EP3211192B1 - Moteur à combustion interne doté d'un moteur à allumage commandé et procédé de fonctionnement d'un tel moteur à combustion interne - Google Patents

Moteur à combustion interne doté d'un moteur à allumage commandé et procédé de fonctionnement d'un tel moteur à combustion interne Download PDF

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Publication number
EP3211192B1
EP3211192B1 EP17157649.9A EP17157649A EP3211192B1 EP 3211192 B1 EP3211192 B1 EP 3211192B1 EP 17157649 A EP17157649 A EP 17157649A EP 3211192 B1 EP3211192 B1 EP 3211192B1
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EP
European Patent Office
Prior art keywords
exhaust
branch
secondary air
combustion engine
internal combustion
Prior art date
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EP17157649.9A
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German (de)
English (en)
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EP3211192A1 (fr
Inventor
Markus Paulovsky
Ines Schulze
Jakob Erfurt
Jörg THEOBALD
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Volkswagen AG
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Volkswagen AG
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Priority claimed from DE102016208289.2A external-priority patent/DE102016208289A1/de
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Publication of EP3211192A1 publication Critical patent/EP3211192A1/fr
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Publication of EP3211192B1 publication Critical patent/EP3211192B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F01N3/32—Arrangements for supply of additional air using air pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2270/00—Mixing air with exhaust gases
    • F01N2270/04—Mixing air with exhaust gases for afterburning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture

Definitions

  • the invention relates to an internal combustion engine, preferably a chargeable internal combustion engine with a spark ignition internal combustion engine, with the features according to the preamble of claim 1. Furthermore, the invention relates to a method for operating an internal combustion engine, preferably a chargeable internal combustion engine with a spark-ignition internal combustion engine, with the features according to In combustion processes in an internal combustion engine, in particular a spark ignition internal combustion engine, preferably used as a traction engine of a vehicle, soot particles, which are separated from a arranged in the exhaust system of the internal combustion engine particulate filter, in particular gasoline particulate filter, while driving from the exhaust gas.
  • the particulate filter is regenerated continuously or periodically, that is, the soot loading of the particulate filter is reduced by providing reaction conditions for a thermal oxidation of the soot with oxygen.
  • a sufficiently high temperature in the particle filter with simultaneous supply of oxygen in the exhaust gas is necessary. Since modern spark-ignited internal combustion engines are operated regularly without excess oxygen - lambda equal to 1, stoichiometric - or have good efficiencies, a separate procedure for regeneration is required. If the internal combustion engine is a traction engine of a vehicle, this is achieved by means of a special driving cycle.
  • a temperature of more than 500 degrees Celsius in the particulate filter is required, the representation of which represents a major challenge in particular in an arrangement of the particulate filter in a portion of the exhaust system in the underbody of the vehicle, so with a relatively large distance to the engine of the internal combustion engine.
  • the first secondary air duct opens at several points in an exhaust manifold, wherein in each case a point in an individual exhaust gas line downstream of a combustion chamber of the internal combustion engine and upstream of an exhaust gas collection chamber of the exhaust manifold is located.
  • the second secondary air line also opens downstream of the first secondary air line into the exhaust manifold, possibly into an exhaust gas collecting chamber in the exhaust manifold.
  • the provision of a further secondary air line serves to increase the efficiency of the reaction of the secondary air with the unburned fuel in a catalyst.
  • Object of the present invention is to provide an exhaust system of an internal combustion engine with spark-ignition internal combustion engine at a plurality of desired locations with secondary air.
  • An internal combustion engine comprises a spark-ignited internal combustion engine, in particular a spark-ignited internal combustion engine, a fresh gas train, an exhaust system with at least one first exhaust aftertreatment device and at least one second exhaust aftertreatment device, in particular a particulate filter which is disposed downstream of the first exhaust aftertreatment device.
