a V-engine or a flat engine, the engine having two cylinder heads, each one of the IEMs 208A and 208B define.

In an alternative version that is available in is shown has the engine 103 a single cylinder head that has a single IEM 208A with two outlet channels 209A and 209B Are defined; the second aftertreatment component 215 is arranged so that it takes exhaust gases from the first exhaust port 209A receives, and the third aftertreatment component 216 is arranged to take exhaust gases from the second exhaust port 209B receives. Otherwise is the embodiment of like that of , and their characteristics were in provided with the same reference numerals as above with reference to FIG have been described.

A top view of an alternative engine 103A and a front part of an exhaust system 104A for the vehicle 101 is in a schematic representation in shown. The motor 103A can be similar to the engine 103 in to be configured and the characteristics of the engine 103A have been given the same reference numerals as that of the engine 103 Mistake. So did the engine 103A a variety of cylinders 201 each having at least one intake port 203 , at least one outlet channel 204 , a spark plug 205 and fuel injection 206 exhibit.

The motor 103A has a cylinder head 202 made up of two IEMs 208A and 208B consists, each arranged so that they take the exhaust gases from a different group of cylinders 201 record, tape. In the present version the engine has 103 a single bank of six cylinders 201A , 201B , 201C , 201D , 201E and 201F and a first group of three of the cylinders 201A , 201B and 201C Exhaust gases through the first IEM 208A while a second group of cylinders 201D , 201E and 201F Exhaust gases through the second IEM 208B . The cylinder head 202 also defines a coolant channel 220 , which is next to the IEMS 208A and 208B is positioned and forms part of an engine cooling system in which a liquid coolant flows.

The motor 103A contains a valve train 207A with multiple inlet valves (not in shown) so that each inlet port 203 is provided with an inlet valve which is movable around its corresponding inlet port 203 while the engine is running 103A to open and close. The exhaust vents 204 are also equipped with exhaust air valves (not in shown) to open and close the exhaust air openings 204 Mistake. The valve train 207A includes an active intake valve actuation system configured to operate the intake valves of the second cylinder group 201D , 201E and 201F while the engine is running 103A remain closed while the intake valves of the first cylinder group 201A , 201B and 201C operated normally. The valve train 207A may include a continuously variable valve lift system that allows the lift height of the intake valves to be adjusted to different heights, or it may be a simpler, variable valve lift system that allows only a discrete variation in valve lift, including no valve lift at all.

The vehicle 101 also includes a control device in the form of an engine control unit (ECU) 301 that is configured to run the engine 103A controls. The control unit 301 has input / output means 302 in order to communicate with other components of the vehicle 101 to enable. The input / output means 302 can use a transceiver to communicate with the control unit 301 via a data bus in the vehicle 101 include.

For example, the ECU is configured to provide output signals to control: Fuel injection by the injectors 206 ; the air intake in the cylinders 201 by opening the inlet valves; and ignition by the spark plugs 205 to the combustion in the cylinders 201 to effect. The ECU 301 is also configured to receive signals from a sensor ( 109 in ) of the motor 104A that receives the position of the crankshaft of the engine 103A Show the times of fuel injection, air intake and ignition with certain positions of the pistons of the cylinders 201 to match.

Each of the IEMs 208A and 208B has an outlet connection 209A and 209B that is to the rest of the exhaust system 104A is connected, which is a first aftertreatment component 210 includes, and the exhaust system 104A is configured so that both the first IEM 208A as well as the second IEM 208B in fluid communication with the first aftertreatment component 210 stand.

The exhaust system 104A also includes a second aftertreatment component 211 , which is arranged so that the exhaust gases from the first outlet port 209A the first IEM 208A through the second aftertreatment component 211 to the first aftertreatment component 210 can flow. In some alternative embodiments, the exhaust system comprises 104A also a third aftertreatment component (like the aftertreatment component 212 in ), which is arranged so that the exhaust gases from the second outlet opening 209B of the second IEM 208B through the third aftertreatment component 212 to the first aftertreatment component 210 can flow. In the embodiment of contains the exhaust system 104A however, no such third aftertreatment component, ie the exhaust system 104A is configured so that the exhaust gases coming from the second IEM 208B through the outlet opening 209B exit before entering the first aftertreatment component 210 do not go through any other post-treatment component.

In the present embodiment, the exhaust system comprises 104A a first turbine housing 215 , which is positioned so that it is the exhaust of the first IEM 208A receives, and a second turbine housing 216 , which is positioned to take the exhaust gases from the second IEM 208B receives. The second aftertreatment component 211 is positioned to take the exhaust from the first turbine housing 215 records. An exhaust manifold 213 is configured to take the exhaust gases from both the second aftertreatment component 211 as well as from the second turbine housing 216 and receives the exhaust gases to a single inlet port 214 the first aftertreatment component 210 supplies. The exhaust manifold 213 therefore has a channel 306 to get an exhaust stream from the second IEM 208B through the canal 306 and by the first aftertreatment component 210 to without going through another aftertreatment component. In alternative embodiments, the first aftertreatment component 210 two inlet ports; a first inlet port extending through a first tube with the second aftertreatment component 211 is connected, and a second inlet port connected by a second pipe to the second turbine housing 216 connected is. The second tube is therefore with a channel 306 provided to a flow of exhaust gas from the second IEM 208B through the canal 306 and by the first aftertreatment component 210 to allow without this flowing through another aftertreatment component.

