Abstract: In one embodiment, a ducting system comprises a feed duct for feeding air and exhaust gases to an internal combustion engine, a discharge duct for discharging the exhaust gases produced by the internal combustion engine from the internal combustion engine, in which one or more exhaust gas aftertreatment units are arranged for aftertreatment of the exhaust gases, and a heating device arranged in the feed duct. The heating device is configured to perform a heating process for preheating the air that is fed to the internal combustion engine. A duration of the heating process and/or heat output given off by the heating device is controlled as a function of a variable approximately representing a state of ageing of at least one of the one or more exhaust gas treatment units.

Abstract: Methods and systems are provided for discharging condensate from a turbocharger arrangement of an internal combustion engine. Specifically, in on example, condensate may be drained from a condensate reservoir by opening a drain valve coupled to the condensate reservoir. Further, the drain valve may be closed responsive to engine operating conditions indicating the condensate reservoir has been completely drained.

Abstract: The disclosure relates to a method for the measurement of relative air humidity in a fresh air induction tube of an internal combustion engine. Here a concentration of oxygen in the fresh air induction tube is measured by an oxygen sensor and a temperature in the fresh air induction tube is determined. The relative air humidity is determined depending on the measured concentration of oxygen and the determined temperature.

Abstract: The present disclosure provides systems and methods for adjusting an exhaust gas recirculation rate to provide accurate air-fuel ratio. The disclosure provides a method for calculating an exhaust-gas recirculation rate based on a measured exhaust-gas lambda and a turbocharger speed. Through the use of the exhaust-gas lambda and the turbocharger speed it is possible to calculate an exhaust-gas recirculation rate while dispensing with the difficult and unreliable determination of the mass air flow for determining an exhaust-gas recirculation rate, thus providing a stable method which further reduces fuel consumption and emissions.

Abstract: An exhaust-gas recirculation device for an internal combustion engine, a method for controlling an exhaust-gas recirculation device, a drive for a motor vehicle having an exhaust-gas recirculation device, and a motor vehicle having a drive of said type are described. The exhaust-gas recirculation device comprises a turbine, and an exhaust-gas aftertreatment device. The turbine has an inlet connected to an exhaust manifold and is configured to convert kinetic energy contained in an exhaust-gas flow through the exhaust manifold into rotational energy. The exhaust-gas aftertreatment device has an inlet connected to an outlet of the turbine, and is configured to reduce a pollutant content in the exhaust-gas flow. An electric grid heater is arranged between the outlet of the turbine and the inlet of the exhaust-gas aftertreatment device and is configured to heat the exhaust-gas flow.

Abstract: An example method for operating an internal combustion engine having at least one cylinder, at least one intake line for supplying charge air to the at least one cylinder, and a device for controlling charge-air flows conducted via a charge-air cooler and via a bypass line around the charge-air cooler, comprises controlling the charge-air flows using the device, the device including a two-stage switchable shut-off element and a continuously adjustable shut-off element, wherein the two-stage switchable shut-off element, which is arranged parallel to the bypass line in the at least one intake line, is switched between an open position and a closed position, and the bypass line is opened up or shut off to a greater or lesser extent by the shut-off element which is continuously adjustable between an open position and a closed position. In this way, shuddering of the engine during shut down is prevented.

Abstract: An example method for operating an internal combustion engine having at least one cylinder, at least one intake line for supplying charge air to the at least one cylinder, and a device for controlling charge-air flows conducted via a charge-air cooler and via a bypass line around the charge-air cooler, comprises controlling the charge-air flows using the device, the device including a two-stage switchable shut-off element and a continuously adjustable shut-off element, wherein the two-stage switchable shut-off element, which is arranged parallel to the bypass line in the at least one intake line, is switched between an open position and a closed position, and the bypass line is opened up or shut off to a greater or lesser extent by the shut-off element which is continuously adjustable between an open position and a closed position. In this way, shuddering of the engine during shut down is prevented.

