DE102006055591A1 - Engine e.g. internal combustion engine, controlling system for e.g. aircraft, has turbocharger system connected with engine, and nozzle having tapered divergence form, such that ejected air has ultrasonic speed under operating conditions - Google Patents

Abstract

The system has an internal combustion engine (10) with a cylinder including an inlet valve to cover and uncover an inlet opening in the cylinder. The cylinder is connected with a suction manifold, and a turbocharger system (130) is connected with the engine. An air supply nozzle is provided to supply compressed air to the cylinder by the opening. The nozzle has a tapered divergence form, such that the ejected air has ultrasonic speed under operating conditions. An independent claim is also included for a method for controlling a motor.

Description

background and brief

Engines can Chargers such as turbochargers use the engine power density to increase. Thus, you can Turbo-charged engines of smaller displacement under steady-state operation Produce power equivalent to that of engines larger displacement. However, under dynamic driving conditions, the smaller turbocharged engine can have a lower transient power than a larger naturally aspirated engine.

If for example, a turbocharged engine operates at low load, is the turbocharger speed low and the intake manifold pressure low. Is the engine load suddenly raised, it may cause a delay come before the turbocharger speed increases and the intake manifold pressure increases. This delay can be called a "turbo lag". While this delay can the engine power or torque output below the setpoint and below the one at stationary Condition available Power lie.

One Approach trying to use an intake manifold pressure boost to provide minimal delay, is described in SAE publication 670109, published in 1967. This system used storage tanks for storing compressed air in a gasoline engine with carburetor. For this system were pressed of the system, the desired charging pressures reached quickly.

One another approach is described in JP 59-99028. This system uses a compressed air injection port that receives air from a compressed air reservoir, wherein the port is formed in a valve seat of the intake valve was and the connection was open when the inlet valve is opened becomes. An on-off valve is used for a fixed period of time temporarily open, when an accelerator pedal is kicked quickly. When the inlet valve is open, is missing through the valve seat air to supplement Air injected, what it temporarily when pedaling the accelerator comes. Specifically, when the accelerator pedaling signal is set Value exceeds will be the on-off valve from a computer for a set period of time open, which corresponds to the pedal pedal speed. In such a system Compensation is allegedly unnecessary.

The However, present inventors have disadvantages in each of the above approaches turned off. Using, for example, the storage strategy from SAE 670109 was only for Provided a limited duration of charge, since the storage tanks the were the only source of compressed air. Furthermore, the system required two container each about 12 inches (30.54 cm) in diameter, which makes it considerable Accommodation space required in the vehicle.

at Using a system like JP 59-99028 can indeed pressurize the engine be fed but it does not seem that the compaction energy of the supplied air to amplify the air flow through the main inlet duct is used. This means, that the compressed air tank big enough must be to deliver the total target increase in the intake air mass.

at an approach the above drawbacks by a system for locomotion on the roadway Vehicle overcome become. The system comprises: an engine with at least one cylinder with an inlet valve, which is used to cover and uncover an inlet opening in The cylinder is designed with the cylinder connected to an intake manifold is; a compression device connected to the engine; and an air supply nozzle, designed to supply compressed air by means of the opening to the cylinder is, with the nozzle a has tapered-diverging shape, so that expelled air has supersonic speed at least under some operating conditions. Furthermore, in some embodiments, the expelled air be mixed with an airflow below the speed of sound, wherein the air flow is below the speed of sound from the intake manifold.

On this way it is possible the compacting device for allowing reduced air storage to use while a nozzle to more effectively use the available Compressed air is used. If, for example, the supersonic airflow is mixed with a subsonic flow from the intake manifold, the Total moment of the two currents combined and preserved, so the speed of mixed flow and consequently the stagnation pressure is raised. Thus, it is possible energy the compressed air flow to reinforce the Electricity from the intake manifold to use lower pressure. In this way, less pressurized Air to achieve desired compensation be used, thereby increasing the efficiency of the use of compressed air and the required memory space is improved.

description the figures

The 1 - 3 are each a schematic diagram of an engine;

4 FIG. 12 is a schematic diagram of an exemplary air storage system used in various types of engines, such as those in FIG 1 - 3 , can be used;

5 - 7 show exemplary embodiments of ejector systems associated with the memory system of 4 can be used;