During normal engine operation 103A and the exhaust system 104A when the aftertreatment components 210 and 211 have reached their operating temperature, the ECU controls 301 the engine 103A so that all six cylinders 201 are in operation and the exhaust gases are treated by the two aftertreatment components 210 and 211. When the engine 103A however, the first time it is started from the cold state, the ECU is 301 configured to: provide the necessary output signals to control fuel injection, air intake and ignition in the first group of cylinders 201A , 201B and 201C to effect; and combustion in the second group of cylinders 201D , 201E and 201F prevented by preventing fuel injection, air intake and ignition in these cylinders. Hence the three cylinders 201A , 201B and 201C caused to produce twice the power that they would produce if all six cylinders 201 would be in operation, and so is the second aftertreatment component 211 at a certain, from the engine 103A torque generated twice as much exhaust as if all six cylinders 201 would be in operation. This becomes the aftertreatment component 211 an increased enthalpy is supplied, which is heated up to its operating temperature (ie its light-off temperature) more quickly than it is when all six cylinders are operated 201 would be the case, so that an efficient catalytic conversion of the exhaust gases through the second aftertreatment component 211 done earlier.

After starting the engine will 103A for a while only with the first cylinder group 201A , 201B and 201C operated while the first aftertreatment component 210 is heated to its operating temperature. It should be noted that during this warm-up phase, the inlet openings 203 the second cylinder group 201D , 201E and 201F are kept closed and thus prevents air from flowing through these cylinders to the first aftertreatment component 210 got. Hence the first aftertreatment component 210 protected from oxidation and cooling that would otherwise occur. After this warm-up phase, when the first post-treatment component 210 is at operating temperature, the ECU causes 301 that the combustion in the second cylinder group 201D , 201E and 201F as well as in the first cylinder group 201A , 201B and 201C starts and the engine 103A then operated normally.

The temperature of the first aftertreatment component can be used to determine when the warm-up phase is complete 210 from a computer model within the control unit 301 based on the temperature of the engine 104A received air, the air flow into the engine 104A and that of the engine 104A burned fuel can be determined.

alternative to is the exhaust system 104B from two exhaust manifolds, which are located outside the cylinder head 202 are located. The cylinder head 202 consists of a large number of channels with an outlet opening 204 at one end and an outlet port at its other end so that each channel has fluid communication between only one of the cylinders 201 and establishes one of the outlet openings. One of the exhaust manifolds is configured to take the exhaust gases from the first group of cylinders 201A , 201B and 201C picks up and the first turbocharger 217 supplies, and the other exhaust manifold is configured to take the exhaust gases from the second group of cylinders 201D , 201E and 201F and the second turbocharger 218 feeds.

Details of the valve train 207A are in shown representing one of the cylinders 201F of the motor 103A with a piston 401 shows. also shows the mechanisms by which an intake valve operates 402 and an exhaust valve 403 of the cylinder 201F be operated. It is to be understood that although only one cylinder 201F with an inlet valve 402 in is shown the inlet valves 402 the other cylinder 201 can be operated in a similar manner. The arrangement of can also be in the embodiment of be used.

In the embodiment of consists of the valve train 207A from a hydraulic system of known type which is arranged so that there are only the inlet valves 402 of the motor 103A actuated. The exhaust valves 403 are made through direct mechanical interaction with a cam 404 on a camshaft 405 actuated, but in an alternative embodiment the exhaust valves 403 by a variable valve lift system (VVL) similar to the intake valves 402 be operated. In such an alternative embodiment, the outlet valves 403 the cylinder 201D , 201E and 201F are kept closed during the warm-up phase as well as or instead of the corresponding inlet valves.

The valve train 207A consists of a cam follower 406 which is arranged to be driven by a cam 407 is operated, which is on a camshaft 408 of the motor 103A is located. When actuated, the cam follower actuates 406 a piston 409 in a master cylinder 410 of the hydraulic system. The main cylinder 410 is hydraulic via a solenoid valve 411 with a reservoir means 412 and a slave cylinder 413 holding a piston 414 contains, connectable. In the present embodiment, the solenoid valve is 411 biased so that normally there is a connection between the master cylinder 410 and the slave cylinder 413 manufactured is while the reservoir means 412 from the master cylinder 410 is isolated. When the solenoid valve 411 in response to a signal from the ECU 301 is operated, the master cylinder becomes 410 with the reservoir means 412 connected and from the slave cylinder 413 isolated.

