WO2020108874A1

WO2020108874A1 - Internal combustion engine for a motor vehicle, comprising a compressor arranged in an intake tract

Info

Publication number: WO2020108874A1
Application number: PCT/EP2019/078792
Authority: WO
Inventors: Marcus Crocoll; Markus Schilling; Andreas Schober; Frank Otto
Original assignee: Daimler Ag
Priority date: 2018-11-29
Filing date: 2019-10-23
Publication date: 2020-06-04
Also published as: DE102018009396A1

Abstract

The invention relates to an internal combustion engine (10), comprising: an intake tract (16), through which air can flow; a combustion chamber (14), which can be supplied with the air; an exhaust gas tract (18), through which exhaust gas from the combustion chamber (14) can flow; a compressor (24) arranged in the intake tract (16), for compressing the air; and a guide device (48), by means of which, in a first operating state of the guide device (48), at least some of the air flowing through the intake tract (16) can be diverted from the intake tract (16) and, bypassing the combustion chamber (14), can be introduced into the exhaust gas tract (18) and, in a second operating state of the guide device (48), at least some of the exhaust gas flowing through the exhaust gas tract (18) can be diverted from the exhaust gas tract (18) and can be introduced into the intake tract (16), the guide device (48) comprising a line (50), through which the exhaust gas can flow and the air to be introduced into the exhaust gas tract (18) can flow, and comprising a cooler (52) arranged in the line (50).

Description

Internal combustion engine for a motor vehicle, with a compressor arranged in an intake tract

The invention relates to an internal combustion engine for a motor vehicle,

in particular for a motor vehicle, according to the preamble of patent claim 1.

Such an internal combustion engine for a motor vehicle is already known, for example, from DE 10 2017 103 560 A1. The internal combustion engine has an intake tract through which air can flow and at least one combustion chamber which can be supplied with the air flowing through the intake tract. In addition, the internal combustion engine comprises an exhaust tract through which exhaust gas from the combustion chamber can flow. In addition, the internal combustion engine comprises at least one compressor arranged in the intake tract, by means of which the air flowing through the intake tract can be compressed. Furthermore, DE 100 26 359 B4 discloses an exhaust gas purification system for a spark-ignited, supercharged internal combustion engine.

The object of the present invention is to further develop an internal combustion engine of the type mentioned at the outset in such a way that particularly advantageous operation of the internal combustion engine can be achieved in a particularly cost-effective manner.

This object is achieved by an internal combustion engine with the features of patent claim 1. Advantageous configurations with appropriate

Developments of the invention are specified in the remaining claims.

In order to further develop an internal combustion engine of the type specified in the preamble of patent claim 1 in such a way that it is particularly economical a particularly advantageous operation of the internal combustion engine can be realized, it is provided according to the invention that the internal combustion engine has a guide device. In a first operating state of the guide device, at least part of the air flowing through the intake tract can be branched out of the intake tract by means of the guide device and can be introduced into the exhaust tract bypassing the combustion chamber. The feature that at least the part of the air can be branched off from the intake tract and can be introduced into the exhaust tract bypassing the combustion chamber means that the part which is by means of the

Guide device is branched off from the intake tract and consequently the

Flows through the guide device, bypasses the combustion chamber and thus not the

Flows through the combustion chamber. In other words, the air diverted from the intake tract is introduced into the exhaust tract without the air diverted from the intake tract and flowing through the guide device flowing through the combustion chamber.

In a second operating state of the guide device, at least part of the exhaust gas flowing through the exhaust gas tract can also be branched off from the exhaust gas tract after the turbine by means of the guide device and can be introduced into the intake tract upstream of the compressor. This means that the guide device can branch off at least part of the exhaust gas flowing through the exhaust tract from the exhaust tract. The part branched off from the exhaust tract flows through the guide device and is returned to the intake tract by means of the guide device and introduced into the intake tract. With the feature that the exhaust gas that can be branched off from the exhaust tract by means of the guide device can be introduced into the intake tract

or can be introduced, it is to be understood that the exhaust gas which is branched out of the exhaust tract by means of the guide device and consequently the

Flows through the guide device, is introduced into the intake tract or can be diverted without flowing through the combustion chamber. This means that the exhaust gas, which is branched out of the exhaust tract by means of the guide device, is introduced into the intake tract. This allows a so-called external

Exhaust gas recirculation (external low-pressure EGR) can be implemented.