8th - 10 show overview flowcharts of exemplary engine operation; and

11 Fig. 10 is a graph showing time available for fuel injection.

Detailed description

As mentioned above For example, the present application describes an approach to charge compensation for reducing effects of compressor delays, such as known as turbocharger phenomena, and to improve various other engine operations, for example from engine cold starts. In a particular example stands a separate source of compressed air available to the engine (e.g. intake manifold, intake port or cylinder head) during selected conditions, for example, in response to a throttle giving by the driver, fast supplied can be, whereby a turbo lag is reduced. The additional Air from the air amplifier serves to provide a rapid increase in cylinder filling, itself when the manifold pressure only be increased by a turbocharger got to. Continue leads the injection of air higher Pressure in the engine cylinder to an almost immediate increase in Exhaust gas flow, which improves the function of the turbocharger, and can thus further reducing the turbo lag period. It is with others Words possible, to generate more electricity into the cylinders than from a compressed air source comes, but in one example, this amplification of the air flow is only implemented, until the turbocharger reaches the speed.

In an example, the compressed air supply upstream of the Engine between the engine air filter and the intake manifold, either be provided before or after the turbocharger. Alternatively, the Compressed air in the intake manifold or cylinder head supplied become. Further, an ejector may be used to form an ejector charging system to create. For example, an ejector can be integrated into a valve seat to further improve operations. In yet another For example, the system can be used with direct injection gasoline engines for improved air-fuel ratio control or to improve engine cold starts Gasoline or diesel engines are used.

On this way it is possible an air source in combination with a compression device to use for improved operation on a gasoline, diesel or to provide various other fuels using motor.

Referring now to 1 becomes an internal combustion engine 10 which includes several cylinders, one cylinder of which is in 1 is shown by an electronic control unit 12 controlled. The motor 10 includes a cylinder head 46 , a combustion chamber 30 and cylinder walls 32 with one positioned therein and with a crankshaft 40 connected pistons 36 , The combustion chamber 30 comes with the intake manifold 44 and exhaust manifold 48 by means of a respective inlet valve 52 and exhaust valve 54 shown related. Each intake and exhaust valve may be operated by a camshaft, or both may be operated by a common camshaft. By means of a hydraulic actuator, a variable valve control operation can be used. In an alternative embodiment, the valves may be actuated by an electromechanically controlled valve coil and armature assembly.

The cylinder 30 is further associated with an associated direct injection valve 65 for supplying liquid fuel proportional to the pulse width of the signal FPW of the controller 12 by means of a fuel injection system 87 shown, which may be a high pressure gasoline fuel system with common manifold. The fuel system 87 may include a fuel tank, high and / or low pressure fuel pumps, and a fuel rail (not shown). The motor 10 from 1 is designed so that the fuel is injected directly into the engine cylinder, which is known in the art as direct injection. Further, the intake manifold 44 with an optional electronic throttle 125 shown communicating.

The motor 10 is further equipped with a turbocharger system 130 shown coupled, which is an exemplary compaction device that can be used. The turbocharger system 130 includes a compressor 132 on the inlet side and a turbine 134 on the outlet side, by means of a shaft 136 are connected. In an alternative embodiment, if necessary, a two-stage turbocharger may be used. In another alternative embodiment, a supercharger with a compressor similar to that of 132 used by means of the engine crankshaft 40 is driven.

An unheated lambda probe 76 (UEGO probe) is connected to the exhaust manifold 48 upstream of the turbine 134 and an emission control device 72 shown connected. The device 70 For example, an NOx catalyst, a Selective Catalytic Reduction (SCR) catalyst, may be a particulate filter or combinations thereof. A second exhaust gas probe 98 becomes downstream of the catalyst 70 shown connected to the exhaust system. The temperature of the emission control device is determined by a temperature sensor 77 measured and / or estimated based on operating conditions such as engine speed, load, air temperature, engine temperature and / or air flow or combinations thereof.