The piston 414 of the slave cylinder 413 is arranged so that it has the inlet valve 402 actuated. When the inlet valve 402 , as in is actuated, the inlet valve 402 from the inlet port 203 of the cylinder 201F moved so that air can be drawn into the cylinder.

During normal engine operation 103A sets the solenoid valve 411 the connection between the master cylinder 410 and the slave cylinder 413 ago, at least for part of the period in which the cam 407 the piston 409 of the main cylinder 410 actuated during the inlet stroke of the piston 401 . Hence the piston 414 of the slave cylinder 413 hydraulically operated and pushes the inlet valve 402 to an open position, as in shown. When the cam 407 is turned further, it leaves it on the piston 409 applied pressure so that the hydraulic fluid in the master cylinder 410 can return and the inlet valve 402 can return to a closed position in which it is the inlet port 203 locks.

In response to a signal from the ECU 301 however, the solenoid valve can 411 moved to the master cylinder 410 during the entire intake stroke of the piston 401 with the reservoir means 412 to connect so that the actuation of the piston 409 in the main cylinder 410 not the actuation of the piston 414 in the slave cylinder 413 can cause. Thus the inlet valve remains 402 in the closed position so that no air passes through the intake port during the entire intake stroke 415 in the cylinder 201F can penetrate.

As in shown is a fuel injector 206 positioned so that the fuel goes straight into the cylinder 201F is injected, and the spark plug 205 is provided to the in the cylinder 201F ignite existing fuel and air mixtures.

In alternative embodiments, the valve train 207A include another type of variable valve lift system that allows the intake valves 402 while the engine is running 103A keep closed. Such a system may include, for example, an electrical system in which electromagnets or electric motors are arranged around the intake valves 402 of the motor 103A to operate directly.

As in shown, the ECU 301 from at least one electronic processor 303 and at least one electronic memory module 304 insist of the commands 305 saves. The at least one electronic processor 303 is configured to access the at least one electronic storage unit 304 stored commands 305 accesses and the commands 305 executes so that it can perform the functions of the control unit 301 as described above and as below with reference to FIG and described can perform. It should be noted that although the above description is the control means 301 As an electronic control unit describes it, it appreciates that from the control unit 301 The functions provided can be distributed to several different control units or control units.

A flowchart showing one of the ECU 301 feasible method 500 for operating an internal combustion engine 103A Illustrating and embodying the present invention is shown in FIG shown. The method 500 is for the operation of an internal combustion engine 103A provided in which a first group of cylinders 201A , 201B and 201C Exhaust gases through a first aftertreatment component 210 via a second aftertreatment component 211 and a second group of cylinders 201D , 201E and 201F Exhaust gases through the first aftertreatment component 210 , but not the second aftertreatment component 211 gives. In the block 501 the method 500 becomes the second cylinder group 201 deactivated during a warm-up phase, fuel is injected into the first cylinder group and a fuel-air mixture is ignited in the first cylinder group so that the gases released from the first cylinder group pass through the second aftertreatment component 211 to the first aftertreatment component 210 reach. As mentioned earlier, all the work is done by the engine 103A from the first group of cylinders 201A , 201B and 201C done, and the exhaust gases pass through the second aftertreatment component 211 , creating the second aftertreatment component 211 can heat up relatively quickly. Hence the second aftertreatment component 211 after a short initial part of the warm-up phase of the first post-treatment component 210 able to efficiently convert the exhaust gases during the first aftertreatment component 210 continues to warm up.

In the block 502 After the warm-up phase, fuel is injected and a fuel-air mixture ignites in all cylinders of the engine 103A causes the out of all cylinders 201 escaping gases the first aftertreatment component 210 run through. Thus, in the block 502 the motor 103A operated normally.

A flowchart showing a method 600 illustrates and a specific example of the method 500 represents is in shown. In the block 601 of the procedure 600 gets fuel into a first group of cylinders of an engine 103A injected and causes the ignition of a fuel-air mixture in this group, so that the gases expelled from these cylinders through a first aftertreatment component 210 via a second aftertreatment component 211 be directed. While the first group of cylinders is operated in this manner, a second group of cylinders is maintained in an inactive state by keeping their intake and / or exhaust valves closed and preventing fuel from being injected into them.

In block 602 it is determined whether the first aftertreatment component 210 has reached its operating temperature (ie the "light-off" temperature) or not. This method can estimate the temperature within the first aftertreatment component 210 by running a computer model based on the values of one or more sensors on the engine 103A and / or the exhaust system 104A depends.

Will be in block 602 found that the switch-off temperature has not been reached, the process is carried out in block 601 repeated, otherwise the process is in block 603 carried out. In the block 603 fuel is injected and a fuel-air mixture ignites in all cylinders 201 of the motor 103A causes the out of all cylinders 201 escaping gases the first aftertreatment component 210 run through.

A top view of another alternative engine 103B and a front part of an exhaust system 104B for the vehicle 101 is in a schematic representation in shown. The motor 103B and the exhaust system 104B have a lot in common with the engine 103A and the exhaust system 104A , and these features have been given the same reference numbers. So did the engine 103B 6th cylinder 201 each of which has at least one intake port 203 , at least one outlet channel 204 , at least one spark plug 205 and fuel injection 206 Has.