  • the internal combustion engine further comprises a secondary air line with a secondary air pump branching from the fresh gas train, the secondary air line having a first branch opening into the exhaust system upstream of the first exhaust aftertreatment device and a second branch downstream of the first exhaust aftertreatment device and upstream of the particulate filter the exhaust system opens.
  • the secondary air pump may be a variable speed controlled and / or regulated operated secondary air pump.
  • the secondary air pump can be driven variable speed, for example by means of an electric motor.
  • the electric motor is preferably controlled by a microcontroller, which is in active and / or signal connection to an engine control unit of the internal combustion engine according to the invention.
  • the exhaust system immediately downstream of a plurality of combustion chambers of the internal combustion engine on a plurality of partial exhaust gas lines, which are further merged downstream at least partially to at least one exhaust manifold, wherein the first branch of the secondary air line in divides a plurality of sub-branches and opens each sub-branch at a first outlet of the sub-branch in a partial exhaust gas line.
  • the at least one exhaust treatment device is arranged downstream of the first outlet in the partial exhaust gas line.
  • the exhaust system immediately downstream of a plurality of combustion chambers of the internal combustion engine comprises a plurality of partial exhaust lines which are further merged downstream to an exhaust manifold, wherein the first branch of the secondary air line at a first outlet of the first branch in the exhaust manifold opens.
  • the secondary air line has at least one valve for forwarding a volume flow conveyed through the secondary air line through the first branch and / or through the second branch.
  • a valve is preferably arranged in the first branch and in the second branch.
  • the secondary air line branches off from the fresh gas line upstream of a compressor arranged in the fresh gas line.
  • the secondary air line branches off the fresh gas line downstream of the compressor.
  • At least the particle filter is arranged downstream of a turbine arranged in the exhaust system in the exhaust system.
  • the internal combustion engine is a rechargeable internal combustion engine with at least one compressor in the fresh gas line and at least one turbine in the exhaust system.
  • the secondary air line branches off in front of the compressor (upstream of the compressor).
  • the first branch opens upstream (- lake) of the turbine in the exhaust system and the second branch downstream (- lake) of the turbine in the exhaust system.
  • the internal combustion engine in certain embodiments also be rechargeable by means of a mechanical or electrical compressor.
  • the exhaust system may also include a turbine of another assembly, for example for energy recovery.
  • an internal combustion engine with a spark-ignited internal combustion engine, in particular a spark ignited spark internal combustion engine, a fresh gas train, an exhaust system with at least a first exhaust aftertreatment device and at least a second exhaust aftertreatment device, in particular a particle filter which downstream (-ello) the first exhaust aftertreatment device is arranged, and a secondary air line with a secondary air pump, which branches off from the fresh gas train.
  • a spark-ignited internal combustion engine in particular a spark ignited spark internal combustion engine
  • a fresh gas train an exhaust system with at least a first exhaust aftertreatment device and at least a second exhaust aftertreatment device, in particular a particle filter which downstream (-year) the first exhaust aftertreatment device is arranged
  • a secondary air line with a secondary air pump which branches off from the fresh gas train.
  • secondary air is introduced into the exhaust system upstream of the first exhaust aftertreatment device, and secondary air is introduced downstream of the first exhaust aftertreatment device and upstream of the particulate filter into the exhaust system.
  • the method is suitable for operating the internal combustion engine proposed here.
  • the rechargeable internal combustion engine is charged by means of the compressor.
  • the secondary air duct branches into a first branch and a second branch at a branch point.
  • the secondary air pump is located in the secondary air line between the branch of the fresh gas line and the branch point.
  • the first and the second branch are preferably closed fluid-tight.
  • there is a 3-way valve at the branch point so that secondary air can pass from the branch through the first branch to the exhaust system or from the branch through the second branch to the exhaust system, depending on the valve position.
  • a 2-way valve with which the respective branch of the secondary air line can be closed, is located in the first and in the second branch.
  • each of the valves can also be operated in intermediate positions so that adjustable portions of the volume flow conveyed through the secondary air line can be conveyed through the first branch and through the second branch (ie also simultaneously).