The guide device has at least one of both in the

Intake tract to be introduced exhaust gas as well as from the air to be introduced into the exhaust tract through flowable line. The guide device furthermore comprises a cooler arranged in the line, by means of which at least the cooler to be introduced into the intake tract and the guide device or the line

flowing exhaust gas can be cooled. Thus, the cooler can at least as Exhaust gas recirculation coolers (EGR coolers) function, by means of which the exhaust gas flowing through the guide device can be cooled before the exhaust gas flows into the intake tract.

Overall, it can be seen that the guide device, in particular the management of the guide device, has at least a double function. On the one hand, the line is used to guide the air diverted from the intake tract and to lead it into the exhaust tract. On the other hand, the line is used to get the from the

Exhaust tract to lead branched exhaust gas and introduce into the intake tract.

The line directly forms or delimits, for example, at least one channel through which both the branched-off air to be introduced into the exhaust tract and the branched-off exhaust gas to be introduced into the intake tract can flow. The feature that the line directly delimits the channel means that the air flowing through the channel or the exhaust gas flowing through the channel can touch or contact the line directly. Since the guide device, in particular the line, has the double function, both the external exhaust gas recirculation described above and one

Introduction, in particular a blow-in, the air in the intake tract can be realized with only a small number of parts and thus in a cost, weight and space-saving manner.

The internal combustion engine is preferably spark-ignited

Internal combustion engine, especially designed as a gasoline engine. If the air that can be branched off from the intake tract and introduced into the exhaust tract is air compressed by the compressor, a so-called compressor air injection (VLE) can be implemented by means of the guide device. In the course of

Compressor air injection, the air compressed by means of the compressor is branched off from the intake tract and introduced into the exhaust tract, in particular blown in. In addition, the external exhaust gas recirculation can be represented advantageously. Sufficiently high temperatures of the exhaust gas tract or of the exhaust gas flowing through the exhaust gas tract, for example, can be achieved, in particular brought about or maintained, by the compressor air injection, whereby a particularly advantageous exhaust gas aftertreatment can be realized. For example, by means of the compressor air injection, a particle filter arranged in the exhaust gas tract and configured, for example, as a gasoline particulate filter (OPF) can advantageously be heated and thereby regenerated, for example, with the excess of oxygen. The invention lie In particular, the following findings form the basis: The use of a

For example, a particle filter designed as a gasoline particle filter usually requires the possibility of being able to regenerate the particle filter, which is also simply referred to as a filter, by, for example, burning off soot or soot particles that have or have settled in the filter and thus at least partially remove them from the filter remove. In this way, an impermissibly high loading of the filter can be avoided, since such loading would lead to filter clogging or overloading. In addition, excessive loading can damage the filter if soot burns up, which can be avoided by regeneration. In certain operating situations, a critical loading limit is reached relatively quickly, making it suitable

Regeneration measures are advantageous. In order to be able to use the regeneration measures, the temperature of the particle filter is particularly relevant. A heating strategy for heating the particle filter is advantageous for heating the COPF (Coated Otto Particle Filter), for example as a coated gasoline particle filter, via its light-off temperature. The heating strategy provides, for example, a combination of retarding the ignition angle and exhaust gas lambda control with compressed air injection when the engine is running rich. The rich engine operation means that the internal combustion engine is substoichiometric and therefore with one

Combustion air ratio of less than 1 is operated. Through the

Compressor air injection, for example, can be set on the filter conditions that would arise from stoichiometric operation in a combustion air ratio of 1. The compressed air injection can, for example, unburned fuel and carbon monoxide in the exhaust system

flowing exhaust gas is contained due to the substoichiometric operation, are burned, especially with oxygen contained in the air that is introduced into the exhaust tract bypassing the combustion chamber.

An important boundary condition for a suitable regeneration is the avoidance of undesired emissions. In particular, regeneration of the filter without the formation of nitrogen oxides (NOx) should be aimed for. This can be achieved through regeneration through exhaust gas lambda control with compressed air injection

stoichiometric engine operation can be guaranteed. In stoichiometric engine operation, the internal combustion engine is operated stoichiometrically, that is to say with a combustion air ratio of 1. By blowing in the compressor air conditions are set on the filter that would result from an over-stoichiometric operation of the internal combustion engine.