The control unit 12 is in 1 as a conventional microcomputer, comprising: a microprocessor 102 , Input / output ports 104 as well as a permanent memory 106 , a working memory 108 , a battery powered memory 110 and a conventional data bus. The control unit 12 It shows how different signals from the engine 10 connected sensors in addition to the already explained signals, including: engine cooling water temperature (ECT) of one with a cooling jacket 114 connected temperature sensor 112 ; a position sensor connected to an accelerator pedal 119 ; a measurement of engine intake manifold pressure (MAP) from one with the intake manifold 44 connected pressure sensor 122 ; a measurement (ACT) of the charge air temperature of the engine or of a manifold temperature from a temperature sensor 117 ; and a motor position sensor from a Hall sender 118 , which is the position of the crankshaft 40 detected. In a preferred embodiment of the present description, the engine position sensor generates 118 a predetermined number of pulses per revolution of the crankshaft, from which the engine number (rpm) can be determined.

In some versions For example, the engine may be with an electric motor / battery system in a hybrid vehicle be connected. The hybrid vehicle may have a parallel configuration, a series configuration or modifications or combinations thereof exhibit.

The motor 10 further comprises a compressed air supply system for supplying higher pressure air to the combustion chamber, an example of which in this application is described below with reference to FIG 4 is described in more detail.

2 shows an alternative embodiment of a gasoline direct injection engine 11 similar to that of 1 , In the example of 2 becomes a cylinder head 46 shown having an associated injection valve 66 for supplying liquid fuel proportional to the pulse width of the signal FPW from the controller 12 having. By a (not shown) fuel system having a fuel tank, a fuel pump and a (not shown) manifold, the injection valve is 66 Fuel supplied. In one example, a low pressure direct injection system may be used in which the fuel pressure may be raised to about 20-30 bar. Alternatively, a two-stage high pressure fuel system may be used to generate higher fuel pressures. 2 further shows a distributorless ignition system 88 that the combustion chamber 30 by means of a spark plug 92 in response to the controller 12 provides a spark.

Continue with 2 this shows the catalyst 72 which may have multiple catalyst bricks in one example. In another example, multiple emission control devices, each with multiple bricks, may be used. The catalyst 72 may be a three-way catalyst in one example.

engine 11 further includes a compressed air supply system for supplying higher pressure air to the combustion chamber, an example of which is described hereinafter with reference to FIG 4 is described in more detail.

In yet another alternative example, the engine may 9 be a gasoline engine with port injection. In detail shows 3 Yet another alternative embodiment of a gasoline engine 9 with port injection, which the the 1 and 2 similar. In the example of 3 becomes an intake passage of the manifold 44 shown having an associated injection valve 66 for supplying liquid fuel proportional to the pulse width of the signal FPW of the controller 12 having.

Each of the engines 9 . 10 . 11 Can be used for road vehicles, boats, earthmoving equipment, aircraft, generators, pumps, etc.

Referring now to 4 becomes an exemplary air storage system 310 described that with the engine 9 . 10 or 11 can be coupled. In detail, compressed air is used 312 from a high pressure compression device (eg, a compressor (not shown) through a check valve 314 to the storage container 316 forwarded to the system. The valve 314 allows flow into the tank 316 but throttles streams from the tank 316 to the compacting device. Further, in one example, the system includes 310 also a control valve 318 from the control unit 12 a control signal 320 receives, for controlling air by means of a pressure regulating valve 324 to the air amplifier, as with respect to the exemplary embodiments of 4 - 6 is described in more detail. In this way, it is possible to supply air to the engine of higher pressure, even if a turbocharger pressure buildup is delayed due to, for example, turbo lag. Further, by using such a system, it is possible to store compressed air gradually with a smaller compressor, but still in the to prevent turbocharging, provide a large flow rate over shorter time intervals.

The storage pressure in the container 316 may vary depending on the air mass stored in the container, but may vary as high as the discharge pressure of the compressor, which may be 1500 psi or higher. However, since the duty cycle of compressed air in the engine may be relatively low compared to total engine operation (eg, during turbo lag conditions or engine start conditions), a low volume high pressure compressor for slow loading of the container may be used compared to the flow rate exiting during use.

The pressure regulator 324 Generally, it is set to maintain a pressure of about 150 psi, so that air supplied to the primary nozzle inlet is generally maintained at about that pressure, which may be significantly higher than the manifold pressure. As will be described in more detail hereinafter, the primary nozzle then uses this compressed air at about 150 psi, along with air in the intake manifold (the pressure of which may vary depending on the condition of the turbocharger, engine speed, throttle position, etc.) to increase flow into the intake manifold To produce engine cylinders.

