Applied-ignition internal combustion engine and method for operating internal combustion engine
An internal combustion engine and fuel technology, applied in the direction of internal combustion piston engine, combustion engine, engine cooling, etc., can solve the problems of high cost and high loss of internal combustion engine power density, and achieve good exhaust gas cooling effect.
Active Publication Date: 2021-07-23
BAYERISCHE MOTOREN WERKE AG
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Problems solved by technology
This results in high losses in terms of the power density of the internal combustion engine
Likewise, the dilution (λ > 1) is based on higher NO
x
The emissions also place higher demands on the exhaust gas aftertreatment system and are therefore associated with high costs
Method used
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Embodiment Construction
[0036] figure 1 An example of a four-cylinder internal combustion engine 1 according to the invention is shown schematically. Via the air collector 10 , the internal combustion engine draws in fresh air for its two first combustion chambers 2 and its two second combustion chambers 3 . The combustion chambers (also corresponding to the individual cylinders) are symbolically indicated by circles. Here, the mixture formation can take place, for example, by direct injection into the combustion chambers 2 , 3 and / or into the air collector 10 . This fuel-air mixture is combusted in combustion chambers 2 , 3 and discharged via exhaust manifold 5 into exhaust system 4 . In the exemplary embodiment, the exhaust gas first flows through the turbine housing 7 of the exhaust gas turbocharger (not shown in detail) and continues through the exhaust gas purification device 6 . The exhaust gas purification device 6 can be, for example, a three-way catalytic converter. Turbine housing 7 an...
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Applied-ignition internal combustion engine with at least one first combustion chamber and one second combustion chamber, in which a fuel / air mixture can be burned, wherein an exhaust gas system is arranged at the combustion chambers, and wherein an exhaust gas from a combustion of the fuel / air mixture first of all flows through an exhaust gas manifold and subsequently flows through an exhaust gas purification system in the exhaust gas system, wherein a first section of the exhaust gas system from the first combustion chamber to the exhaust gas purification system is better cooled than a second section of the exhaust gas system from the second combustion chamber to the exhaust gas purification system, and wherein the first combustion chamber can be operated with a lean (lamda > 1) fuel / air mixture and the second combustion chamber can be operated with a rich (lamda < 1) fuel / air mixture, wherein an overall exhaust gas lambda value at the inlet into the exhaust gas purification system is stoichiometric (lamda = 1). By way of the method according to the invention, the exhaust gas temperatures can be lowered in an advantageous way for component protection and for performance increase.
Description
technical field [0001] The invention relates to an external ignition internal combustion engine having the features of the preamble of claim 1 and a method for operating such an internal combustion engine having the features of claim 7 . Background technique [0002] With regard to the technical field see, for example, German laid-open document DE 10 2008 047 722 A1. A method is known therefrom for operating an exhaust gas purification system provided on a lean-burn-operable internal combustion engine, in particular an Otto internal combustion engine, for a motor vehicle. In the exhaust gas purification system, the exhaust gas of the internal combustion engine first flows through the nitrogen oxide storage catalytic converter and further through the SCR catalytic converter, wherein the exhaust gas has an exhaust gas temperature which is dependent on the current operating state of the internal combustion engine and contains, among other things, the Nitrogen oxides considered...
Claims
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IPC IPC(8): F01N3/04F01N13/10F02D37/02F02D41/00F01P3/02
CPCF01N13/107F01N3/046F02D41/0082F02D37/02F01P2003/024F01P2060/16Y02T10/12F01N2340/06F02D23/00F02B37/025
Inventor R·梅辛
Owner BAYERISCHE MOTOREN WERKE AG