The known measure of low-pressure exhaust gas recirculation (LP EGR) allows the knocking and emission behavior of, for example, a gasoline engine

Internal combustion engine can be influenced favorably, especially at full load. The tendency of the internal combustion engine to self-ignite is reduced by the changed material properties and by dilution of the fresh charge. As a result, there is no need to retard the ignition angle, thereby avoiding an associated deterioration in efficiency with additional fuel consumption. Due to the earlier focus of combustion, low exhaust gas temperatures also result, which means, for example, that an exhaust gas turbocharger or any catalytic converters arranged in the exhaust tract can be protected with regard to thermal stress. In addition, the enrichment can be reduced or avoided. At the same time, the use of the ND-EGR can keep the nitrogen oxide emissions low, so that, for example, a catalyst volume and / or noble metal coatings of catalysts can be kept particularly low.

The areas of application of the two methods are in the engine map

different areas. The compressor air injection for regeneration of the particulate filter is more in the partial to medium load range, i.e. around 70 percent of full load. In contrast, low-pressure exhaust gas recirculation is used in higher load ranges, such as 70 to 100 percent of full load. This makes it possible to use one and the same component for different applications, that is, both for the compressor air injection and for the low-pressure exhaust gas recirculation. For example, the methods are not used simultaneously, but successively or one after the other, since the

Direction of flow in the guide device reverses depending on the application or method, and since, for example, the air to be introduced into the exhaust tract, in particular when blowing in the compressor air, is removed after the compressor and introduced into the exhaust tract after a three-way catalytic converter arranged in the exhaust tract, for example. With the same pipe routing

Low-pressure exhaust gas recirculation takes the exhaust gas out of the exhaust tract after the three-way catalytic converter and, for example, introduces it into the intake tract in front of the compressor. The guide device is thus a combination system by means of which both exhaust gas is recirculated and air from the intake tract into the exhaust tract can be initiated. This enables an advantageous regeneration and heating strategy for the particle filter to be implemented by introducing air from the intake tract into the exhaust tract. The same guide device can also be used to implement exhaust gas recirculation, in particular low-pressure exhaust gas recirculation. In other words, the guide device enables two functions to be merged, with the guide device, for example, in real operation by means of the guide device

Internal combustion engine, the emissions of a permanent stoichiometric operation or state can be generated, in particular in order to obtain a particularly advantageous emission conversion, even with simultaneous heating or regeneration of the particle filter. Furthermore, a very good one

Emission level when displaying high engine outputs can be realized. By using component groups for two applications, the weight and complexity of the internal combustion engine can be kept low.

The particle filter, which is preferably designed as a coated particle filter

for example in the area of an underbody or close to the engine and thus in one

Engine compartment of the motor vehicle installed. Is the particle filter as a coated one

Particle filter, in particular in the form of a coated gasoline particle filter, the particle filter has a coating which is also referred to as an OPF coating. The coating can be carried out in a three-way catalytic converter, SCR catalytic converter, an NSK (NSK - nitrogen oxide storage catalytic converter), or in an oxidation catalytic converter technology and / or in similar technologies. A regulation of

The combustion air ratio of the internal combustion engine takes place, for example, before or after the particle filter or before or after the three-way catalytic converter, in particular to suitable combustion air ratio values, in particular by means of a bypass valve and / or by means of a suitable boost pressure adjustment, in particular in the form of a secondary combustion air ratio control of the exhaust gas prevailing combustion air ratio, in particular in addition to a front catalyst control or control, in particular in the form of a primary combustion air ratio control of the combustion / combustion air ratio.

To implement the operating states, the guide device has, for example, a valve element, in particular a multi-way valve, or a plurality of separate valves. Depending on the switching position of the multi-way valve or the separate valves, there is an operation of the guide device for introducing air from the intake tract into the exhaust tract or for introducing exhaust gas from the exhaust tract into the intake tract. The same assembly can therefore be used as required be used, for example, to introduce air from the intake tract into the exhaust tract under partial to medium load and to recycle exhaust gas in other load ranges, in particular to implement low-pressure exhaust gas recirculation. In this way, for example, the exhaust gas is extracted or branched off from the exhaust tract after the three-way catalytic converter, which is also referred to as TWC. If necessary, there is also a slight accumulation of the exhaust gas in the exhaust tract, in particular in an exhaust pipe of the exhaust tract, the exhaust gas being introduced into the intake tract upstream of the compressor, for example.