The cylinder head 202A defines two IEMs 208C and 208D that differ from those of the engine 103A differ in that the first IEM 208C the outlet openings 204 of four cylinders 201A , 201B , 201E and 201F with its outlet opening 209C while the second IEM connects the exhaust ports of only two cylinders 201C and 201D with its outlet opening 209D connects. The outlet openings 209C and 209D the IEMs 208C and 208D are with the rest of the exhaust system 104B connected, which is similar to the corresponding part of the suction system 104A configured. So is the exhaust system 104B configured so that: the exhaust ports 209C and 209D in fluid communication with a first aftertreatment component 210 stand; a first turbine housing 215 , a second aftertreatment component 211 and an exhaust manifold 213 a fluid connection between the first outlet opening 209C and the first aftertreatment component 210 produce; and a second turbine housing 217 and the exhaust manifold 213 a fluid connection between the second outlet opening 209D and the first aftertreatment component 210 produce.

The engine 103B is also an ECU 301A assigned that is similar to the ECU 301 works by running during a warm-up phase in which the engine 103B is started for the first time from the cold start, only a first group of cylinders 201 activated while the cylinder 201 remain deactivated in a second group. In this version contains the first cylinder group, consisting of the cylinders 201A , 201B , 201E and 201F but a larger number, ie 4, than the second cylinder group, which only has 2 cylinders 201C and 201D includes.

For the purposes of this disclosure it is to be understood that the control device or ECU described here can consist of a single control unit or a computing device with one or more electronic processors or can consist of a plurality of control units or computing devices. A vehicle and / or a system thereof can comprise a single control unit or a single electronic control device, or alternatively different functions of the control means / unit can be contained in different control units or control devices or be accommodated in these. A set of commands could be provided which, when executed, cause the named controller (s) or the named control unit (s) to use the control technology (s) described here (including the method described ( n)) implemented. The instruction set can be embedded in one or more electronic processors, or alternatively, the instruction set could be provided as software that is executed by one or more electronic processors. For example, a first controller can be implemented in software that runs on one or more electronic processors, and one or more other controllers can also be implemented in software that runs on one or more electronic processors, optionally on the same or the same processor as the first controller. However, it is estimated that other arrangements are useful, and therefore should be the present disclosure should not be limited to any particular agreement. In any event, the instruction set described above may be embedded in a computer readable storage medium (e.g., non-transitory computer readable storage medium) that may include any mechanism for storing information in a form readable by a machine or electronic processor / computing device, including but not limited to: a magnetic storage medium (e.g., floppy disk); optical storage medium (eg CD-ROM); magneto-optical storage medium; Read Only Memory (ROM); Random Access Memory (RAM); erasable programmable memory (e.g. EPROM and EEPROM); Flash memory; or electrical or other types of media for storing such information / instructions.

It will be appreciated that various changes and modifications can be made in the present invention without departing from the scope of the present application.

The ones in the and The illustrated blocks can be steps of a method and / or code sections in the computer program 305 represent. The representation of a particular order of the blocks does not necessarily mean that there is a required or preferred order for the blocks, and the order and arrangement of the block can be varied. In addition, some steps may be left out.

Although embodiments of the present invention have been described with reference to various examples in the preceding paragraphs, it should be understood that changes can be made to the examples given without departing from the scope of the invention as claimed.

The functions described in the preceding description can be used in combinations other than those expressly described.

Although functions have been described with reference to certain features, those functions may be performed by other features, whether described or not.

Although features have been described with reference to particular embodiments, these features may also be present in other embodiments, whether or not they are described.

While the foregoing description attempts to draw attention to those features of the invention that are believed to be of particular importance, it should be understood that applicant claims protection for any patentable feature or combination of features to which is referred to and / or shown in the drawings, regardless of whether or not special emphasis was placed thereon.

