DE19746519A1 - Fuel injection motor - Google Patents

Fuel injection motor

Info

Publication number
DE19746519A1
DE19746519A1 DE19746519A DE19746519A DE19746519A1 DE 19746519 A1 DE19746519 A1 DE 19746519A1 DE 19746519 A DE19746519 A DE 19746519A DE 19746519 A DE19746519 A DE 19746519A DE 19746519 A1 DE19746519 A1 DE 19746519A1
Authority
DE
Germany
Prior art keywords
injection
phase
fuel
during
ignited
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
DE19746519A
Other languages
German (de)
Inventor
Walter Piock
Ulrich Schulmeister
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AVL List GmbH
Robert Bosch GmbH
Original Assignee
AVL List GmbH
AVL Gesellschaft fuer Verbrennungskraftmaschinen und Messtechnik mbH
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by AVL List GmbH, AVL Gesellschaft fuer Verbrennungskraftmaschinen und Messtechnik mbH, Robert Bosch GmbH filed Critical AVL List GmbH
Priority to DE19746519A priority Critical patent/DE19746519A1/en
Priority to JP10299975A priority patent/JPH11193740A/en
Publication of DE19746519A1 publication Critical patent/DE19746519A1/en
Priority to US11/109,500 priority patent/US7207753B2/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

To deliver the fuel into the combustion zones of a direct injection four-stroke motor, during the start and/or warming-up phase additional fuel is injected into the cylinders and ignited while the outlet valve is opened. The ignition of the additional fuel feed is before the piston reaches the top dead center near the change over, and the additional feed starts after the outlet valve maximum opening point.

Description

Stand der TechnikState of the art

Die Erfindung betrifft ein Verfahren zur Einbringung von Kraftstoff in den Brennraum einer direkt einspritzenden Viertakt-Otto-Brennkraftmaschine, bei der eine Haupt­ kraftstoffeinspritzung während oder nach der Einlaßven­ tilöffnungsphase erfolgt.The invention relates to a method for introducing Fuel into the combustion chamber of a direct injection Four-stroke Otto engine, with one main fuel injection during or after the inlet valves The opening phase takes place.

Bekannte Konzepte für die Otto-Direkteinspritzung lassen sich hinsichtlich der Gemischaufbereitung in zwei Gruppen unterteilen. Die eine Gruppe bilden auf homogenen Betrieb ausgelegte Otto-Direkteinspritzsysteme, welche vor allem das gegenüber der Saugrohreinspritzung verbesserte Vollastpotential ausnützen. Dieses sehr einfache Verbren­ nungskonzept eignet sich sehr gut zur Erfüllung schärf­ ster Emissionsvorschriften bei gleichzeitigem nur gerin­ gem Verbrauchsvorteil. Die andere Gruppe von Otto-Direkt­ einspritzsystemen ist auf inhomogenen bzw. geschichteten Betrieb ausgelegt, was Grundvoraussetzung ist für eine weitgehende Entdrosselung im Teillastbereich und den dadurch erreichbaren deutlichen Verbrauchsvorteilen. Otto-Brennkraftmaschinen mit Ladungsschichtung sind beispielsweise aus der EP 0 598 941 B1 oder der EP 0 741 237 A1 bekannt.Leave well-known concepts for gasoline direct injection in terms of mixture preparation in two groups divide. The one group form on homogeneous operation designed Otto direct injection systems, which above all which improved compared to intake manifold injection Utilize full load potential. This very simple burning concept is very well suited to fulfill sharpening very low emissions regulations at the same time only low according to consumption advantage. The other group from Otto Direkt injection systems is on inhomogeneous or stratified Operation, which is a basic requirement for a  extensive dethrottling in the partial load range and thereby achievable significant consumption advantages. Otto gasoline engines with charge stratification are for example from EP 0 598 941 B1 or EP 0 741 237 A1 known.

Zum Unterschied zu direkteinspritzenden Dieselmotoren, wo die Kraftstoffeinspritzung unmittelbar vor der Verbren­ nung erfolgt, ist bei direkteinspritzenden Otto-Brenn­ kraftmaschinen zur Ausbildung eines zündfähigen Gemisches im Brennraum ein früherer Einspritzzeitpunkt notwendig, um Kraftstofftransport und Aufbereitung sicherzustellen.In contrast to direct injection diesel engines, where the fuel injection immediately before burning with direct injection Otto distillers Engines for the formation of an ignitable mixture an earlier injection point is necessary in the combustion chamber, to ensure fuel transportation and processing.

