Abstract: A system for exhaust gas routing and aftertreatment in a motor vehicle includes a first exhaust gas duct element, which has an inlet opening and an outlet opening, and a second exhaust gas duct element, which has a transfer pipe having a longitudinal axis and having a sleeve surface and a first closed end. An intake opening is provided in the sleeve surface adjacent to the closed end. The transfer pipe projects into the outlet opening and is accommodated in the first exhaust gas duct element by its closed end and the intake opening, so that exhaust gas flowing in through the inlet opening in a first direction can flow through the intake opening and into the transfer pipe and flow—viewed in the direction of the longitudinal axis of the transfer pipe—in the transfer pipe through the outlet opening out of the first exhaust gas duct element.

Abstract: An exhaust gas system includes a reducing agent preparation section having a first cylindrical exhaust gas line pipe section opening approximately perpendicularly into a second exhaust gas line pipe section via an opening in a cylinder lateral surface of the second exhaust gas line pipe section. An injector unit for introducing the reducing agent into the exhaust gas is situated at the first exhaust gas line pipe section, upstream from the opening. The opening in the cylinder lateral surface of the second exhaust gas line pipe section has a larger extension in the direction of the longitudinal extent of the second exhaust gas line pipe section than transversely thereto. In a method using the reducing agent preparation section a rotating exhaust gas flow is formed within the second exhaust gas line pipe section.

Abstract: A system for exhaust gas routing and aftertreatment in a motor vehicle includes a first exhaust gas duct element, which has an inlet opening and an outlet opening, and a second exhaust gas duct element, which has a transfer pipe having a longitudinal axis and having a sleeve surface and a first closed end. An intake opening is provided in the sleeve surface adjacent to the closed end. The transfer pipe projects into the outlet opening and is accommodated in the first exhaust gas duct element by its closed end and the intake opening, so that exhaust gas flowing in through the inlet opening in a first direction can flow through the intake opening and into the transfer pipe and flow—viewed in the direction of the longitudinal axis of the transfer pipe—in the transfer pipe through the outlet opening out of the first exhaust gas duct element.

Abstract: An exhaust gas system includes a reducing agent preparation section having a first cylindrical exhaust gas line pipe section opening approximately perpendicularly into a second exhaust gas line pipe section via an opening in a cylinder lateral surface of the second exhaust gas line pipe section. An injector unit for introducing the reducing agent into the exhaust gas is situated at the first exhaust gas line pipe section, upstream from the opening. The opening in the cylinder lateral surface of the second exhaust gas line pipe section has a larger extension in the direction of the longitudinal extent of the second exhaust gas line pipe section than transversely thereto. In a method using the reducing agent preparation section a rotating exhaust gas flow is formed within the second exhaust gas line pipe section.

Abstract: An exhaust gas aftertreatment system, and a method for exhaust gas purification, has a first oxidation catalyst device, a NOx catalyst device for removing nitrogen from the exhaust gas, a device for actively increasing an exhaust gas temperature with at least one second oxidation catalyst device, and a device for removing particles. The devices are arranged one behind the other in the flow direction of the exhaust gas of an internal combustion engine, so that the exhaust gas flows through them. A respective operating temperature of the NOx catalyst device and of the device for removing particles can be set independently of an exhaust gas temperature at an outlet of the internal combustion engine.

Abstract: A method for monitoring a vehicle exhaust system may include (1) measuring exhaust-gas temperature at an outlet side of an exhaust pipe section which is intended to accommodate a component with a purifying activity, (2) measuring exhaust-gas temperature at an inlet side of the exhaust pipe section, and (3) comparing a time curve of the outlet-side temperature with a time curve of the inlet-side temperature, wherein the comparison comprises determining a time derivative of the outlet-side temperature or of the inlet-side temperature. Alternatively, the method may include (1) measuring exhaust-gas temperature at an outlet side of an exhaust pipe section which is intended to accommodate a component with a purifying activity, (2) determining a calculated value for the exhaust-gas temperature at the outlet side based on at least one of the heat-storing and fluid-dynamic action of the component, and (3) comparing a time curve of the measured outlet-side temperature with a time curve of the calculated value.

Abstract: A method for monitoring a vehicle exhaust system may include (1) measuring exhaust-gas temperature at an outlet side of an exhaust pipe section which is intended to accommodate a component with a purifying activity, (2) measuring exhaust-gas temperature at an inlet side of the exhaust pipe section, and (3) comparing a time curve of the outlet-side temperature with a time curve of the inlet-side temperature, wherein the comparison comprises determining a time derivative of the outlet-side temperature or of the inlet-side temperature. Alternatively, the method may include (1) measuring exhaust-gas temperature at an outlet side of an exhaust pipe section which is intended to accommodate a component with a purifying activity, (2) determining a calculated value for the exhaust-gas temperature at the outlet side based on at least one of the heat-storing and fluid-dynamic action of the component, and (3) comparing a time curve of the measured outlet-side temperature with a time curve of the calculated value.