• 1. ein Abgassystem für einen Verbrennungsmotor, wobei das Abgassystem umfasst:
  • mindestens einen Zylinderkopf, der einen ersten integrierten Auslasskrümmer und einen zweiten integrierten Auslasskrümmer definiert;
  • eine erste Nachbehandlungskomponente, die sowohl mit dem ersten integrierten Auspuffkrümmer als auch mit dem zweiten integrierten Auspuffkrümmer in Fluidverbindung steht; und
  • eine zweite Nachbehandlungskomponente, die so konfiguriert ist, dass sie einen Gasstrom vom ersten integrierten Auspuffkrümmer durch die zweite Nachbehandlungskomponente zur ersten Nachbehandlungskomponente ermöglicht.
• 2. ein Abgassystem gemäß Abschnitt 1, wobei das Abgassystem ein erstes Turbinengehäuse umfasst, das so konfiguriert ist, dass es einen Gasstrom vom ersten integrierten Abgaskrümmer durch das erste Turbinengehäuse zur ersten Nachbehandlungskomponente ermöglicht.
• 3. ein Abgassystem gemäß Abschnitt 2, wobei das erste Turbinengehäuse so konfiguriert ist, dass es einen Gasstrom vom ersten integrierten Abgaskrümmer durch das erste Turbinengehäuse zur zweiten Nachbehandlungskomponente ermöglicht.
• 4. ein Abgassystem gemäß Abschnitt 2 oder Abschnitt 3, wobei das erste Turbinengehäuse das Gehäuse eines Turboladers ist und der Turbolader ein Mono-Scroll-Turbolader oder ein Turbolader mit variabler Geometrie ist.
• 5. ein Abgassystem gemäß einem der Abschnitte 2 bis 4, wobei das Abgassystem ein zweites Turbinengehäuse umfasst, das so konfiguriert ist, dass es einen Gasstrom vom zweiten integrierten Abgaskrümmer durch das zweite Turbinengehäuse zur ersten Nachbehandlungskomponente ermöglicht.
• 6. eine Auspuffanlage gemäß einem der Abschnitte 1 bis 5, wobei der Zylinderkopf so konfiguriert ist, dass er einen Teil eines Reihenzylindermotors bildet.
• 7. eine Auspuffanlage gemäß einem der Abschnitte 1 bis 6, wobei das zweite Nachbehandlungsbauteil und das erste Nachbehandlungsbauteil Dreiwegekatalysatoren sind.
• 8. eine Auspuffanlage gemäß einem der Abschnitte 1 bis 7, wobei der erste integrierte Auspuffkrümmer und der zweite integrierte Auspuffkrümmer innerhalb eines einzigen Zylinderkopfes definiert sind.
• 9. ein Abgassystem gemäß einem der Abschnitte 1 bis 8, wobei der erste integrierte Auspuffkrümmer so konfiguriert ist, dass Gase aus einer ersten Gruppe von Zylindern abgesaugt werden können, und der zweite integrierte Auspuffkrümmer so konfiguriert ist, dass Gase aus einer zweiten Gruppe von Zylindern abgesaugt werden können, wobei jeder der Zylinder der zweiten Gruppe sich von jedem der Zylinder der ersten Gruppe unterscheidet.
• 10. ein Abgassystem gemäß Abschnitt 9, wobei das Abgassystem einen Kanal umfasst, der so konfiguriert ist, dass ein Gasstrom von dem zweiten integrierten Auspuffkrümmer durch den Kanal und durch die erste Nachbehandlungskomponente ermöglicht wird, ohne durch die zweite Nachbehandlungskomponente und einen anderen Katalysator zu gehen.
• 11. eine Auspuffanlage gemäß Abschnitt 9 oder Abschnitt 10, wobei die erste Zylindergruppe eine erste Anzahl von Zylindern umfasst; die zweite Zylindergruppe eine zweite Anzahl von Zylindern umfasst; und die erste Anzahl größer oder gleich der zweiten Anzahl ist.
• 12. eine Auspuffanlage gemäß Abschnitt 11, wobei die erste Zahl vier und die zweite Zahl zwei ist.
• 13. eine Auspuffanlage gemäß Abschnitt 9 oder Abschnitt 10, wobei die erste Zylindergruppe eine erste Anzahl von Zylindern umfasst; die zweite Zylindergruppe eine zweite Anzahl von Zylindern umfasst; und die erste Anzahl gleich der zweiten Anzahl ist.
• 14. ein Abgassystem gemäß einem der Abschnitte 1 bis 13, wobei das Abgassystem eine dritte Nachbehandlungskomponente umfasst, die so konfiguriert ist, dass sie einen Gasstrom vom zweiten integrierten Auspuffkrümmer durch die dritte Nachbehandlungskomponente zur ersten Nachbehandlungskomponente ermöglicht.
• 15. ein Fahrzeug, das eine Auspuffanlage gemäß einem der Abschnitte 1 bis 14 umfasst.