So liegt der Beginn der Kraftstoff-Einspritzung bei gedrosselten Brennkraftmaschinen mit direkter Einsprit­ zung der eingangs genannten Art bei etwa 320° bis 250° Kurbelwinkel vor dem oberen Totpunkt. Dadurch kann bei betriebswarmen Motor eine ausreichende Homogenisierung im Brennraum erzeugt werden, was Voraussetzung ist, um Emissionswerte zu erreichen, die mit den Emissionen aus konventionellem Betrieb mit Saugrohreinspritzung ver­ gleichbar sind. Nachteilig ist allerdings, daß insbeson­ dere während der Start- und Warmlaufphase wie bei Saug­ rohreinspritzmotoren relativ hohe Kohlenwasserstoffemis­ sionen auftreten. Durch Spätverstellung der Zündung während dieser Phase gelingt es die HC-Emissionen im Bereich von etwa 20% zu senken, was einen gewissen Kraft­ stoffmehrverbrauch mit sich bringt, der aber während der kurzen Warmlaufphase in Kauf genommen wird. Begrenzend für die Spätverstellung der Zündung sind die zyklischen Schwankungen. The start of fuel injection is included throttled internal combustion engines with direct injection tion of the type mentioned at about 320 ° to 250 ° Crank angle before top dead center. This can help warm engine sufficient homogenization in the Combustion chamber are generated, which is a prerequisite to Achieve emission levels that match the emissions conventional operation with intake manifold injection ver are comparable. The disadvantage, however, is that in particular during the start-up and warm-up phase as with suction pipe injection engines relatively high hydrocarbon emissions sions occur. By retarding the ignition during this phase the HC emissions in the Lower the range by about 20%, which is a certain force brings with it additional consumption, but during the short warm-up phase is accepted. Limiting for the late adjustment of the ignition are cyclical Fluctuations.  

Die Kohlenwasserstoffemissionen des Fahrzeuges hängen sehr wesentlich von der Dauer der Aufwärmperiode des Katalysatorsystems ab, da in dieser Phase die Motoremis­ sionen gleichzeitig die Fahrzeugemissionen sind, weil der Katalysator noch nicht voll wirksam ist. Es ist ein allgemeines Ziel, die - auch als Katalysator-Light-Off bezeichnete - Aufheizzeit so kurz wie möglich zu halten. Es ist bereits bekannt, durch externe Beheizung des Kata­ lysators oder der Abgase die Aufheizzeit zu verkürzen. Dies erfordert allerdings einen erheblichen baulichen und/oder energetischen Aufwand.The vehicle's hydrocarbon emissions depend very much on the duration of the warm-up period of the Catalyst system, since in this phase the engine emissions sions are at the same time the vehicle emissions because of the Catalyst is not yet fully effective. It is a general goal, which - also as a catalyst light-off designated - keep the heating-up time as short as possible. It is already known by external heating of the kata lysators or the exhaust gases to shorten the heating-up time. However, this requires considerable construction and / or energy expenditure.

Es ist die Aufgabe der vorliegenden Erfindung, während der Start- und Warmlaufphase bei direkt einspritzenden Otto-Brennkraftmaschinen die Fahrzeugemissionen auf möglichst einfache Weise zu vermindern.It is the object of the present invention while the start and warm-up phase with direct injection Otto internal combustion engines on vehicle emissions reduce as simple as possible.

Erfindungsgemäß wird dies dadurch erreicht, daß während der Start- und/oder Warmlaufphase der Brennkraftmaschine zusätzlich auch Kraftstoff während der Auslaßventilöff­ nungsphase direkt in den Brennraum eingespritzt und gezündet wird. Vorzugsweise ist dabei vorgesehen, daß der zusätzlich eingespritzte Kraftstoff vor dem oberen Tot­ punkt des Kolbens im Bereich des Ladungswechsels gezündet wird. Dadurch gelingt es, einen sehr schnellen Gastempe­ raturanstieg im Auspuffsystem zu erreichen und damit die Aufheizzeit des Katalysators auf sehr einfache Weise erheblich zu verkürzen. Dies ermöglicht ein frühzeitiges Einsetzen der Umsetzung im Katalysator und damit eine deutliche Reduzierung der Fahrzeugemissionen. According to the invention this is achieved in that during the start and / or warm-up phase of the internal combustion engine additionally also fuel during the exhaust valve opening injection phase directly into the combustion chamber and is ignited. It is preferably provided that the additionally injected fuel before top dead point of the piston ignited in the area of the gas exchange becomes. This enables a very fast gas tempe raturation increase in the exhaust system and thus the Heating up the catalyst in a very simple way shorten considerably. This enables an early Onset of implementation in the catalyst and thus one significant reduction in vehicle emissions.  