As mentioned herein can the air amplifier as Ejector arrangement, Luftejektor, air amplifier and flow amplification called become.

Referring now to 5 A first exemplary embodiment for supplying higher pressure air to the engine 9 . 10 or 11 described. In this example, the intake manifold 44 with a suction pipe 44a with a throat area 44b shown to the inlet valve 52 and cylinders 30 leads, being a high pressure pipe 410 Compressed air feeds. Specifically, the compressed air pipe 410 connected in the intake manifold and has a supersonic nozzle 412 directed into each suction tube (only one of which is shown). In this way, the intake air manifold of the manifold serves as the ambient air inlet, the compressed air pipe 410 serves as a primary nozzle, the manifold suction pipe serves as a secondary nozzle, the throat of the channel ( 44b ) serves as a mixing tube and the cylinder finally serves as a diffuser. Such a system can be created by placing a nozzle in each intake manifold for each cylinder of the engine. In this way, it is not necessary to pressurize the entire intake manifold volume resulting in faster delivery of boost pressure to the cylinders and less heat loss to the manifold walls for further engine cold-start improvement.

In an exemplary operation, in addition to controlling compressed air by the valve 318 each individual nozzle is equipped with a valve for synchronizing the nozzle flow with the open position of the inlet valve. In an alternative embodiment, the multiple nozzles may be controlled by a single valve.

Referring now to 6 A second exemplary embodiment for supplying higher pressure air to the engine 9 . 10 or 11 described. 6 Fig. 12 shows in more detail a sectional view of a second exemplary embodiment for supplying higher pressure air to a motor 9 . 10 or 11 , In this example, the suction pipe 44a of the intake manifold, as shown to the intake valve 52 leads. The valve 52 sits on a one-piece valve core / seat 512 getting in the cylinder head 510 located. The use 512 includes a channel section 520 and a head section 522 , The use 512 includes an annular supersonic nozzle 514 in use 512 is trained. The nozzle can be like in 6 shown having a tapered outgoing shape. By means of one or more feed pipes 530 can the annular nozzle 514 Compressed air are supplied.

In this way it is possible to integrate a supersonic nozzle into the cylinder head with at least one nozzle on each cylinder. When the inlet valve is closed, as in 6 is shown, the compressed air outlet is blocked by the inlet valve head. When the inlet valve is open, the divergent nozzle formed in the insert deflects supersonic discharge past the valve head and into the cylinder, forming an ejector with an annular supersonic nozzle. Thus, the amount of compressed air consumed during the supply can be reduced because air is supplied only during the operation in which the intake valve is open. Further, when a controller is used for estimating an amount of air supplied through the nozzle, the amount can be estimated based on the opening and closing timings of the intake valve as well as cylinder pressure and upstream pressure (eg, compressed air supply). For example, with variable valve timings of both the intake and / or exhaust valves, a change in valve timing may affect the amount of compressed air supplied, such as in the systems of FIGS 6 - 7 , Therefore, the controller may include routines for estimating a quantity of compressed air that accounts for a change in the valve opening and / or valve closing timing.

Back to the construction of 6 For example, by using a one-piece insert, it is possible to provide a supersonic nozzle with a reduced number of parts and provide improved controllability of the dimensions, which improves playability made possible. Furthermore, structural bridges 524 (please refer 6A ) may be integrated in the annular nozzle to secure the channel and head portions together and to lay the installation forces and impact in closing the inlet valve in the head. The bridges can cause interruptions in the annular design of the nozzle, but should not cause significant degradation in function. For example, the bridge may be designed with a length (in the direction of flow) that is longer than a width, thereby providing a desired structural strength while reducing impact on streams.

Referring now to 7 Fig. 10 is a sectional view of a third exemplary embodiment for supplying higher pressure air to the engine 9 . 10 or 11 described. In this example, the suction pipe 44a of the intake manifold, that to the intake valve 52 leads. The valve 52 sits on a two-part valve insert / seat 612 getting in the cylinder head 610 located. The use 612 includes a channel piece (insert) 620 and a head piece (seat) 622 , The use 612 thus forms one in the insert 612 formed annular supersonic nozzle 614 , By means of one or more feed pipes 624 can the annular nozzle 614 Compressed air are supplied.