• 16. ein Fahrzeug, das Folgendes umfasst: ein Abgassystem gemäß einem der Abschnitte 1 bis 14; einen Verbrennungsmotor, der eine erste Gruppe von Zylindern umfasst, die so konfiguriert sind, dass sie Gase durch den ersten integrierten Auspuffkrümmer ausstoßen, und eine zweite Gruppe von Zylindern, die so konfiguriert sind, dass sie Gase durch den zweiten integrierten Auspuffkrümmer ausstoßen; und ein Steuermittel, das so konfiguriert ist, dass es die Kraftstoffeinspritzung und die Zündung in der ersten Gruppe von Zylindern während einer Aufwärmperiode bewirkt und die zweite Gruppe von Zylindern während der Aufwärmperiode deaktiviert.
• 17. ein Fahrzeug gemäß Klausel 16, wobei der Verbrennungsmotor ein aktives Einlassventilbetätigungssystem umfasst, das so konfiguriert ist, dass die Einlassventile der zweiten Zylindergruppe während der Aufwärmphase geschlossen bleiben können.
• 18. ein Verfahren zum Betreiben eines Verbrennungsmotors, der das Abgassystem einer der Klauseln 9 bis 13 umfasst, wobei das Verfahren umfasst:
  • das Verursachen von Kraftstoffeinspritzung und -zündung in der ersten Zylindergruppe während einer Aufwärmphase; und
  • Deaktivierung der zweiten Zylindergruppe während der Aufwärmphase.
• 19. ein Verfahren gemäß Klausel 18, wobei das Deaktivieren der zweiten Zylindergruppe das Veranlassen umfasst, dass die Einlassventile der zweiten Zylindergruppe geschlossen bleiben.
• 20. ein Verfahren zum Betreiben eines Verbrennungsmotors, der eine erste Gruppe von Zylindern und eine zweite Gruppe von Zylindern umfasst, wobei das Verfahren umfasst:
  • Deaktivieren der zweiten Zylindergruppe während einer Aufwärmphase, während die erste Zylindergruppe die Kraftstoffeinspritzung und die Zündung bewirkt, so dass die aus der ersten Zylindergruppe abgegebenen Gase durch eine zweite Nachbehandlungskomponente zu einer ersten Nachbehandlungskomponente gelangen; und
  • nach der Warmlaufphase, wodurch die Kraftstoffeinspritzung und die Zündung in allen Zylindern des Motors bewirkt wird, so dass die aus allen Zylindern ausgestoßenen Gase die erste Nachbehandlungskomponente durchlaufen.
• 21. ein Verfahren gemäß Klausel 20, wobei das Deaktivieren der zweiten Zylindergruppe das Veranlassen umfasst, dass die Einlassventile der zweiten Zylindergruppe geschlossen bleiben.
• 22. ein nicht vorübergehendes computerlesbares Medium mit computerlesbaren Befehlen, die, wenn sie von einem Prozessor ausgeführt werden, die Ausführung eines Verfahrens gemäß einem der Abschnitte 19 bis 20 bewirken. Auspuffanlage für einen Verbrennungsmotor, wobei die Auspuffanlage umfasst: mindestens einen Zylinderkopf, der mindestens einen ersten integrierten Auspuffkrümmer definiert, der eine erste Auslassöffnung und eine zweite Auslassöffnung definiert; eine erste Nachbehandlungskomponente in Fluidverbindung sowohl mit der ersten Auslassöffnung als auch mit der zweiten Auslassöffnung; und eine zweite Nachbehandlungskomponente, die so konfiguriert ist, dass sie einen Gasstrom von der ersten Auslassöffnung durch die zweite Nachbehandlungskomponente zur ersten Nachbehandlungskomponente ermöglicht.
• 24. ein Abgassystem gemäß Abschnitt 23, wobei der erste integrierte Auspuffkrümmer die erste Auslassöffnung und die zweite Auslassöffnung definiert.
• 25.Auspuffanlage für einen Verbrennungsmotor, die eine erste Gruppe von Zylindern und eine zweite Gruppe von Zylindern umfasst, wobei die Auspuffanlage umfasst: einen ersten Auspuffkrümmer, um das Ausströmen der Gase aus der ersten Zylindergruppe zu ermöglichen; einen zweiten Auspuffkrümmer, um das Ausströmen der Gase aus der zweiten Zylindergruppe zu ermöglichen; eine erste Nachbehandlungskomponente in Fluidverbindung mit dem ersten Auspuffkrümmer und dem zweiten Auspuffkrümmer; eine zweite Nachbehandlungskomponente, die so konfiguriert ist, dass sie einen Fluidstrom von dem ersten Auspuffkrümmer durch die zweite Nachbehandlungskomponente zu der ersten Nachbehandlungskomponente ermöglicht; und eine Leitung, die so konfiguriert ist, dass sie einen Fluidstrom von dem zweiten Auspuffkrümmer durch die Leitung und durch die erste Nachbehandlungskomponente ermöglicht, ohne durch die zweite Nachbehandlungskomponente und ohne durch eine andere Nachbehandlungskomponente zu fließen.