In an advantageous embodiment, it is provided that the guide device has: a second line fluidly connected or connectable to the line, which at a first point arranged downstream of the compressor, at which at least part of the air can be branched off from the intake tract and introduced into the second line is fluidly connected to the intake tract; and a third line which is fluidly connected or connectable to the line and which is fluidly connected to the intake tract at a second point arranged upstream of the compressor, at which at least part of the exhaust gas can be removed from the third line and introduced into the intake tract.

In an advantageous embodiment it is provided that the guide device has a valve element which is between a first switching state in which the second line is fluidly connected to the first line via the valve element and the third line is fluidly separated from the first line by means of the valve element, and a second switching state is switchable, in which the third line is fluidly connected to the first line via the valve element and the second line is fluidly separated from the first line by means of the valve element.

In an advantageous embodiment, it is provided that the line on a

Connection point is fluidly connected to the exhaust tract, so that at the

Connection point, the exhaust gas to be introduced into the intake tract can be branched off from the exhaust tract and introduced into the line, and the air branched off from the intake tract can be removed from the line and introduced into the exhaust tract.

In an advantageous embodiment it is provided that the connection point is arranged upstream of a particle filter arranged in the exhaust tract and / or upstream of a catalytic converter arranged in the exhaust tract, in particular a three-way catalytic converter. Further advantages, features and details of the invention result from the following description of a preferred exemplary embodiment and from the drawing. The features mentioned in the description and

Characteristic combinations as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures are not only in the respectively specified combination but also in others

Combinations or alone can be used without leaving the scope of the invention.

The drawing shows in:

Fig. 1 is a schematic representation of an inventive

Internal combustion engine for a motor vehicle; and

2 shows a flowchart to illustrate a method for

Operating the internal combustion engine.

1 shows a schematic illustration of an internal combustion engine 10 for a motor vehicle, in particular for a motor vehicle. The motor vehicle can be driven by means of the internal combustion engine 10. The internal combustion engine 10 has a housing 12, also referred to as a cylinder block, through which combustion chambers are formed in the form of cylinders 14 of the internal combustion engine. During a fired operation of the internal combustion engine 10, combustion processes take place in the cylinders 14, in the course of which respective fuel-air mixtures are burned. This results in exhaust gas from the internal combustion engine 10. In order to form the respective fuel-air mixture, the respective cylinder 14 is supplied with air, in particular fresh air. In addition, the respective cylinder 14 is supplied with fuel, in particular liquid fuel. The internal combustion engine 10 is preferably a spark-ignition internal combustion engine, and preferably a gasoline engine.

The internal combustion engine 10 has an intake tract 16 through which the aforementioned air can flow, by means of which the air can be guided to and in particular into the cylinders 14 (combustion chambers). In addition, the

Internal combustion engine 10 receives one of the exhaust gases from cylinders 14 flow-through exhaust tract 18. Furthermore, the

Internal combustion engine 10 has an exhaust gas turbocharger 20 which has a turbine 22 arranged in the exhaust tract 18 and a compressor 24 arranged in the intake tract 16. The turbine 22 can be driven by the exhaust gas flowing through the exhaust tract 18. The compressor 24 can be driven by the turbine 22. By driving the compressor 24, at least some of the air flowing through the intake tract 16 is compressed by means of the compressor 24.

A charge air cooler 26 is arranged in the intake tract 16 downstream of the compressor 24, by means of which the compressed and thus heated air can be cooled. Furthermore, a throttle valve 28 is arranged in the intake tract 16 downstream of the charge air cooler 26. By means of the throttle valve 28, for example, an amount of the air to be supplied to the cylinders 14 can be set. Furthermore, in the intake tract 16 upstream of the compressor 24, an air mass meter 30, for example in the form of a hot film air mass meter (HFM), is arranged, by means of which an amount of the air flowing through the intake tract 16 can be detected. In addition, an air filter 32 is arranged in the intake tract 16 upstream of the air mass meter 30, by means of which the air flowing through the intake tract 16 is filtered.