Abstract: Embodiments for a cooling arrangement are provided. In one example, a cooling arrangement comprises a low-temperature circuit for charge-air cooling of a turbocharger of an internal combustion engine, an engine cooling circuit for cooling the internal combustion engine, and a charge-air cooler arranged in the low-temperature circuit and connected in a fluid-conducting manner on a coolant inlet side, via a first valve device, to the low-temperature circuit and to the engine cooling circuit, and on a coolant outlet side, via a second valve device, to the low-temperature circuit and to the engine cooling circuit. In this way, coolant from the engine may heat the charge-air cooler under certain conditions.

Abstract: Embodiments for operating an internal combustion engine are provided. One example method for operating an internal combustion engine having at least one cylinder head and at least two cylinders, in which each cylinder has at least one inlet opening for the supply of combustion air into the cylinder, comprises activating a heating device for heating the combustion air when a fuel supply of the internal combustion engine is deactivated, the heating device arranged in an overall intake line coupled to the internal combustion engine, the overall intake line including at least two merged intake lines, each intake line leading to an inlet opening of a respective cylinder.

Abstract: Embodiments for an engine system are provided. One example internal combustion engine having at least one cylinder head and at least two cylinders, in which each cylinder has at least one inlet opening for the supply of combustion air into the cylinder, comprises an intake line leading to each inlet opening, an overall intake line where the intake lines of at least two cylinders merge, such that a distributor junction point is formed, and a heating device arranged in the overall intake line which has at least one strip-like heating element, a first narrow side of a cross section of which faces toward intake combustion air flow, wherein the heating device is arranged adjacent to the distributor junction point at which the intake lines merge to form the overall intake line, a spacing between the heating device and the distributor junction point being smaller than the diameter of a cylinder.

Abstract: The invention relates to a control method for increasing the exhaust gas temperature of an internal combustion engine by increasing the exhaust back-pressure, yet maintaining an exhaust gas recirculation rate. Further, the fuel injection quantity of a main injection into the engine is increased. In this way, it is possible to increase the temperature of the exhaust gas and avoid engine oil dilution due to retarded post-injections.

Abstract: Embodiments for determining oxygen concentration using an oxygen sensor are provided. In one example, a method for determining oxygen concentration O2 in a gas flow of an internal combustion engine which is equipped with an engine controller and an oxygen sensor comprises determining the oxygen concentration O2,sens of the gas flow in a ceramic measurement cell of the sensor by current ISens which is detected by measurement and which flows when a constant voltage USens is applied and maintained, and correcting the oxygen concentration based on a pressure pSens at the measurement cell. In this way, the measured oxygen concentration may be corrected based on the pressure of the air at the sensor.

Abstract: A supercharged internal combustion engine is provided. The engine comprises a cylinder; an intake line in an intake system, for supplying charge air to the cylinder via an inlet manifold on an inlet side of the internal combustion engine into an inlet opening on the cylinder; an exhaust line for discharging exhaust gases; an exhaust-gas turbocharger including a turbine arranged in the exhaust line and a compressor arranged in the intake line; an exhaust-gas recirculation arrangement including a recirculation line which branches off from the exhaust line downstream of the turbine and opens into the intake line upstream of the compressor; and a charge-air cooler in the intake line downstream of the compressor, the charge-air cooler arranged above the inlet opening of the cylinder.

Abstract: A supercharged internal combustion engine is provided. The engine comprises a cylinder, an intake line in an intake system, for supplying charge air to the cylinder, an exhaust line for discharging exhaust gases, an exhaust-gas turbocharger including a turbine arranged in the exhaust line and a compressor arranged in the intake line, an exhaust-gas recirculation arrangement including a recirculation line which branches off from the exhaust line downstream of the turbine and opens into the intake line upstream of the compressor, and a sensor for detecting the concentration Ci,intake of a component i of the charge air in the intake system provided downstream of the opening of the recirculation line into the intake line. In this way, the exhaust-gas recirculation may be regulated based on feedback from the sensor to control emissions.

