# US 2021/0277841 A1 · Method for Operating an Internal Combustion Engine of a Motor Vehicle With an Automatic Transmission

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- Number: US 2021/0277841 A1
- Document ID: US20210277841A1
- Status: Published application
- Kind: A1
- Application number: 16/627,935
- Filed: 2018-06-12
- Published: 2021-09-09
- Earliest claimed: 2017-07-01
- Assignees: Daimler AG
- Applicants: Daimler AG
- Inventors: Michael SCHABER; Stephan BAUMGARTNER; Goetz SCHNEIDER; Naser ROUHOLAMIN
- Web page: https://patentgrep.com/patent/US20210277841A1

## CPC

- F02D 41/0225: {in relation with the gear ratio or shift lever position}
- F02D 41/023: {in relation with the gear ratio shifting (conjoint control for improving gear change B60W30/19)}
- F02D 41/0007: {for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12)}
- F02D 41/1454: {the characteristics being an oxygen content or concentration or the air-fuel ratio}
- F02D 41/401: {Controlling injection timing (F02D41/402 takes precedence)}
- F02D 41/405: {with post injections}
- F02D 2250/21: during a transition between engine operation modes or states
- F02D 2250/22: by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency
- F02P 5/1504: {with particular means during a transient phase, e.g. acceleration, deceleration, gear change (during starting F02P5/1506)}
- Y02T 10/12: Improving ICE efficiencies
- Y02T 10/40: Engine management systems
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- F02P: IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES ({anti-pollution means for internal-combustion engines F02B17/00}; specially adapted for rotary-piston or oscillating-piston engines F02B53/12; {ignition of gas turbine plants F02C7/26; ignition of jet propulsion plants F02K9/95; starting of combustion engines F02N9/00}; ignition of combustion apparatus in general, glowing plugs F23Q; measuring of physical variables in general G01; controlling in general G05; data processing in general G06; electrical components in general see Section H; {ignition coils H01F38/12}; sparking plugs H01T13/00)
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

In a method for operating an internal combustion engine of a motor vehicle having an automatic transmission, a torque generated by the internal combustion engine is reduced as a function of an operating state of a drive train of the motor vehicle. As a function of an excess of combustion air occurring when the torque is reduced and supplied to the internal combustion engine by an exhaust gas turbocharger, fuel combustion efficiency in at least one combustion chamber of the internal combustion engine, which is related to the torque generated by the combustion chamber, is reduced. The combustion efficiency is reduced by at least one late post-injection of fuel into the at least one combustion chamber of the internal combustion engine.

## Claims

### Claim at position 1

1-7. (canceled)

### Claim 8

A method for operating an internal combustion engine of a motor vehicle with an automatic transmission, in which a torque generated by the internal combustion engine is reduced depending on an operating state of a drive train of the motor vehicle, comprising:
supplying combustion air to the internal combustion engine by way of an exhaust gas turbocharger, and
reducing an efficiency of fuel combustion in at least one combustion chamber of the internal combustion engine related to the torque generated by the internal combustion engine, depending on an excess of combustion air occurring when the torque is reduced, by at least one late post-injection of fuel into the at least one combustion chamber of the internal combustion engine.

### Claim 9 (depends on 8)

The method according to claim 8, wherein the torque generated by the internal combustion engine is reduced when changing to a higher gear or a lower gear.

### Claim 10 (depends on 8)

The method according to claim 8, wherein the torque generated by the internal combustion engine is reduced when an intervention caused by the electronic stability program exists and/or when the motor vehicle is creeping.

### Claim 11 (depends on 8)

The method according to claim 8, wherein a predetermined combustion air ratio is taken into account when determining the excess of combustion air.

### Claim 12 (depends on 8)

The method according to claim 8, wherein a plurality of parameters describing an operating state of the internal combustion engine are taken into account for determining the excess of combustion air.

### Claim 13 (depends on 8)

The method according to claim 8, wherein at least one of a quantity and a point in time of the at least one late post-injection of fuel is adjusted depending on the excess of combustion air.

### Claim 14 (depends on 9)

The method according to claim 9, wherein the torque generated by the internal combustion engine is reduced when an intervention caused by the electronic stability program exists and/or when the motor vehicle is creeping.

### Claim 15 (depends on 9)

The method according to claim 9, wherein a predetermined combustion air ratio is taken into account when determining the excess of combustion air.

### Claim 16 (depends on 10)

The method according to claim 10, wherein a predetermined combustion air ratio is taken into account when determining the excess of combustion air.

### Claim 17 (depends on 9)

The method according to one of claim 9, wherein a plurality of parameters describing an operating state of the internal combustion engine are taken into account for determining the excess of combustion air.

### Claim 18 (depends on 10)

The method according to one of claim 10, wherein a plurality of parameters describing an operating state of the internal combustion engine are taken into account for determining the excess of combustion air.

### Claim 19 (depends on 11)

The method according to one of claim 11, wherein a plurality of parameters describing an operating state of the internal combustion engine are taken into account for determining the excess of combustion air.

### Claim 20 (depends on 9)

The method according to one of claim 9, wherein at least one of a quantity and a point in time of the at least one late post-injection of fuel is adjusted depending on the excess of combustion air.

### Claim 21 (depends on 10)

The method according to one of claim 10, wherein at least one of a quantity and a point in time of the at least one late post-injection of fuel is adjusted depending on the excess of combustion air.

### Claim 22 (depends on 11)

The method according to one of claim 11, wherein at least one of a quantity and a point in time of the at least one late post-injection of fuel is adjusted depending on the excess of combustion air.

### Claim 23 (depends on 12)

The method according to one of claim 12, wherein at least one of a quantity and a point in time of the at least one late post-injection of fuel is adjusted depending on the excess of combustion air.