In the exhaust tract 18, an exhaust system 34 is arranged, which also as

Exhaust gas aftertreatment device or exhaust gas aftertreatment system is referred to. The exhaust system 34 has a first three-way catalytic converter 36, which is also referred to as the first TWC. The first TWC is arranged downstream of the turbine 22. The exhaust system 34 also includes a

Exhaust aftertreatment element 38, which is arranged downstream of the first TWC. The exhaust gas aftertreatment element 38 comprises, for example, a particulate filter, in particular a gasoline particulate filter (OPF), and / or a second three-way catalytic converter, which is also referred to as a second TWC. Furthermore, a baffle flap 40 is arranged in the exhaust tract 18 downstream of the exhaust gas aftertreatment element 38, by means of which a flow cross section of the exhaust tract 18 through which the exhaust gas can flow can be adjusted. The stowage flap 40 is used in particular in order to be able to realize a sufficiently large quantity of the exhaust gas which is to be returned to the intake tract 16 and to be introduced into the intake tract 16, in particular in the context of a low-pressure exhaust gas recirculation. The internal combustion engine 10 also has one of the turbine 22

bypass line 96, which is located at a first connection point arranged upstream of the turbine 22 and at a downstream point of the turbine 22

arranged and arranged upstream of the first TWC second connection point is fluidly connected to the exhaust tract 18. This allows the first

Connection point, at least a portion of the exhaust gas flowing through the exhaust tract 18 flows out of the exhaust tract 18 and flows into the bypass line 96. The exhaust gas that has flowed into the bypass line 96 and flows through the bypass power 96 can flow out of the bypass line 96 at the second connection point and flow back into the exhaust tract 18. The bypass line 96

Exhaust gas flowing through bypasses the turbine 22, so that the turbine 22 is not driven by the exhaust gas that flows through the bypass line 96. In the

Bypass line 96 is arranged a valve 98, by means of which a

Bypass line 96 flowing amount of the exhaust gas can be adjusted. By adjusting the amount of exhaust gas flowing through the bypass line 96, for example, the boost pressure of the exhaust gas turbocharger 20 can be adjusted, in particular controlled or regulated.

In FIG. 1, arrows 42 illustrate an air flow flowing through the intake tract 16 and flowing into the cylinders 14. In addition, arrows 44 in FIG. 1 illustrate an exhaust gas flow that flows from the cylinders 14 through the exhaust tract 18 and thereby also through the exhaust gas aftertreatment element 38 and in particular through the stowage flap 40. In addition, a second throttle valve 46 is arranged in the intake tract 18 upstream of the compressor 24 and downstream of the air mass meter 30, by means of which, for example, a particularly advantageous exhaust gas recirculation, in particular a particularly advantageous low-pressure exhaust gas recirculation, can be implemented.

In order to be able to realize particularly advantageous operation of the internal combustion engine 10 in a way that is particularly economical in terms of weight and space, the internal combustion engine 10 has a guide device 48. By means of the

In a first operating state of the guide device 48, guide device 48 can be branched off at least part of the air flowing through the intake tract 16 from the intake tract 16 and can be introduced into the exhaust tract 18 bypassing the cylinders 14. In a second operating state of the guide device 48, at least part of the exhaust gas flowing through the exhaust tract 18 can also be branched off from the exhaust tract 18 by means of the guide device 48 and can be introduced into the intake tract 16 by bypassing the cylinders 14. The guide device 48 has at least or exactly one first line 50, through which both the exhaust gas to be introduced into the intake tract 16 and the air to be introduced into the exhaust tract 18 can flow. The guide device 48 also includes a cooler 52 arranged in the line 50, which works at least and in particular in the second operating state as an exhaust gas recirculation cooler. By means of the

Exhaust gas recirculation cooler cools the exhaust gas that is branched off and introduced into the intake tract 16.

In FIG. 1, arrows 54 illustrate a flow of the air that branches off from the intake tract 16 and is guided to and into the exhaust tract 18 by means of the guide device 48. In addition, arrows 56 illustrate the exhaust gas which is branched out of the exhaust tract 18 by means of the guide device 48 and directed to and into the intake tract 16. In addition, a lambda probe 58 is arranged in the exhaust tract 18 downstream of the first TWC and upstream of the exhaust gas aftertreatment element 38, for example, by means of which an oxygen content of the exhaust gas can be detected. A lambda control can be implemented by means of the lambda probe 58, in the framework of which the combustion air ratio is set, for example, for the respective combustion taking place in the cylinder 14.