Die Einspritzmenge wird während der Start- und Warmlauf­ phase der im Teillastbetrieb gedrosselten Brennkraft­ maschine so gewählt, daß das Luftverhältnis im Bereich des Zündortes innerhalb der Zündgrenzen liegt.The injection quantity is during the start and warm up phase of the throttled internal combustion engine machine selected so that the air ratio in the range the ignition location is within the ignition limits.

Zur Verminderung des Kraftstoffverbrauches ist es vor­ teilhaft, wenn nach der Hauptkraftstoffeinspritzung eine Ladungsschichtung erzeugt wird. Ladungsschichtungs­ bildende Maßnahmen sind beispielsweise aus der EP 0 598 941 B1 oder der EP 0 741 237 A1 bekannt.To reduce fuel consumption, it is available partial if a after the main fuel injection Charge stratification is generated. Charge stratification Educational measures are, for example, from EP 0 598 941 B1 or EP 0 741 237 A1.

Die Erfindung wird anhand der Diagramme näher erläutert.The invention is explained in more detail using the diagrams.

Es zeigen Fig. 1a ein Zylinderdruck-Kurbelwinkel-Dia­ gramm, Fig. 1b ein Ventilhub-Kurbelwinkel-Diagramm, Fig. 1c ein Einspritzzeitpunkt-Diagramm, Fig. 1d ein Zündzünd- Zeitpunkt-Kurbelwinkel-Diagramm, Fig. 1e ein Verbren­ nungs-Kurbelwinkel-Diagramm und Fig. 2a das zeitliche Verhalten des Gastemperaturverlaufes nach Motorstart im Leerlauf, unmittelbar vor dem Katalysator. Fig. 2b die Konvertierungsrate des Katalysators in Abhängigkeit der Aufwärmzeit.In the drawings Fig. 1a, a cylinder pressure-crank angle Dia program, Fig. 1b, a valve lift-crank angle diagram, Fig. 1c an injection timing diagram, Fig. 1d Zündzünd- time-crank angle diagram, Fig. 1e Burn nungs- Crank angle diagram and Fig. 2a the temporal behavior of the gas temperature curve after engine start at idle, immediately before the catalytic converter. FIG. 2b shows the conversion rate of the catalyst as a function of the warm-up time.

Fig. 1a zeigt den Zylinderdruck p über dem Kurbelwinkel KW aufgetragen. In Fig. 1b sind die Ventilhübe HE bzw. HA für Einlaß- bzw. Auslaßventil dargestellt. Fig. 1c zeigt den Einspritzbeginn der Kraftstoffeinspritzung über dem Kurbelwinkel KW. Bei gedrosselten Otto-Brennkraftmaschinen mit direkter Einspritzung liegt der Einspritzbeginn E, bei etwa 320° bis 250° Kurbelwinkel KW vor dem oberen Totpunkt. Der Bereich des Einspritzbeginnes der erfin­ dungsgemäß erfolgenden zusätzlichen Einspritzung während der Auslaßventilöffnungsphase im Warmlaufbetrieb ist in Fig. 1c mit E2 bezeichnet. Fig. 1a shows the cylinder pressure p plotted against the crank angle KW. In Fig. 1b, the valve strokes HE and HA are shown for intake and exhaust valve. Fig. 1c shows the start of injection of the fuel injection over the crank angle KW. In throttled Otto internal combustion engines with direct injection, the start of injection E is approximately 320 ° to 250 ° crank angle KW before top dead center. The area of the start of injection of the additional injection according to the invention during the exhaust valve opening phase in warm-up operation is designated in FIG. 1c by E2.