Abstract: In an operating method for internal combustion engines which operate with exhaust-gas aftertreatment systems, in particular diesel internal combustion engines, a plurality of operating programs are used. The first of these programs, as an initial stage, works on the basis of automatic regeneration. The second of these programs provides measures which assist regeneration, for example by increasing the exhaust-gas temperature, in the event of conditions which are unfavourable for regeneration, for example on account of unfavourable driving cycles. The third of these programs has the purpose of reactivating the damaged components in the event of non-irreversible damage to the components of the exhaust-gas system.

Abstract: A method for determining the storage state of an ammonia-storing SCR catalyst, the change in at least one physical property of the SCR catalyst material, changing with the NH3 storing process, being sensed, the measurement taking place on the SCR catalyst material itself by applying a measuring pickup to the SCR catalyst or bringing it into direct contact with the latter and determining the storage state on the basis of these results.

Abstract: In a method for burning deposited soot particles in a particle filter on an exhaust device of a diesel engine, first of all, in a known way, a catalytic converter produces NO2 from exhaust gas. This NO2 reduces the ignition temperature of soot to such an extent that it burns at normal exhaust-gas temperature. Furthermore, there is provision to add fuel additive, which likewise allows the ignition temperature of the soot to be reduced. The sulphur content in the fuel is determined, and either generation of NO2 or the addition of additive is used as a function of this measurement. This preferably takes place automatically. To determine the sulphur content, it is possible, for example, to use a sulphur sensor in the tank.

Abstract: In an operating method for internal combustion engines which operate with exhaust-gas aftertreatment systems, in particular diesel internal combustion engines, a plurality of operating programs are used. The first of these programs, as an initial stage, works on the basis of automatic regeneration. The second of these programs provides measures which assist regeneration, for example by increasing the exhaust-gas temperature, in the event of conditions which are unfavourable for regeneration, for example on account of unfavourable driving cycles. The third of these programs has the purpose of reactivating the damaged components in the event of non-irreversible damage to the components of the exhaust-gas system.

Abstract: In a method for burning deposited soot particles in a particle filter on an exhaust device of a diesel engine, first of all, in a known way, a catalytic converter produces NO2 from exhaust gas. This NO2 reduces the ignition temperature of soot to such an extent that it burns at normal exhaust-gas temperature. Furthermore, there is provision to add fuel additive, which likewise allows the ignition temperature of the soot to be reduced. The sulphur content in the fuel is determined, and either generation of NO2 or the addition of additive is used as a function of this measurement. This preferably takes place automatically. To determine the sulphur content, it is possible, for example, to use a sulphur sensor in the tank.

Abstract: A process and system are provided for automatically controlling the fraction of the exhaust gas quantity returned to an internal-combustion engine with respect to the mixture quantity fed on the whole to the internal-combustion engine, which mixture quantity is formed by the returned exhaust gas quantity and a fresh air quantity. The actual fraction of the returned exhaust gas quantity with respect to the mixture quantity fed on the whole to the internal-combustion engine is determined by sensors from measurements of the temperature of the fed fresh air quantity, the temperature of the returned exhaust gas quantity and the temperature of the mixture quantity fed as a whole. This actual fraction of the returned exhaust gas quantity is adapted to a predetermined desired fraction.

Abstract: A device and method for removing nitrogen oxides from the exhaust gas from lean-burn internal combustion engines, e.g., diesel engines used in motor vehicles, includes a feed for a reducing agent, an NH3 sensor for measuring the NH3 concentration in the exhaust gas, and an exhaust pipe with NOx reduction catalytic converter. The arrangement configured to feed in reducing agent includes a control circuit for quantitatively continuously controllable supply of reducing agent to the exhaust gas, the control variable of the control circuit being the NH3 concentration measured by the NH3 sensor, and the guide variable of the control circuit being an NH3 concentration value which may be predetermined as a function of the operating point of the internal combustion engine. The NOx reduction catalytic converter is divided into at least two parts which are separate from one another and are arranged in series in the direction of flow of the exhaust gas.

Abstract: A process and system are provided for automatically controlling the fraction of the exhaust gas quantity returned to an internal-combustion engine with respect to the mixture quantity fed on the whole to the internal-combustion engine, which mixture quantity is formed by the returned exhaust gas quantity and a fresh air quantity. The actual fraction of the returned exhaust gas quantity with respect to the mixture quantity fed on the whole to the internal-combustion engine is determined by sensors from measurements of the temperature of the fed fresh air quantity, the temperature of the returned exhaust gas quantity and the temperature of the mixture quantity fed as a whole. This actual fraction of the returned exhaust gas quantity is adapted to a predetermined desired fraction.

Abstract: A process and system are provided for automatically controlling the fraction of the exhaust gas quantity returned to an internal-combustion engine with respect to the mixture quantity fed on the whole to the internal-combustion engine. The mixture quantity is formed by the returned exhaust gas quantity and a fresh air quantity. The actual fraction with respect to the mixture quantity fed on the whole is determined by sensors measuring a plurality of operating parameters selected from the temperature of the fed fresh air quantity, the temperature of the returned exhaust gas quantity, the temperature of the mixture quantity fed as a whole, the temperature of the exhaust gas flowing out of the internal-combustion engine, the flow rate of the fresh air quantity fed to the internal-combustion engine, and the flow rate of the mixture quantity fed on the whole to the internal-combustion engine. This actual fraction of the returned exhaust gas quantity is adapted to a predetermined desired fraction.