Abstract: A method for operation of a high pressure exhaust-gas recirculation (EGR) system is provided. The method includes transferring heat from an exhaust flow through an EGR cooler to an engine coolant, the EGR cooler coupled to an EGR line fluidly coupled in parallel with a turbine and directing a controlled portion of the exhaust flow from the EGR cooler to an engine intake. The method further includes directing another controlled portion of the exhaust flow from the EGR cooler to the surrounding atmosphere.

Abstract: A fuel compensation factor (FCF) is determined to account for the amount of oxygenated fuel blended in diesel fuel. In one embodiment, the FCF is based on an expected exhaust gas oxygen concentration compared to an actual exhaust gas oxygen concentration. The FCF is used to estimate an amount of oxygenated fuel in the blend. Such estimate can be used to adjust the exhaust temperature model, which is used at least in determining the temperature in aftertreatment devices, the fuel dilution model which affects oil change recommendations, and the diesel particulate filter loading model which affects regenerations. Biodiesels are more prone to waxing at lower temperatures. The estimated amount of biodiesel and the temperature in the injection system are used to prevent and/or delay starting when it is predicted that too much wax exists in the fuel system.

Abstract: A system and method are disclosed for controlling an internal combustion engine in which actual concentration of combusted gas in the intake is compared with desired concentration of combusted gas in the intake. When a difference is detected, at least one of start of injection timing and quantity of fuel injected is adjusted in accordance with the difference. The actual concentration of combusted gas in the intake is estimated based on engine sensors such as an oxygen sensor coupled to an engine intake. The adjustment of injection timing and/or quantity of fuel is performed, according to some embodiments, during a transition between a low temperature combustion mode and a standard diesel combustion mode.

Abstract: To partially supplant the use of fossil fuels in diesel engines, oxygen-containing fuels, such as biodiesels, are proposed as blending agents in diesel fuel. Engine calibration coefficients to control EGR rate, timings and quantities of fuel injection pulses, turbocharger boost, etc, can be determined to compensate for the lower energy content of such oxygenate blends compared to diesel fuels. According to an embodiment of the disclosure, the fuel quantity of each of multiple injection pulses is increased proportionally to compensate for the impact of oxygenates. An adjustment in the fuel injection quantity is performed in response to a new tank of fuel and the adjustment is applied for that tank of fuel. A fuel compensation factor (FCF) can be determined based on the actual amount of fuel injected compared to the expected amount of diesel fuel at the present operating condition.

Abstract: A fuel compensation factor (FCF) is determined to account for the amount of oxygenated fuel blended in diesel fuel. In one embodiment, the FCF is based on an expected exhaust gas oxygen concentration compared to an actual exhaust gas oxygen concentration. The FCF is used to estimate an amount of oxygenated fuel in the blend. Such estimate can be used to adjust the exhaust temperature model, which is used at least in determining the temperature in aftertreatment devices, the fuel dilution model which affects oil change recommendations, and the diesel particulate filter loading model which affects regenerations. Biodiesels are more prone to waxing at lower temperatures. The estimated amount of biodiesel and the temperature in the injection system are used to prevent and/or delay starting when it is predicted that too much wax exists in the fuel system.

Abstract: A system and method are disclosed for controlling an internal combustion engine in which actual concentration of combusted gas in the intake is compared with desired concentration of combusted gas in the intake. When a difference is detected, at least one of start of injection timing and quantity of fuel injected is adjusted in accordance with the difference. The actual concentration of combusted gas in the intake is estimated based on engine sensors such as an oxygen sensor coupled to an engine intake. The adjustment of injection timing and/or quantity of fuel is performed, according to some embodiments, during a transition between a low temperature combustion mode and a standard diesel combustion mode.