In this way it is possible to integrate a supersonic nozzle into the cylinder head with at least one nozzle on each cylinder. When the inlet valve is closed, as in 7 is shown, the compressed air outlet is blocked by the inlet valve head. When the inlet valve is open, the diverging nozzle formed between the two inserts directs supersonic discharge past the valve head and into the cylinder, forming an ejector with an annular supersonic nozzle. Thus, the amount of compressed air consumed during the supply can be reduced because air is supplied only during the operation in which the intake valve is open. Further, when a controller is used for estimating an amount of air supplied through the nozzle, the amount can be estimated based on the opening and closing timings of the intake valve as well as cylinder pressure and upstream pressure (eg, compressed air supply).

Referring now to 8th A first exemplary embodiment of a routine for controlling engine operation to reduce turbo lag is described. In this example, which may be a diesel or gasoline engine, the routine first determines 710 engine operating conditions, such as engine speed, engine load, throttle position, engine intake manifold pressure, engine temperature, tank reservoir pressure 316 , Temperature of container 316 , Speed of turbine / compressor etc.

Then the routine determines 712 whether an accelerator pedal has occurred under conditions where a turbo lag may be present. This may occur, for example, during lower turbine speed conditions or low mass air flow conditions. If so, the routine continues 714 to determine if compressed air is available, for example in response to pressure in the tank 316 , Further, the need for additional compressed air may also be based on other indications, such as target engine torque, torque demanded by the driver, etc. Additionally or alternatively, an indication may be generated that additional compressed air is desired during engine cold-starting. For example, boosting cylinder inlet pressure may result in higher compression temperatures in the combustion chamber and improve combustion during engine cold starts, particularly in a diesel engine. A separate boost control strategy may be employed to optimize the cold start of diesel engines, for example, determining an amount of boosted airflow to be generated based on air temperature, atmospheric pressure, coolant temperature, etc.

If compressed air is available, the routine continues 716 to determine an amount of compressed air to be added and / or a duration of compressed air addition. For example, under some conditions, it may be advantageous to provide compressed air for a first number of combustion events or until a selected turbine speed is reached, while under other conditions it may be beneficial, over a longer duration or a greater number of combustion events, or up to one To deliver higher turbine speed compressed air. Furthermore, the routine activates the valve 320 to make compressed air available to the ejector system.

Next, the routine determines at 720 whether the duration (or another measure) of 716 has elapsed, indicating that additional air supply is no longer required. If so, the routine continues 718 to deactivate the compressed air supply, eg by deactivating the valve 320 , Otherwise, the routine continues to increase 722 to add compressed air to the engine cylinders. For example, the routine may control additional valves (if present) to control the timing of the compressed air supply, or may utilize a valve core ejector system as described herein.

On this way it is possible additional air supply, if necessary to equalize the turbo lag. Farther the ejector can only for be used the duration of a turbo lag period, causing the Size of required Compressed air storage is reduced.

It is understood that during the period of air injection at 722 before a lapse of at 716 calculated set duration of the injection 720 is detected, the operating conditions and the accelerator pedal operation state 710 and 712 be constantly monitored. If there is a change in conditions, such as the driver's "change of mind" with the throttle closing rapidly, a new calculation of the desired duration will be added 720 sent to possibly overturn an earlier decision.

Referring now to 9 A second exemplary embodiment of a routine for controlling engine operation to reduce turbo lag is described. In this example, which may be a diesel or gasoline engine, the routine first determines 810 Engine operating conditions, such as engine speed, engine load, throttle position, manifold intake manifold pressure, engine temperature, tank reservoir pressure 316 , Temperature of container 316 , Turbine / compressor speed, etc. Then the routine at 812 whether a pedal operation state or other condition indicative of a possible turbo lag, or a compressed air demand exists. For example, compressed air may be helpful in cold-starting performance, especially in a diesel engine. As further regarding 812 other parameters and factors can be used. If the answer to 812 yes, the routine goes on 814 to provide a quantity and / or duration of compressed air addition in response to operating conditions, such as at 810 determined to determine. Then the routine gives in 816 the extra air to the cylinders as above 8th was explained.