The guide device 48 also has a second line 60 which is fluidly connected or connectable to the first line 50 and which is fluidly connected to the intake tract 16 at a first point S1 arranged downstream of the compressor 24. As a result, at least the aforementioned part of the air from the intake tract 16 is branched off at the first point S1 and introduced into the second line 60.

The branched-off part of the air can then flow out of the line 60 and flow into the line 50 and is then led to the exhaust tract 18 by means of the line 50. The guide device 48 also includes a third line 62 fluidly connected or connectable to the first line 50, which is fluidly connected to the intake tract 16 at a second point S2 arranged upstream of the compressor 24. As a result, at least the aforementioned part of the exhaust gas can be removed from the third line 62 at the second point S2 and introduced into the intake tract 16.

The guide device 48 also includes a valve element 64, which is designed, for example, as a 3/3-way valve. The valve element 64 is

for example switchable between a first switching state and a second switching state. In the first switching state, the second line 60 is over the Valve element 64 is fluidly connected to first line 50, and in the first switching state, third line 62 is separated from first line 50 by means of valve element 64. In the second switching state, the third line 62 is fluidly connected to the first line 50 via the valve element 64, and in the second switching state the second line 60 is separated from the first line 50 by means of the valve element 64.

The first line 50 is fluidly connected to the exhaust tract 18 at a connecting point V, so that the exhaust gas to be introduced into the intake tract 16 can be branched off from the exhaust tract 18 at the connecting point V and introduced into the first line 50. In addition, the connection point V is from the intake tract 16

branched air can be removed from the first line 50 and introduced into the exhaust tract 18. The connection point V is arranged downstream of the first TWC and upstream of the particle filter and upstream of the second TWC. Since the first point S1 is arranged downstream of the compressor 24, the air which is branched off from the intake tract 16 by means of the guide device 48 and introduced into the exhaust tract 18 can be compressed air by means of the compressor 24. Thus, the compressed air branched off from the intake tract 16 can flow into the upstream of the particle filter

Exhaust tract 18 can be initiated. In this way, a compressor air injection can be implemented, so that the particle filter can advantageously be regenerated by means of the compressed air introduced into the exhaust tract 18.

FIG. 2 illustrates a method for operating the internal combustion engine 10. In particular, FIG. 2 illustrates a functional structure of the compressor air injection. Block 66 illustrates, for example, an operating strategy for performing compressor air injection (VLE). In particular, at block 66

Approval conditions checked, on the basis of which or when the compressor air injection is carried out. In particular, block 66 in particular releases the compressor air injection for the following applications: CO oxidation and cooling of an underbody catalytic converter by injection of compressor air, in particular before the motor vehicle is switched off. Furthermore, for example at block 66, the compressor air injection is released and the boost pressure is increased, in particular for the following applications: heating the particle filter with lambda-rich operation and regeneration of the particle filter. Furthermore, for example at block 66, a heating strategy for heating the particle filter is released, in particular by means of a retardation of the ignition angle and / or by a combination of retardation of the ignition angle and rich operation, that is to say one substoichiometric operation of the internal combustion engine 10. An arrow 68, for example, illustrates a priority request for a protective function, which is transferred to a block 70. Block 70 illustrates, for example, a diagnosis of the compressor air injection, in particular with regard to one

Control value limitation and / or a protective function.

Block 72 illustrates, for example, a precontrol of

Compressor air injection, with an arrow 74 releasing the pilot control

illustrated. Possible variants of the pilot control are, for example

Pilot control on the basis of the stationary characteristic map, in particular with regard to load and / or speed, and / or the pilot control on the basis of a pilot control characteristic, in particular depending on the combustion air ratio in the respective cylinder 14. A pressure correction can be connected downstream by taking into account an upstream of the valve element 64 prevailing pressure. An arrow 76

illustrates a pre-tax portion provided by the pre-control. Block 78 illustrates an exhaust gas lambda controller for regulating one in the exhaust gas

prevailing combustion air ratio or to regulate

Conditions that would occur if the internal combustion engine 10 were operated with an adjustable combustion air ratio. The exhaust gas lambda controller regulates the combustion air ratio (lambda) in the exhaust gas by means of an exhaust gas lambda control, in particular on the basis of a

