Abstract: The invention relates to a method for switching off an internal combustion engine and to an internal combustion engine suitable for carrying out said method. Here, after a switching off command for an internal combustion engine, the throttle valve in the air intake system is again opened to enable a relatively large amount of fresh air to be sucked into the combustion chambers of the internal combustion engine. This considerably increases the gas forces in the combustion chambers while the engine slows to a standstill, so that the internal combustion engine can be switched off in a controlled manner. At the same time, products of combustion, which may possibly still be present, are removed from the combustion chambers of the internal combustion engine. As a result, the preconditions for directly starting the internal combustion engine without a starter are created.

Abstract: The invention relates to a method for improving the initial conditions for starting a direct injection, spark-ignition internal combustion engine. Measures, such as adjusting the throttle valve, a varying inlet and exhaust valve timings, operating a secondary-air pump, ensures that the internal combustion engine, when running down, scavenges exhaust gases from the cylinder by providing fresh air into the. Furthermore, measures are undertaken for the braking and/or active rotation of the internal combustion engine so that it is a suitable position for renewed starting, the restarting being accomplished without the aid of a starter motor.

Abstract: The invention relates to a method for cooling the charge air of an internal combustion engine. The charge-air cooler is arranged with a pump and a heat exchanger in a coolant circuit. The temperature of the charge air is detected via a temperature sensor and passed on to a regulating unit. As a function of this temperature and, if appropriate, of further engine operating parameters, the regulating unit controls the pump and, if included, the fan of the heat exchanger. Thus, in particular, when the engine is started cold or at a partial load, a higher charge-air temperature can be permitted by switching off or throttle the pump and/or the fan. This not only better matches the charge-air temperature to the engine operation, but also saves on energy for the operation of the pump and/or the fan.

Abstract: A method is provided for monitoring the regulation of smooth running of a multi-cylinder internal combustion engine. The smooth running is regulated using at least one manipulated variable, which can be controlled by a control device, to influence the smooth running behaviour, and in which the measurement signals which correspond to temperatures on the catalytic converter are obtained.

Abstract: A method for controlling the temperature of an exhaust gas treatment system in the exhaust system of an internal combustion engine in the region of a predetermined intended temperature, comprising a two-position device for varying the temperature of the exhaust gases, a device for measuring the actual temperature and a device for determining a quantity which approximately represents a value for the input of energy into the exhaust gas treatment system is described, as is an apparatus for putting the method into practice. The actual temperature is compared with the intended temperature in a two-step control element and an output signal is produced.

Abstract: In a transverse-mounted cylinder-in-line internal combustion engine (1) fitted in a motor vehicle, the exhaust gases from the side of the internal combustion engine opposite to the direction of travel are led forwardly round the internal combustion engine and from there reach an NOx trap (8) arranged in the middle region of the vehicle. For rapid heating up on cold starting the three-way converter (12) is arranged immediately after the exhaust manifold (2), and in addition when a valve (9) is closed the exhaust gases are led through a short supply duct (5) directly to an exhaust duct (13) which opens into an NOx trap.

Abstract: An inlet arrangement is provided for a multi-cylinder internal combustion engine. Each cylinder has an air inlet passage and a pair of inlet valves. A control flap is disposed within the inlet passage of one of the cylinders, the flap being pivotable about a pivot axle. The axle is disposed transverse to the length of the inlet passage. The flap has an operative position in which swirling of the air occurs and a starting position. The flap has a pair of wings provided on opposite sides of the pivot axle. The control flap has a base profile substantially corresponding to the internal profile of the inlet passage and a base area. One of the wings has a greater base area than the second of the wings. The first wing has a recess adjacent to the outer circumference of the wing. The recess, in the starting position of the control flap, faces away from direction from which the air flows.