Then the routine determines a fueling adjustment based on the addition of compressed air. Furthermore, the routine may also include injection timing adjustment determine, because with the addition of compressed air other fuel injection timing than can be used in the injection control without compressed air. In the example of a gasoline engine in which a fuel / air ratio to a Setpoint is controlled, for example, the stoichiometry, For example, the routine may determine a fueling amount to additional Air due to the addition of compressed air to correspond and thus a Target air / fuel ratio maintain.

Next, the routine determines at 820 whether multiple injection can be used, based on compressed air addition or other operating conditions. The use of multiple injections may be used to provide faster fuel injection later in the intake stroke rather than waiting for later cylinder fueling operations to correspond to the added air. If the answer to 820 yes, the routine goes on 822 to select the relative fuel amount and timing between the multiple injections. Then the routine delivers 824 the desired fuel injection (or injections) at the selected timing (or timing).

On this way it is possible Fuel injection quantities and / or timing with the addition of compressed air to coordinate to reduce the effects of a turbo lag, while the desired fuel / air ratio is maintained.

It should be noted that the routine may determine the amount of compressed air to be added based on various factors, such as manifold pressure, pressure in the vessel 316 , Inlet valve control, etc. Additionally or alternatively, the routine may use pressure sensors or an air flow meter to measure the amount of air from the ejector system.

Referring now to 10 For example, a routine is described for controlling pressure of the compressed air supplied to the ejector assemblies. The routine initially reads 910 Operating conditions such as temperature, manifold pressure, etc. and then determines a target supply pressure 912 which depends on the operating conditions of 910 based. Then, the routine adjusts a parameter, such as an adjustable pressure control valve, to achieve the desired supply pressure. In this way, under conditions where a higher ejector flow is desired or where the valve opening time is shortened, a higher pressure may be provided.

To Note that there may be conditions where it is possible could, additional by means of the ejector arrangement To admit air, but not possible is, corresponding additional fuel provided. Under such conditions, the supply of additional Air delayed until appropriate fuel can be delivered, for example, under stoichiometry control in gasoline engines.

Referring now to 11 FIG. 10 is a graph illustrating the advantageous operation of using direct fuel injection with an ejector compensation system as described hereinabove. Specifically, the graph shows the additional interval (from x1 to x2) available to provide extra fuel injection to equalize the additional air of the ejector in a direct injection system as compared to a closed-valve injection port injection system.

To the For example, assuming accelerator pedaling occurs at the specified Point in using channel fuel injection may not be desirable the compressed air for to admit the upcoming cylinder whose valve timing is shown (da the injection of additional Fuel also takes a certain amount of time). But if one Direct fuel injection is used and for example the Duration of fuel injection is extended (or a second Injection is used), it may still be possible the fuel injection for the extra Balancing air, and thus can the extra Air and the extra Fuel for the cylinder shown are provided. Such an operation can enable a faster response to driver intervention, while still a desirable one Air / fuel ratio the combustion is maintained. It still is that way possible, to adjust the fuel and air of a cylinder soon to ignite, even if an unexpected driver intervention occurs.

It It should be understood that the processes disclosed herein are exemplary Nature and that these specific embodiments are not to be considered limiting are, because many changes possible are. The subject matter of the present disclosure includes all novel ones and not obvious combinations and subcombinations of various camshaft and / or valve timing, fuel injection timing and other features, functions and / or properties herein be revealed.

Further can the concepts disclosed herein are applied to dual fuel engines which are different types of gaseous fuels and liquid fuels can burn.

When yet another example may be the particular array of sensor measurements changed and / or be modified. For example, ACT may be in front of a turbocharger compressor be measured and measured MAP after the compressor. Such Measuring points can be particularly advantageous because the MAP at a certain operation of the Cylinder / cylinder more influential than the downstream pressure can and the ACT sensor can have a time delay that takes him during transients imprecise would make where the boost pressure and the resulting temperature change quickly. Consequently placing the ACT sensor in front of the compressor can be more stable stay.

In another version can be a strategy of ignition timing in the direction of early adapted to a gasoline engine to account for compressed air supply. For example, the controller while Ejector function an ignition adjustment in the direction of early in an at least partially unencumbered Adapt way to deal with fast transient conditions, because sensor time delays can be significant. This way, while otherwise possible feed Engine knock can be reduced or avoided, resulting in an improved Performance is achieved.