  • the internal combustion engine is preferably operated in a gasoline process or an Otto-Miller process, in particular ignited spark-ignited.
  • the sparks may be generated by laser light or, preferably, by electrical discharge.
  • the internal combustion engine is preferably operated stoichiometrically.
  • the internal combustion engine is preferably a reciprocating internal combustion engine.
  • the internal combustion engine may have a direct injection of fuel into the combustion chambers of the internal combustion engine or via a port injection of fuel into a suction pipe, preferably at a plurality of points (MPI).
  • the introduced secondary air may be utilized for exothermic reaction with exhaust constituents so that the first exhaust treatment device may be heated.
  • a first catalyst stage in particular a 3-way catalyst, can be heated in this way.
  • the introduced secondary air may be utilized for exothermic reaction with the particular exhaust constituents such that the second exhaust treatment device may be discharged or regenerated.
  • an Otto particle filter can be regenerated.
  • the internal combustion engine according to the invention preferably has a control unit which is designed such that a fuel-air ratio and / or one or more ignition angles and / or one or more injection times of the spark-ignition internal combustion engine can be controlled or regulated by these.
  • the control or regulation is carried out such that in the exhaust system after the admixing of the charge air via the secondary air line, a stoichiometric air-fuel ratio is achieved.
  • the intake manifold pressure / boost pressure in particular to compensate for the poorer efficiency in the regeneration, and / or increases an air mass flow in the intake manifold.
  • the exhaust gas mass flow is increased by the introduced via the secondary air line part of the charge air.
  • the boost pressure and the air mass flow are lowered in the regeneration phase.
  • the internal combustion engine in particular during the regeneration of the particulate filter, operated at an operating point with partial load and / or with a substoichiometric fuel-air ratio.
  • the temperature in the exhaust system on the particulate filter to a value greater than 500 degrees Celsius, especially 560 degrees Celsius, and less than 1100 degrees Celsius, preferably greater than 580 degrees Celsius and less than 1000 degrees Celsius, to increase.
  • the temperature of the exhaust system can be controlled, optionally regulated.
  • the control or regulation can be carried out by the engine control unit. It may be based on a model of the temperature in the exhaust system and / or one or more measurements at various locations in the exhaust system.
  • one or more ignition angles and / or one or more injection times may be retarded compared to operation at the same operating point without secondary air supply.
  • Particularly advantageous and expedient in supercharged internal combustion engines according to the invention is, in the method according to the invention, to increase a boost pressure and / or an air mass flow to the spark-ignited internal combustion engine. In this way, the efficiency of the compressor can be optimized.
  • FIG. 1 shows a first embodiment of an internal combustion engine 1, which can be charged by means of a turbocharger consisting of an exhaust gas turbine 19 and a compressor 18 Aufladexx (exhaust gas turbocharger).
  • a non-chargeable internal combustion engine 1, a suction engine, can, except for the then missing Aufladeoli the same topology as in FIG. 1 have shown.
  • the internal combustion engine 1 in this embodiment is a traction machine of a trackless land vehicle and thus integrated into the land vehicle.
  • the in the FIG. 1 illustrated embodiment has a spark-ignition of electrical discharges spark-ignited internal combustion engine 1, which operates with a gasoline combustion process or Otto-Miller combustion process.
  • the internal combustion engine 2 is a reciprocating piston engine with, for example, four cylindrical combustion chambers 11.
  • the spark-ignited internal combustion engine 2 is supplied with air through a fresh gas line 3. From the air first non-gaseous impurities are separated in an air filter 34 (Lufi).
  • the air is compressed by means of a compressor 18 of the turbocharger charge group. It passes a throttle valve 24 and enters a suction tube.
  • a charge air cooler in particular a suction pipe integrated intercooler, have.
  • exhaust gas is discharged into the exhaust system 4, first in an exhaust manifold.
  • the exhaust manifold has individual (partial) exhaust pipes 12, which extend from the individual exhaust valves of the four combustion chambers 11 to a (exhaust) manifold 13.