Abstract: The invention relates to a method for operating a multicylinder internal combustion engine having a device, preferably an asymmetric swirl valve, located in the cylinder inlet passage and selectively movable by means of a control unit from a starting position into an effective position, for influencing the flow conditions in the cylinder inlet passage. In known methods the swirl control valve is brought into its effective position in a predetermined rotational speed/torque region and the engine is operated with a stoichiometric or rich mixture. Outside this region the swirl control valve is brought into its starting position and the engine is operated using a substantially stoichiometric or rich mixture.

Abstract: An exhaust system is provided for a motor vehicle having a V-type internal combustion engine forming two banks of cylinders. The exhaust system includes first and second exhaust manifolds, the first manifold connected to the first cylinder bank and the second manifold connected to second cylinder bank. A pair of catalytic converters communicate exhaust from the exhaust manifolds. An exhaust pipe communicates exhaust from each manifold. The first exhaust pipe extends from a first side of the vehicle to a second side of the vehicle. The second exhaust extends from the second side of the vehicle first side of the vehicle. A NOx trap receives exhaust from the second exhaust pipe. A third exhaust pipe communicates exhaust between the first catalytic converter and the NOx trap. The third exhaust pipe does not extend to the second side of the vehicle. A control valve selectively blocks exhaust flow through the first pipe to direct the exhaust through the third exhaust pipe.

Abstract: A thermal management system for catalytic converters of an automotive internal combustion engine includes exhaust pipes from one bank of cylinders crossing over to a second side of the engine to a catalytic converter, while the exhaust pipe from the other bank of cylinders crosses over to the first side of the engine to connect to a corresponding catalytic converter, thereby resulting in a crosswise pattern of exhaust flow. Bypass pipes connect between the exhaust pipes of one bank of cylinders directly to the catalytic converter located on the same side of the engine to provide a short exhaust path to rapidly heat the converter.

Abstract: In a cylinder-selective injection system for an internal combustion engine, there are cylinder-selective injection suppressions. Subsequent to the suppressions, restoring added quantities specific to an individual cylinder are generated, whose initial value is dependent upon the number of suppressed injections for the cylinder in question, and whose notching-down to zero is dependent upon the number of injections of the cylinder that have taken place after completion of the suppression.

Abstract: A method and an arrangement for open-loop control and/or closed-loop control of an operating variable of an internal combustion engine is suggested with a transfer element fixing the relationship between input and output variables in the form of a characteristic curve or characteristic field such as an electrically actuable actuator, which directly or indirectly influences the operating variable of the engine of a motor vehicle and which fixes the relationship between the driving and operating variable or a variable influencing this operating variable in the form of a characteristic curve or a characteristic field. The transfer element or the characteristic curve or the characteristic field is subjected to changes. By adapting the characteristic curve or the computation instruction representing the characteristic curve or the characteristic field, these are adapted to these changes.

Abstract: A method for carrying out sequential injection processes when predetermined injection angles are reached in which crankshaft-angle increment signals are generated and these increment signals are counted in relation to a reference signal. With the aid of these increment signals, it is determined whether an injection angle set as an increment value has been reached. As soon as this is determined, the injection process assigned to this increment value is carried out, i.e., injection is begun or ended. Using this method, it is possible to set injection start angles and/or injection end angles accurately, it is possible to set the angular position of injection processes in relation to intake processes more accurately than hitherto, and it is possible, with great reliability, to avoid the occurrence of overenrichment and leaning due to an injection process being begun during a still continuing preceding intake stroke or being continued beyond a decisive intake stroke.

Abstract: The invention is directed to a sequential fuel injection method wherein the first injection end time point is determined at which the preinjections end. In addition, the first intake end time point is determined at which a signal occurs for the first time after the start of the method which is evaluated as a signal that indicates the end of an induction operation. Furthermore, a determination is made for which cylinder the above-mentioned time point applies. If the first-mentioned time point lies ahead of the second-mentioned time point, the sequential fuel injection is started for the determined cylinder. For the opposite position of the mentioned time points, the injection valve for that particular cylinder is driven whose induction cycle follows the determined cylinder with the injection valve being so driven that the entire fuel quantity is injected which was computed for the sequential injection.