Combustion air ratio, which results or is calculated from a measurement, in particular based on a physical model. The following operating principle is conceivable: PI controller, control gains Kp and Ki adjusted depending on the control difference (gain scheduling). An arrow 80 illustrates a regulator portion, and an arrow 82 illustrates a release of the exhaust gas lambda regulator, also simply referred to as regulator. The pilot control component illustrated by arrow 76 and the controller component illustrated by arrow 80 are added at block 84 to a control which is illustrated by an arrow 86 in FIG. 2. An output variable of block 70 illustrated by arrow 88 is, for example, a position of valve element 64, also referred to as a bypass valve, or arrow 88 illustrates the switching state of valve element 64 to be set.

Furthermore, block 90 illustrates an engine control, and arrow 92 illustrates a boost pressure difference and an ignition angle difference, which are transferred from block 66 to block 90. Finally, an arrow 94 illustrates prepared variables for an exhaust gas aftertreatment model of the engine control, the processed variables being transferred from block 66 to block 90.

Reference symbol list

Internal combustion engine

Engine housing

cylinder

On suction tract

Exhaust system

Exhaust gas turbocharger

turbine

compressor

Intercooler

throttle

Air mass meter

Air filter

Exhaust aftertreatment device

Three way catalyst

Exhaust aftertreatment element

Storage flap

arrow

throttle

Management facility

first line

cooler

arrow

Lambda probe

second line

third line

Valve element

block arrow

block

arrow

block

arrow

block

arrow

block

arrow

Bypass line

Valve

Claims

1. Internal combustion engine (10) for a motor vehicle, with one of air

through-flow intake tract (16), with at least one combustion chamber (14) which can be supplied with the air flowing through the intake tract (16), with an exhaust gas tract (18) through which exhaust gas from the combustion chamber (14) can flow, and with at least one in the intake tract (16) arranged compressors (24) for compressing the air flowing through the intake tract (16),

marked by

a guide device (48), by means of which, in a first operating state of the guide device (48), at least a part of the intake tract (16)

air flowing through from the intake tract (16) can be branched off and bypassing the combustion chamber (14) into the exhaust tract (18) and in a second operating state of the guide device (48) at least part of the

Exhaust gas flowing through the exhaust tract (18) can be branched off from the exhaust tract (18) and introduced into the intake tract (16), the guide device (48) at least one of both the exhaust gas to be introduced into the intake tract (16) and that into the exhaust tract ( 18) air to be introduced through flowable line (50) and a cooler (52) arranged in the line (50) for cooling the exhaust gas to be introduced into the intake tract (16).

2. Internal combustion engine (10) according to claim 1,

characterized in that

the guide device (48) has:

- A second line (60) fluidly connected or connectable to the line (50), which is arranged at a first point downstream of the compressor (24) (S1), at which at least part of the air can be branched off from the intake tract (16) and introduced into the second line (60), is fluidly connected to the intake tract (16); and

- A third line (62) fluidly connected or connectable to the line (50), which at a second point (S2) arranged upstream of the compressor (24), at which at least part of the exhaust gas can be removed from the third line (62) and can be introduced into the intake tract (16), is fluidly connected to the intake tract (16).

3. Internal combustion engine (10) according to claim 2,

characterized in that

the guide device (48) has a valve element (64) which is between a first switching state in which the second line (60) via the

Valve element (64) is fluidly connected to the first line (50) and the third line (62) is fluidically separated from the first line (50) by means of the valve element (64), and a second switching state in which the third line ( 62) is fluidly connected to the first line (50) via the valve element (64) and the second line (60) is fluidly separated from the first line (50) by means of the valve element (64).

4. Internal combustion engine (10) according to any one of the preceding claims, characterized in that

the line (50) is fluidly connected to the exhaust tract (18) at a connection point (V), so that at the connection point (V) the exhaust gas to be introduced into the intake tract (16) can be branched off from the exhaust tract (18) and into the line (50 ) can be introduced and the air diverted from the intake tract (16) can be discharged from the line (50) and introduced into the exhaust tract (18).

5. Internal combustion engine (10) according to claim 4,

characterized in that

the connection point (V) is arranged upstream of a particle filter (38) arranged in the exhaust tract (18) and / or upstream of a catalyst (38), in particular three-way catalytic converter (38), arranged in the exhaust tract (18).