  • the exhaust manifold combines the effluent exhaust gas over individual floods to a total exhaust gas flow.
  • the exhaust gas is first conducted in the exhaust system 4 via a turbine 19 of the turbocharger charge group, which drives the compressor 18.
  • the expanded exhaust gas passes downstream of the turbine 19 into a first exhaust aftertreatment device 5, a catalyst, in particular a three-way catalyst KAT.
  • the first exhaust aftertreatment device 5 may be located close to the engine, in particular on the engine or in the engine compartment, so that the heat from the burns in the Combustion chambers 11 can be used for heating the first exhaust aftertreatment device 5.
  • the second exhaust aftertreatment device is disposed in the underbody of the land vehicle. After passage of the Ottop redesignfilters 6, the exhaust gas enters the environment of the internal combustion engine. 1
  • the secondary air line 7 branches off upstream of the compressor 18 and downstream of the air filter 34 from the fresh gas line 3.
  • the secondary air line 7 has a secondary air pump 8, whose impeller promotes air through the secondary air line 7 to the exhaust system 4.
  • the secondary air duct 7 branches off into a first branch 9 and into a second branch 10.
  • the first branch 9 opens into the exhaust system 4 upstream of the turbine 19, while the second branch 10 flows downstream of the first exhaust aftertreatment device 5 and upstream of the second exhaust aftertreatment device 6 opens into the exhaust system 4.
  • the first branch 9 of the secondary air line 7 can open or end in an exhaust manifold of the exhaust system 4 at one or more discharge points (first outlets 15).
  • the exhaust manifold is integrated in the cylinder head. If it is a cooled at certain operating points of the internal combustion engine 1 exhaust manifold, it is advantageous in the context of the invention, when introducing secondary air into the exhaust system 4 to reduce the cooling of the exhaust gas or omit altogether.
  • One advantage of an exothermic reaction as far upstream in the exhaust system 4 is, inter alia, that the risk of uncontrolled combustion of the particular rich exhaust gas in sensitive components of the exhaust system 4, such as catalysts, reduced, preferably avoided.
  • additional exhaust enthalpy for the turbine 19 can be provided in an advantageous manner.
  • the exhaust system 4 immediately downstream of a plurality of combustion chambers 11 of the internal combustion engine 2, a plurality of partial exhaust gas lines 12, which are further merged downstream to an exhaust manifold 13, wherein the first branch 9 of the secondary air duct 7 is divided into a plurality of sub-branches 14 and each partial branch 14 opens at a first outlet 15 of the partial branch 14 into a partial exhaust gas line 12.
  • Both in the first branch 9 and in the second branch 10 of the secondary air line 7 is in each case a secondary air valve (valve 16).
  • the respective secondary air valve 16 can be opened or closed, so that the fluid connection can be interrupted or produced in the exhaust system 4.
  • FIG. 1 a series of along the fresh gas line 3 and the exhaust system 4 arranged measuring sensors or in the secondary air line 7 is shown. These are in signal and / or control and / or operative connection (not shown in the drawing) with an engine control unit 22. Based on a selection or all measured by the measuring sensors variables operating conditions, operating state parameters or operating conditions of the internal combustion engine 1 can be diagnosed. All or a selection of the measured variables can furthermore be used for the control and / or regulation of the internal combustion engine 1 or of assemblies / parts of the internal combustion engine 1. In particular, measured variables for the control and / or regulation of the regeneration of the second exhaust gas aftertreatment device 6, in particular of the Otto particle filter 6, can be used.
  • In Frischgasstrang 3 is downstream of the compressor 18 and upstream of the throttle valve 24, a first combined pressure and temperature sensor 23. Downstream of the throttle valve 24 and upstream of the combustion chambers 11 is a second combined pressure and temperature sensor 25 in the fresh gas line 3.
  • a pressure sensor downstream of the mouth (first outlets 15) of the first branch 9 of the secondary air duct 7 and upstream of the turbine 19 is a pressure sensor (third sensor 26), a so-called p3 sensor.