The following claims especially lift certain combinations and sub-combinations which are considered novel and non-obvious. These claims can to "an" element or "first" element or correspondence to refer to it. These claims are understood to mean integrating one or more Such elements include two or more of these elements neither demand nor exclude. Other combinations and sub-combinations of injection and temperature methods, processes, devices and other features, functions, elements and / or properties by modification the present claims or by submitting new claims in this or a related application. Such claims whether they are facing each other the scope of protection of the original claims wider, narrower, same or different, also as considered in the subject matter of the present disclosure.

Claims (24)

System comprising: a motor with at least one cylinder with an inlet valve to cover and revealing an inlet opening designed in the cylinder, the cylinder with a intake manifold connected is; a compression device connected to the engine; and an air supply nozzle, the for feeding is designed by compressed air to the cylinder by means of the opening, wherein the nozzle has a tapered divergent shape so that expelled air has supersonic speed at least under some operating conditions. System according to claim 1, characterized in that the expelled one Air mixed with a stream of air below the speed of sound is, the air flow below the speed of sound of the intake manifold comes and where Zündsteuerzeiten of the engine during the supply of compressed air are adjusted. The system of claim 1, further comprising a plurality Includes nozzles, with at least one nozzle for each Cylinder of the engine, wherein each of the nozzles arranged in the intake manifold Ejector is. System according to claim 1, characterized in that the nozzle is disposed in a valve seat and the nozzle is an annular nozzle. System according to claim 1, characterized in that the nozzle in a arranged in a cylinder head one-piece Venilsitzeinsatz is arranged. System according to claim 1, characterized in that the nozzle in a arranged in a cylinder head two-piece valve seat insert is arranged. System according to claim 1, characterized in that the nozzle while Engine starting supplies air. System according to claim 1, characterized in that the nozzle while Engine cold starts air supplies. System according to claim 1, characterized in that the compression device comprises a turbocharger and the system furthermore a control unit includes that for feeding the compressed air in response to an accelerator pedal step by a driver designed is. System according to claim 1, characterized the compacting device comprises a loader. System for a motor with: an annular tapered-divergent supersonic nozzle; and one Drain valve of the engine used to cover and uncover the nozzle for regulating of air supply from the nozzle is designed to a cylinder of the engine. System according to claim 11, characterized in that the drain valve is connected to an outlet end of the nozzle is. System with: an engine with at least one Cylinder with an inlet valve for covering and uncovering an inlet opening designed in the cylinder, the cylinder with a intake manifold connected is; a turbocharger connected to the engine; one storage container for storing air pressurized in a compressor; one air supply nozzle, the for feeding the compressed air by means of the opening is designed to the cylinder, wherein the nozzle is a tapered-diverging Form and is arranged in a valve seat; such as one with the cylinder connected direct injection valve. System according to claim 13, characterized that expelled Air at least under some operating conditions supersonic speed has and mixed with an airflow below the speed of sound is, the air flow below the speed of sound of the intake manifold comes. System according to claim 14, characterized in that that is the nozzle located in the valve seat insert. System according to claim 15, characterized that is the nozzle located in a one-piece valve seat insert. System according to claim 15, characterized that is the nozzle located in a two-piece valve seat insert. The system of claim 15, further comprising a controller that for feeding the compressed air in response to an accelerator pedal by a driver and for adjusting the fuel injected from the injector to equalize the extra Air in the cylinder caused by the supply of compressed air is designed. The system of claim 13, further comprising a spark plug in the cylinder. Method for controlling an engine with a turbocharger and an air ejector assembly for compressing compressed air into the An engine cylinder, the method comprising: Feeding from Compressed air by means of a tapered-diverging nozzle in the An air ejector assembly in response to an accelerator pedal step of the driver; To adjust a duration of supply of air to an expected duration of the turbo lag period to match the engine. The method of claim 20, further comprising Estimate a quantity of air entering the cylinder based on a Storage pressure and cylinder pressure includes. The method of claim 20, further comprising To run multiple fuel injections while a cycle of the engine in which the compressed air is supplied. The method of claim 20, further comprising stopping the supply of compressed air in response to at least one of using up the Compressed air accumulator and turning up the turbocharger includes. The method of claim 20, further comprising Adjusting the ignition timing of the engine during at least part of the duration for reducing a tendency to engine knock includes.