The invention is defined according to the following numbered clauses: -

• 1. An exhaust system for an internal combustion engine, the exhaust system comprising:
  • at least one cylinder head defining a first integrated exhaust manifold and a second integrated exhaust manifold;
  • a first aftertreatment component in fluid communication with both the first integrated exhaust manifold and the second integrated exhaust manifold; and
  • a second aftertreatment component configured to allow gas flow from the first integrated exhaust manifold through the second aftertreatment component to the first aftertreatment component.
• 2. an exhaust system according to clause 1, wherein the exhaust system comprises a first turbine housing configured to allow gas flow from the first integrated exhaust manifold through the first turbine housing to the first aftertreatment component.
• 3. an exhaust system according to section 2, wherein the first turbine housing is configured to allow gas flow from the first integrated exhaust manifold through the first turbine housing to the second aftertreatment component.
• 4. an exhaust system according to section 2 or section 3, wherein the first turbine housing is the housing of a turbocharger and the turbocharger is a mono-scroll turbocharger or a turbocharger with variable geometry.
• 5. An exhaust system according to any one of Sections 2-4, wherein the exhaust system comprises a second turbine housing configured to allow gas flow from the second integrated exhaust manifold through the second turbine housing to the first aftertreatment component.
• 6. An exhaust system according to any one of Sections 1 to 5, wherein the cylinder head is configured to form part of an in-line cylinder engine.
• 7. An exhaust system according to one of Sections 1 to 6, wherein the second aftertreatment component and the first aftertreatment component are three-way catalytic converters.
• 8. An exhaust system according to any one of Sections 1 to 7, wherein the first integrated exhaust manifold and the second integrated exhaust manifold are defined within a single cylinder head.
• 9. An exhaust system according to any one of Sections 1 to 8, wherein the first integrated exhaust manifold is configured to extract gases from a first group of cylinders and the second integrated exhaust manifold is configured to withdraw gases from a second group of cylinders can be aspirated, each of the cylinders of the second group being different from each of the cylinders of the first group.
• 10. an exhaust system according to clause 9, wherein the exhaust system includes a duct configured to allow gas flow from the second integrated exhaust manifold, through the duct and through the first aftertreatment component without going through the second aftertreatment component and another catalyst .
• 11. an exhaust system according to section 9 or section 10, wherein the first group of cylinders comprises a first number of cylinders; the second group of cylinders includes a second number of cylinders; and the first number is greater than or equal to the second number.
• 12. An exhaust system according to Section 11, wherein the first number is four and the second number is two.
• 13. an exhaust system according to section 9 or section 10, wherein the first group of cylinders comprises a first number of cylinders; the second group of cylinders includes a second number of cylinders; and the first number is equal to the second number.
• 14. An exhaust system according to any one of Sections 1-13, wherein the exhaust system includes a third aftertreatment component configured to allow gas flow from the second integrated exhaust manifold through the third aftertreatment component to the first aftertreatment component.
• 15. a vehicle comprising an exhaust system according to one of the sections 1 to 14.
• 16. A vehicle comprising: an exhaust system according to any one of Sections 1 to 14; an internal combustion engine including a first group of cylinders configured to exhaust gases through the first integrated exhaust manifold and a second group of cylinders configured to exhaust gases through the second integrated exhaust manifold; and control means configured to effect fuel injection and ignition in the first group of cylinders during a warm-up period and to deactivate the second group of cylinders during the warm-up period.
• 17. a vehicle according to clause 16, wherein the internal combustion engine includes an active intake valve actuation system configured to allow the intake valves of the second cylinder group to remain closed during the warm-up period.
• 18. a method of operating an internal combustion engine comprising the exhaust system of any of clauses 9-13, the method comprising:
  • causing fuel injection and ignition in the first group of cylinders during a warm-up period; and
  • Deactivation of the second group of cylinders during the warm-up phase.
• 19. a method according to clause 18, wherein deactivating the second group of cylinders comprises causing the intake valves of the second group of cylinders to remain closed.
• 20. A method of operating an internal combustion engine comprising a first group of cylinders and a second group of cylinders, the method comprising:
  • Deactivating the second group of cylinders during a warm-up phase while the first group of cylinders effects the fuel injection and the ignition, so that the gases discharged from the first group of cylinders pass through a second aftertreatment component to a first aftertreatment component; and
  • after the warm-up phase, which causes fuel injection and ignition in all cylinders of the engine so that the gases expelled from all cylinders pass through the first aftertreatment component.
• 21. a method according to clause 20, wherein deactivating the second group of cylinders comprises causing the intake valves of the second group of cylinders to remain closed.
• 22. a non-transitory computer-readable medium comprising computer-readable instructions which, when executed by a processor, cause a method according to any one of Sections 19-20 to be executed. An exhaust system for an internal combustion engine, the exhaust system comprising: at least one cylinder head defining at least one first integrated exhaust manifold defining a first exhaust port and a second exhaust port; a first aftertreatment component in fluid communication with both the first outlet port and the second outlet port; and a second aftertreatment component configured to allow gas flow from the first outlet port through the second aftertreatment component to the first aftertreatment component.
• 24. an exhaust system according to section 23, wherein the first integrated exhaust manifold defines the first exhaust port and the second exhaust port.
• 25. An exhaust system for an internal combustion engine comprising a first group of cylinders and a second group of cylinders, the exhaust system comprising: a first exhaust manifold for allowing the gases to flow out of the first group of cylinders; a second exhaust manifold to allow the gases to flow out of the second group of cylinders; a first aftertreatment component in fluid communication with the first exhaust manifold and the second exhaust manifold; a second aftertreatment component configured to allow fluid flow from the first exhaust manifold through the second aftertreatment component to the first aftertreatment component; and a conduit configured to allow fluid flow from the second exhaust manifold, through the conduit and through the first aftertreatment component without flowing through the second aftertreatment component and without flowing through another aftertreatment component.