  • Downstream of turbine 19 and upstream first exhaust aftertreatment device 5 is a first linear lambda probe 27 in the exhaust system 4.
  • the second exhaust aftertreatment device 6 is a (Otto) particulate filter 6
  • the pressure difference / pressure drop p rel to OPF is measured between a point upstream of the Ottopisers 6 and another point downstream of the Ottopisers 6.
  • a differential pressure sensor ⁇ p OPF sensor (fourth sensor 32) is used.
  • a pressure sensor (fifth sensor 33).
  • Fig. 2 shows a representation of a second non-inventive embodiment of an internal combustion engine 1.
  • the secondary air line 7 has two valves 16 for the forwarding of a volume flow 17 conveyed through the secondary air line 7 through the first branch 9 and / or through the second branch 10.
  • the secondary air line 7 branches off the fresh gas line 3 downstream of the compressor 18.
  • the first branch 9 opens here at a single first outlet 15 into the exhaust manifold 13.
  • the partial exhaust gas lines 12 are merged upstream of the first outlet 15 to an exhaust manifold 13.
  • Secondary air 20 is conveyed into the exhaust system 4 upstream of the particulate filter 6 and downstream of the exhaust gas treatment unit 5 via the second branch 10.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Supercharger (AREA)

Claims (8)

  1. Moteur à combustion interne (1) comprenant un moteur thermique (2) à allumage par étincelle, une ligne de gaz frais (3), une installation de gaz d'échappement (4) avec au moins un dispositif de post-traitement des gaz d'échappement (5) et au moins un filtre à particules (6) qui est disposé en aval du dispositif de post-traitement des gaz d'échappement (5), et une conduite d'air secondaire (7) avec une pompe à air secondaire (8), qui part de la ligne de gaz frais (3), la conduite d'air secondaire (7) présentant une première branche (9) qui débouche en amont du dispositif de post-traitement des gaz d'échappement (5) dans l'installation de gaz d'échappement (4), et une deuxième branche (10) qui débouche en aval du dispositif de post-traitement des gaz d'échappement (5) et en amont du filtre à particules (6) dans l'installation de gaz d'échappement (4), l'installation de gaz d'échappement (4) présentant directement en aval d'une pluralité de chambres de combustion (11) du moteur thermique (2) une pluralité de conduites de gaz d'échappement partielles (12) qui sont réunies plus en aval au moins en partie pour former au moins une conduite de collecte de gaz d'échappement (13) ; caractérisé en ce que la première branche (9) de la conduite d'air secondaire (7) se divise en plusieurs branches partielles (14) et chaque branche partielle (14) débouche au niveau d'une première sortie (15) de la branche partielle (14) dans une conduite de gaz d'échappement partielle (12).
  2. Moteur à combustion interne (1) selon la revendication 1, dans lequel l'au moins un dispositif de post-traitement des gaz d'échappement (5) est disposé en aval de la première sortie (15) dans la conduite de gaz d'échappement partielle (12).
  3. Moteur à combustion interne (1) selon l'une quelconque des revendications précédentes, dans lequel la conduite d'air secondaire (7) présente au moins une soupape (16) pour transférer un débit volumique (17) refoulé par la conduite d'air secondaire (7) à travers la première branche (9) et/ou à travers la deuxième branche (10).
  4. Moteur à combustion interne (1) selon la revendication 3, dans lequel chaque fois une soupape (16) est disposée dans la première branche (9) et dans la deuxième branche (10).
  5. Moteur à combustion interne (1) selon l'une quelconque des revendications précédentes, dans lequel la conduite d'air secondaire (7) part de la ligne de gaz frais (3) en amont d'un compresseur (18) disposé dans la ligne de gaz frais (3).
  6. Moteur à combustion interne (1) selon l'une quelconque des revendications précédentes, dans lequel au moins le filtre à particules (6) est disposé dans l'installation de gaz d'échappement (4) en aval d'une turbine (19) disposée dans l'installation de gaz d'échappement (4).