Das zusätzlich eingespritzte Gemisch wird noch vor dem Ladungswechsel - oberen Totpunkt gezündet, wie durch das Bezugszeichen Z2 in Fig. 1d angedeutet ist. Die Zündung des während der Haupteinspritzung eingebrachten Kraft­ stoffes ist mit Z, bezeichnet. Fig. 1e zeigt dazu die Verbrennungsphase V, des Kraftstoffes der Haupteinsprit­ zung E, und die Verbrennungsphase V2 des zusätzlich eingespritzten Kraftstoffes.The additionally injected mixture is ignited before the charge change - top dead center, as indicated by the reference symbol Z2 in FIG. 1d. The ignition of the fuel introduced during the main injection is designated Z. Fig. 1e shows the combustion phase V, the fuel of the main injection E, and the combustion phase V2 of the additionally injected fuel.

Die Menge des zusätzlich eingespritzten Kraftstoffes wird so gewählt, daß das Luftverhältnis im Bereich des Zünd­ ortes innerhalb der Zündgrenzen liegt.The amount of additional fuel injected is chosen so that the air ratio in the area of the Zünd location is within the ignition limits.

Fig. 2a zeigt den Verlauf der Abgastemperatur T nach dem Motorstart im Leerlauf, unmittelbar vor dem Katalysator über der Zeit t aufgetragen, wobei mit T, der Abgastempe­ raturverlauf bei einer konventionellen, einzigen Ein­ spritzung pro Zyklus und mit T2 der Abgastemperaturver­ lauf bei der erfindungsgemäßen Haupt- und zusätzlichen Einspritzung bezeichnet ist. Deutlich ist gegenüber dem Stand der Technik ein früherer und steilerer Temperatur­ anstieg zu erkennen. Fig. 2a shows the course of the exhaust gas temperature T after starting the engine at idle, immediately before the catalyst plotted over time t, with T, the exhaust gas temperature curve in a conventional, single injection per cycle and with T2 the exhaust gas temperature course in the invention Main and additional injection is called. An earlier and steeper temperature rise can be clearly seen compared to the prior art.

Fig. 2b zeigt dazu die Konvertierungsrate KR des Katalysa­ tors. Bei erfindungsgemäßer Zusatzeinspritzung setzt die volle Umsetzung KR2 des Katalysators viel früher ein als bei einer einzigen konventionellen Einspritzung. Die Umsetzung bei konventioneller Einspritzung ist mit KR, bezeichnet. FIG. 2b shows, the conversion rate of the KR Katalysa tors. In the case of additional injection according to the invention, the full conversion KR 2 of the catalyst starts much earlier than in the case of a single conventional injection. The implementation in conventional injection is designated KR.

Claims (6)

1. Verfahren zur Einbringung von Kraftstoff in den Brenn­ raum einer direkt einspritzenden Viertakt-Otto-Brenn­ kraftmaschine, bei der eine Hauptkraftstoffeinspritzung während oder nach der Einlaßventilöffnungsphase erfolgt, dadurch gekennzeichnet daß während der Start- und/oder Warmlaufphase der Brennkraftmaschine zusätzlich auch Kraftstoff während der Auslaßventilöffnungsphase direkt in den Brennraum eingespritzt und gezündet wird.1. A method for introducing fuel into the combustion chamber of a direct-injection four-stroke Otto internal combustion engine, in which a main fuel injection takes place during or after the intake valve opening phase, characterized in that during the start and / or warm-up phase of the internal combustion engine, fuel is also additionally added during the Exhaust valve opening phase is injected directly into the combustion chamber and ignited. 2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß der zusätzlich eingespritzte Kraftstoff vor dem oberen Totpunkt des Kolbens im Bereich des Ladungswechsels gezündet wird.2. The method according to claim 1, characterized in that the additional fuel injected before the upper one Dead center of the piston in the area of the gas exchange is ignited. 3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeich­ net, daß der Beginn der zusätzlichen Einspritzung nach der maximalen Auslaßventilsöffnung erfolgt.3. The method according to claim 1 or 2, characterized net that the start of the additional injection after the maximum exhaust valve opening. 4. Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß der zusätzlich eingespritzte Kraft­ stoff vor der Öffnung des oder der Einlaßventile(s) gezündet wird. 4. The method according to any one of claims 1 to 3, characterized characterized in that the additionally injected force fabric before opening the inlet valve (s) is ignited.   5. Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß die Brennkraftmaschine während der Start- und/oder Warmlaufphase im Teillastbetrieb gedros­ selt wird.5. The method according to any one of claims 1 to 4, characterized characterized in that the internal combustion engine during the Start and / or warm-up phase in partial load operation rare. 6. Verfahren nach einem der Ansprüche bis 5, dadurch gekenn­ zeichnet, daß nach der Hauptkraftstoffeinspritzung eine Ladungsschichtung erzeugt wird.6. The method according to any one of claims to 5, characterized records that after the main fuel injection Charge stratification is generated.
DE19746519A 1997-10-22 1997-10-22 Fuel injection motor Withdrawn DE19746519A1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE19746519A DE19746519A1 (en) 1997-10-22 1997-10-22 Fuel injection motor
JP10299975A JPH11193740A (en) 1997-10-22 1998-10-21 Method for injecting fuel into combustion chamber of direct injection 4 stroke cycle otto internal combustion engine
US11/109,500 US7207753B2 (en) 1997-10-22 2005-04-19 Apparatus and method for shaping an edge of a tile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19746519A DE19746519A1 (en) 1997-10-22 1997-10-22 Fuel injection motor