Claims (11)

An exhaust system for an internal combustion engine, the exhaust system comprising: at least one cylinder head comprising a first integrated exhaust manifold and a second integrated exhaust manifold; a first aftertreatment component in fluid communication with both the first integrated exhaust manifold and the second integrated exhaust manifold; and a second aftertreatment component configured to allow gas flow from the first integrated exhaust manifold through the second aftertreatment component to the first aftertreatment component. Exhaust system after Claim 1 wherein the exhaust system comprises a first turbine housing configured to allow gas flow from the first integrated exhaust manifold through the first turbine housing to the first aftertreatment component, and wherein the first turbine housing is optionally configured to allow gas flow from the first integrated exhaust manifold through the first turbine housing to the second aftertreatment component, and wherein further optionally the first turbine housing is the housing of a turbocharger and the turbocharger is a mono-scroll turbocharger or a turbocharger with variable geometry, and furthermore optionally the exhaust system is a second turbine housing configured to allow gas flow from the second integrated exhaust manifold through the second turbine housing to the first aftertreatment component. Exhaust system after Claim 1 or 2 wherein the cylinder head is configured to form part of an in-line cylinder engine, and optionally wherein the second aftertreatment component and the first aftertreatment component are three-way catalysts, and further optionally wherein the first integrated exhaust manifold and the second integrated exhaust manifold are formed within a single cylinder head. Exhaust system after one of the Claims 1 to 3 wherein the first integrated exhaust manifold is configured to vent gases from a first group of cylinders, and the second integrated exhaust manifold is configured to vent gases from a second group of cylinders, each of the cylinders of the second group differs from each of the cylinders of the first group, and wherein the exhaust system optionally includes a conduit configured to allow gas flow from the second integrated exhaust manifold through the conduit and through the first aftertreatment component without passing through the second aftertreatment component and a another catalyst, and wherein the first group of cylinders optionally includes a first number of cylinders; the second group of cylinders comprises a second number of cylinders; and the first number is greater than or equal to the second number. Exhaust system according to one of the Claims 1 13, wherein the exhaust system includes a third aftertreatment component configured to allow gas flow from the second integrated exhaust manifold through the third Post-treatment component to the first post-treatment component allows. A vehicle consisting of: an exhaust system according to one of the Claims 1 to 5 and wherein the vehicle further comprises an internal combustion engine that includes a first group of cylinders configured to expel gases through the first integrated exhaust manifold and a second group of cylinders configured to expel gases through the exhaust second integrated exhaust manifold; and a controller configured to effect fuel injection and ignition in the first group of cylinders during a warm-up period and deactivate the second group of cylinders during the warm-up period, further optionally wherein the internal combustion engine includes an active intake valve actuation system configured so is that the intake valves of the second group of cylinders remain closed during the warm-up period. Method for operating an internal combustion engine with the exhaust system according to Claim 4 or 5 the method comprising: causing fuel injection and ignition in the first cylinder group during a warm-up period; and deactivating the second group of cylinders during the warm-up phase, and wherein deactivating the second group of cylinders optionally comprises causing the intake valves of the second group of cylinders to remain closed. A method of operating an internal combustion engine comprising a first group of cylinders and a second group of cylinders, the method comprising: Deactivating the second cylinder group during a warm-up phase, during which fuel injection and ignition are effected in the first cylinder group, so that the gases discharged from the first cylinder group pass through a second aftertreatment component to a first aftertreatment component; and after the warm-up phase, fuel injection and ignition is effected in all cylinders of the engine so that the gases expelled from all cylinders pass through the first aftertreatment component, and wherein deactivating the second group of cylinders optionally comprises causing the intake valves of the second group of cylinders to close stay. A non-transitory computer-readable medium containing computer-readable instructions that, when executed by a processor, enable a method to be performed according to the Claims 7 or 8th cause. An exhaust system for an internal combustion engine, the exhaust system comprising: at least one cylinder head including at least one first integrated exhaust manifold having a first exhaust port and a second exhaust port; a first aftertreatment component in fluid communication with both the first outlet port and the second outlet port; and a second aftertreatment component configured to enable gas flow from the first exhaust port through the second aftertreatment component to the first aftertreatment component, and wherein the first integrated exhaust manifold optionally forms the first exhaust port and the second exhaust port. An exhaust system for an internal combustion engine comprising a first group of cylinders and a second group of cylinders, the exhaust system comprising: a first exhaust manifold for allowing the gases to flow out of the first group of cylinders; a second exhaust manifold to allow the gases to flow out of the second group of cylinders; a first aftertreatment component in fluid communication with the first exhaust manifold and the second exhaust manifold; a second aftertreatment component configured to allow fluid flow from the first exhaust manifold through the second aftertreatment component to the first aftertreatment component; and a conduit configured to permit fluid flow from the second exhaust manifold, through the conduit and through the first aftertreatment component without going through the second aftertreatment component and without going through any other aftertreatment component.

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