  7. Procédé pour faire fonctionner un moteur à combustion interne (1) comprenant un moteur thermique (2) à allumage par étincelle, une ligne de gaz frais (3), une installation de gaz d'échappement (4) avec au moins un dispositif de post-traitement des gaz d'échappement (5) et au moins un filtre à particules (6) qui est disposé en aval du dispositif de post-traitement des gaz d'échappement (5), et une conduite d'air secondaire (7) avec une pompe à air secondaire (8), qui part de la ligne de gaz frais (3), dans laquelle de l'air secondaire (20) est introduit en amont du dispositif de post-traitement des gaz d'échappement (5) dans l'installation de gaz d'échappement (4) et de l'air secondaire (20) est introduit en aval du dispositif de post-traitement des gaz d'échappement (5) et en amont du filtre à particules (6) dans l'installation de gaz d'échappement (4); la conduite d'air secondaire (7) présentant une première branche (9) qui débouche en amont du dispositif de post-traitement des gaz d'échappement (5) dans l'installation de gaz d'échappement (4), et une deuxième branche (10) qui débouche en aval du dispositif de post-traitement des gaz d'échappement (5) et en amont du filtre à particules (6) au niveau d'une deuxième sortie (21) de la deuxième branche (10) dans l'installation de gaz d'échappement (4) ; l'installation de gaz d'échappement (4) présentant directement en aval d'une pluralité de chambres de combustion (11) du moteur thermique (2) une pluralité de conduites de gaz d'échappement partielles (12) qui sont réunies plus en aval au moins en partie pour former au moins une conduite de collecte de gaz d'échappement (13) ; caractérisé en ce que la première branche (9) de la conduite d'air secondaire (7) est divisée en plusieurs branches partielles (14) et chaque branche partielle (14) débouche au niveau d'une première sortie (15) de la branche partielle (14) dans une conduite de gaz d'échappement partielle (12) .
  8. Procédé selon la revendication 7, dans lequel la conduite d'air secondaire (7) présente au moins une soupape (16) qui, pour transférer un débit volumique refoulé par la conduite d'air secondaire (7),
    a) peut être commutée à travers seulement la première branche (9) ou à travers seulement la deuxième branche (10) ou
    b) peut être réglée dans des proportions ajustables à travers la première branche (9) et à travers la deuxième branche (10).
EP17157649.9A 2016-02-29 2017-02-23 Moteur à combustion interne doté d'un moteur à allumage commandé et procédé de fonctionnement d'un tel moteur à combustion interne Active EP3211192B1 (fr)

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DE102016208289.2A DE102016208289A1 (de) 2016-02-29 2016-05-13 Brennkraftmaschine mit einem fremdgezündeten Verbrennungsmotor und Verfahren zum Betreiben einer derartigen Brennkraftmaschine

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DE102018209698A1 (de) * 2018-06-15 2019-12-19 Robert Bosch Gmbh Verfahren und Steuergerät zum Betreiben einer Antriebsvorrichtung, Antriebsvorrichtung

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US4192141A (en) 1977-05-02 1980-03-11 Toyota Jidosha Kegko Kabushiki Kaisha Exhaust gas purifying system for engines
US8464523B2 (en) * 2010-03-12 2013-06-18 GM Global Technology Operations LLC Targeted particulate matter filter regeneration system
US8528323B2 (en) * 2010-06-30 2013-09-10 GM Global Technology Operations LLC System and method for particulate matter filter regeneration using a catalytic converter as a combustor
DE102011118337A1 (de) 2011-11-11 2013-05-16 Daimler Ag Abgasnachbehandlungsvorrichtung einer Verbrennungskraftmaschine und Verfahren zum Nachbehandeln von Abgas einer Verbrennungskraftmaschine
DE102013001319B4 (de) 2013-01-25 2016-10-27 Audi Ag Verfahren zum Betreiben einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine

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