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DE19746519A1 true DE19746519A1 (en) 1999-04-29

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DE (1) DE19746519A1 (en)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2793280A1 (en) * 1999-05-07 2000-11-10 Renault Four-stroke i.c. engine control procedure uses injection of air and fuel into exhaust gases to produce exothermic oxidation reaction
DE19930086A1 (en) * 1999-06-30 2001-01-18 Bosch Gmbh Robert Method for operating an internal combustion engine
DE19963932A1 (en) * 1999-12-31 2001-07-12 Bosch Gmbh Robert Method for operating an internal combustion engine, in particular a motor vehicle
DE10006609A1 (en) * 2000-02-15 2001-08-30 Bosch Gmbh Robert Method for operating an internal combustion engine, in particular a motor vehicle
FR2830569A1 (en) * 2001-10-09 2003-04-11 Siemens Ag I.c. engine exhaust system catalyser heating procedure consists of injecting fuel into combustion chamber on expansion or exhaust stroke
DE102010032431A1 (en) 2010-07-28 2011-04-21 Daimler Ag Method for operation of internal combustion engine with cylinder, involves movably accommodating piston of internal combustion engine between upper and lower dead center in translational manner
WO2014000859A1 (en) * 2012-06-27 2014-01-03 Daimler Ag Method for operating an internal combustion engine which comprises a combustion chamber
DE102005013174B4 (en) * 2005-03-22 2017-03-16 Daimler Ag Method for operating an internal combustion engine with direct fuel injection

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2793280A1 (en) * 1999-05-07 2000-11-10 Renault Four-stroke i.c. engine control procedure uses injection of air and fuel into exhaust gases to produce exothermic oxidation reaction
DE19930086A1 (en) * 1999-06-30 2001-01-18 Bosch Gmbh Robert Method for operating an internal combustion engine
DE19930086B4 (en) * 1999-06-30 2004-08-19 Robert Bosch Gmbh Method for operating an internal combustion engine
DE19963932A1 (en) * 1999-12-31 2001-07-12 Bosch Gmbh Robert Method for operating an internal combustion engine, in particular a motor vehicle
DE10006609A1 (en) * 2000-02-15 2001-08-30 Bosch Gmbh Robert Method for operating an internal combustion engine, in particular a motor vehicle
FR2830569A1 (en) * 2001-10-09 2003-04-11 Siemens Ag I.c. engine exhaust system catalyser heating procedure consists of injecting fuel into combustion chamber on expansion or exhaust stroke
DE10149745C1 (en) * 2001-10-09 2003-05-08 Siemens Ag Method for heating a catalyst in the exhaust system of an internal combustion engine
DE102005013174B4 (en) * 2005-03-22 2017-03-16 Daimler Ag Method for operating an internal combustion engine with direct fuel injection
DE102010032431A1 (en) 2010-07-28 2011-04-21 Daimler Ag Method for operation of internal combustion engine with cylinder, involves movably accommodating piston of internal combustion engine between upper and lower dead center in translational manner
WO2012013259A1 (en) 2010-07-28 2012-02-02 Daimler Ag Method for operating an internal combustion engine
WO2014000859A1 (en) * 2012-06-27 2014-01-03 Daimler Ag Method for operating an internal combustion engine which comprises a combustion chamber

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