Abstract: A device for the aftertreatment of exhaust gases from an exhaust-gas source, having a spatially delimited flow path through which flow may pass proceeding from the exhaust-gas source, having a heating catalytic converter which is arranged in the flow path and which, as viewed in a flow direction, firstly has a catalytically active catalytic converter through which flow may pass and, following this in the flow direction, has an electrically heatable heating disk, wherein at least one outlet of a secondary air supply is arranged in the region of the heating catalytic converter such that a gas flow referred to as secondary air is fed into the flow path in the region of the heating catalytic converter.

Abstract: Various embodiments of the teachings herein include a method for heating a catalytic converter arranged in an exhaust-gas tract of an internal combustion engine and comprising an electric heating device. An example method may include: activating the electric heating device with a specified heating power at a time before the internal combustion engine is started; monitoring the catalyst temperature in a region of the catalytic converter adjacent the heating device; before the catalyst temperature has reached a predetermined first threshold value, supplying a secondary air mass flow with a first flow rate is supplied into the exhaust-gas tract upstream of the catalytic converter; and after the catalyst temperature has reached the predetermined first threshold value, increasing the secondary air mass flow to a second flow rate greater than the first flow rate.

Abstract: Various embodiments of the teachings herein include a method for heating a catalytic converter arranged in an exhaust-gas tract of an internal combustion engine and comprising an electric heating device. An example method may include: activating the electric heating device with a specified heating power at a time before the internal combustion engine is started; monitoring the catalyst temperature in a region of the catalytic converter adjacent the heating device; before the catalyst temperature has reached a predetermined first threshold value, supplying a secondary air mass flow with a first flow rate is supplied into the exhaust-gas tract upstream of the catalytic converter; and after the catalyst temperature has reached the predetermined first threshold value, increasing the secondary air mass flow to a second flow rate greater than the first flow rate.

Abstract: A method for operating an exhaust-gas purification system which is arranged in the exhaust system of an internal combustion engine, and an exhaust-gas purification system, are described. In the method, a combination of electrical catalytic converter heating measures with internal combustion engine catalytic converter heating measures is implemented, whereby particularly fast and inexpensive heating of a catalytic converter is achieved. The corresponding exhaust system preferably has, in an exhaust-gas flow direction, firstly a support catalytic converter and then a heated catalytic converter.

Abstract: Various embodiments of the teachings herein include a method for determining the nitrogen oxide content and/or ammonia content in the exhaust gas of an internal combustion engine with a catalytic converter arranged in an exhaust tract and an exhaust gas sensor downstream of the catalytic converter. In some embodiments, the method comprises: determining an operating state of the internal combustion engine, the operating state indicating either lean operation or rich operation of the internal combustion engine; generating a signal using the exhaust gas sensor; and determining the nitrogen oxide content and/or ammonia content in the exhaust gas at least partially based on the determined operating state of the internal combustion engine and the signal.

Abstract: Various embodiments of the teachings herein include a method for determining the nitrogen oxide content and/or ammonia content in the exhaust gas of an internal combustion engine with a catalytic converter arranged in an exhaust tract and an exhaust gas sensor downstream of the catalytic converter. In some embodiments, the method comprises: determining an operating state of the internal combustion engine, the operating state indicating either lean operation or rich operation of the internal combustion engine; generating a signal using the exhaust gas sensor; and determining the nitrogen oxide content and/or ammonia content in the exhaust gas at least partially based on the determined operating state of the internal combustion engine and the signal.

Abstract: A method for operating an exhaust-gas purification system which is arranged in the exhaust system of an internal combustion engine, and an exhaust-gas purification system, are described. In the method, a combination of electrical catalytic converter heating measures with internal combustion engine catalytic converter heating measures is implemented, whereby particularly fast and inexpensive heating of a catalytic converter is achieved. The corresponding exhaust system preferably has, in an exhaust-gas flow direction, firstly a support catalytic converter and then a heated catalytic converter.

Abstract: A device for the aftertreatment of exhaust gases from an exhaust-gas source, having a spatially delimited flow path through which flow may pass proceeding from the exhaust-gas source, having a heating catalytic converter which is arranged in the flow path and which, as viewed in a flow direction, firstly has a catalytically active catalytic converter through which flow may pass and, following this in the flow direction, has an electrically heatable heating disk, wherein at least one outlet of a secondary air supply is arranged in the region of the heating catalytic converter such that a gas flow referred to as secondary air is fed into the flow path in the region of the heating catalytic converter.

Abstract: The disclosed embodiments relate to a device for operating a tank ventilation system of an internal combustion engine. This device has a fuel tank, an activated carbon filter for collecting and buffering fuel vapors escaping from the fuel tank, a purge air pump and a control unit. The outlet of the purge air pump is connected to the intake tract of the internal combustion engine via a first tank venting valve and connected to the exhaust tract of the internal combustion engine via a second tank venting valve.

Abstract: The disclosed embodiments relate to a device for operating a tank ventilation system of an internal combustion engine. This device has a fuel tank, an activated carbon filter for collecting and buffering fuel vapors escaping from the fuel tank, a purge air pump and a control unit. The outlet of the purge air pump is connected to the intake tract of the internal combustion engine via a first tank venting valve and connected to the exhaust tract of the internal combustion engine via a second tank venting valve.

Abstract: Various embodiments include a method for controlling an internal combustion engine comprising: determining a speed of the internal combustion engine; determining a cylinder wall temperature of a combustion cylinder of the internal combustion engine; selecting an injection mode based at least in part on the speed and the cylinder wall temperature; and actuating a fuel injector associated with the combustion cylinder based on the selected injection mode.

Abstract: Various embodiments include a method for controlling an internal combustion engine comprising: determining a speed of the internal combustion engine; determining a cylinder wall temperature of a combustion cylinder of the internal combustion engine; selecting an injection mode based at least in part on the speed and the cylinder wall temperature; and actuating a fuel injector associated with the combustion cylinder based on the selected injection mode.

Abstract: Various embodiments may include a method for setting injection timing for injection of a fuel into a combustion chamber of a cylinder of an internal combustion engine including: determining a torque; determining a speed; determining a cylinder wall temperature; selecting the injection timing based at least on the cylinder wall temperature, the torque, and the speed; and controlling an injection of fuel into the combustion chamber using the selected injection timing.