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: A method for operating an internal combustion engine having a high-pressure fuel injection system stops and starts the engine independently of an intervention by the motor vehicle operator and then restarted. A high-pressure fuel pump is used to pump fuel to a high-pressure reservoir to which at least one high-pressure fuel injector is connected in order to inject fuel into the at least one cylinder of the internal combustion engine. Fuel pressure can be adjusted on the high-pressure side using an electrically actuated pressure reduction valve (PDV).

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 present disclosure relates to a nozzle body for a fuel injection valve, the nozzle body including a cavity and an injection channel for dispensing fuel from the cavity. The injection channel includes a first section and a second section downstream of the first section, the first and second sections having a common interface. The first section extends from a fuel inlet opening to a second opening disposed at the common interface. The cross-sectional area of the first section monotonically decreases from the fuel inlet opening to the common interface. The cross-sectional area of the second section monotonically increases from the common interface to the fuel outlet opening.

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 and a control device for operating a tank venting system of an internal combustion engine. For example, a method for operating an engine may include: activating a scavenge air pump disposed in a regeneration line with a fuel vapor retention filter; upon reaching a constant speed of an impeller of the scavenge air pump conveying the scavenge air, detecting a pressure upstream of the scavenge air pump and a pressure downstream of the scavenge air pump; calculating a differential pressure across the scavenge air pump; determining the degree of loading of the fuel vapor retention filter based at least in part on the differential pressure; and adjusting a fuel injection time based on the degree of loading.

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.

Abstract: Various embodiments may include a method and a control device for operating a tank venting system of an internal combustion engine. For example, a method for operating an engine may include: activating a scavenge air pump disposed in a regeneration line with a fuel vapor retention filter; upon reaching a constant speed of an impeller of the scavenge air pump conveying the scavenge air, detecting a pressure upstream of the scavenge air pump and a pressure downstream of the scavenge air pump; calculating a differential pressure across the scavenge air pump; determining the degree of loading of the fuel vapor retention filter based at least in part on the differential pressure; and adjusting a fuel injection time based on the degree of loading.

Abstract: A method for operating an internal combustion engine having a high-pressure fuel injection system stops and starts the engine independently of an intervention by the motor vehicle operator and then restarted. A high-pressure fuel pump is used to pump fuel to a high-pressure reservoir to which at least one high-pressure fuel injector is connected in order to inject fuel into the at least one cylinder of the internal combustion engine. Fuel pressure can be adjusted on the high-pressure side using an electrically actuated pressure reduction valve (PDV).

Abstract: The present disclosure relates to a nozzle body for a fuel injection valve, the nozzle body including a cavity and an injection channel for dispensing fuel from the cavity. The injection channel includes a first section and a second section downstream of the first section, the first and second sections having a common interface. The first section extends from a fuel inlet opening to a second opening disposed at the common interface. The cross-sectional area of the first section monotonically decreases from the fuel inlet opening to the common interface. The cross-sectional area of the second section monotonically increases from the common interface to the fuel outlet opening.

Abstract: A method is disclosed for estimating a fuel leakage quantity which enters from a leaking injection valve during a shut-down time of a motor vehicle into an intake tract or into a cylinder of an internal combustion engine of the motor vehicle and is added to a fuel mixture to be combusted during a starting process. The method may include: measuring a first start index characteristic of a starting behavior of the engine during a first starting process; determining a first injected fuel quantity during the first starting process; measuring a second start index characteristic of a starting behavior of the engine during a second starting process; determining a second injected fuel quantity during the second starting process; and estimating the fuel leakage quantity based on the measured first start index, the determined first injected fuel quantity, the measured second start index and the determined second injected fuel quantity.

Abstract: A method is provided for determining a time duration for an electric actuation of a valve which has a coil drive, in particular of a direct-injection valve for an internal combustion engine. The method may include a deactivation of a current flow through a coil of the coil drive, such that the coil is in a currentless state, a detection of a time profile of a voltage induced in the currentless coil, a determination of the closing time of the valve on the basis of the detected time profile, and a determination of a time duration of the electric actuation of the valve for a future injection process on the basis of the determined closing time. A corresponding device and a computer program for carrying out the described method are also disclosed.