EP1096118A1 - Procédé de combustion par autoallumage contrôlé et moteur à quatre temps associe avec conduits de transfert entre conduit d'échappement et conduit d'admission - Google Patents
Procédé de combustion par autoallumage contrôlé et moteur à quatre temps associe avec conduits de transfert entre conduit d'échappement et conduit d'admission Download PDFInfo
- Publication number
- EP1096118A1 EP1096118A1 EP00402828A EP00402828A EP1096118A1 EP 1096118 A1 EP1096118 A1 EP 1096118A1 EP 00402828 A EP00402828 A EP 00402828A EP 00402828 A EP00402828 A EP 00402828A EP 1096118 A1 EP1096118 A1 EP 1096118A1
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- EP
- European Patent Office
- Prior art keywords
- exhaust
- transfer
- gases
- cylinder
- intake
- 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.)
- Granted
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Classifications
-
- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
-
- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Definitions
- the present invention relates to internal combustion engines 4 controlled self-ignition time.
- Controlled self-ignition is a known phenomenon in 2-stroke engines. This type of combustion has advantages level of pollutant emissions: in particular, low levels are obtained emissions of hydrocarbons and nitrogen oxides. In addition, a remarkable cyclical regularity is achieved during self-ignition combustion.
- Self-ignition is a phenomenon that initiates the combustion thanks to residual burnt gases which remain in the chamber after combustion.
- Self-ignition is achieved by controlling the amount of gas residuals and its mixture with fresh gases (not yet burnt). Gas residuals (hot burnt gases) initiate the combustion of fresh gases thanks to a combination of temperature and presence of active species.
- 2-stroke engines In 2-stroke engines, the presence of residual gases is "inherent" to combustion. Indeed, when the engine load decreases, the quantity of fresh gas decreases which results in a increase in the quantity of residual gases (burnt gases from the cycle (s) which have not left the cylinder). 2-stroke engine therefore works with an internal circulation (or internal EGR) of gases burned at partial load. However, the presence of this internal EGR is not not sufficient to obtain the desired function in self-ignition.
- Controlled self-ignition technology applied to the engine four stroke is particularly interesting because it allows you to do operate this type of engine with an extremely diluted mixture, with very low wealth and therefore oxide emissions ultra low nitrogen.
- Patent application FR-97 / 02.822 filed in the name of the Applicant describes a control of self-ignition in an engine four stroke. More specifically, this document recommends, dependent partial, to minimize the mixing of fresh gases with burnt gases enclosed in the combustion chamber, acting on the closing of the exhaust. It is therefore a solution close to the technique of "internal" recycling which allows stratification of the gases in the combustion.
- Patent application FR-97 / 11.279 filed in the name of the plaintiff also aims to minimize, at partial charge, the mixing of fresh gases with the burnt gases contained in the combustion chamber, in order to control and promote self-ignition combustion.
- this teaching proposes to transfer the burnt gases from the exhaust of a cylinder into the intake of the same cylinder. This solution creates a very significant dilution of the recycled burnt gases, by air, before entering the combustion chamber, which can pose problem.
- the present invention aims to achieve controlled self-ignition in very simple multi-cylinder 4-stroke engines, so reliable, easy to use and which promotes maximum stratification of the burnt gases in the combustion chamber. Moreover, the burnt gases retain or even increase, according to the invention, their temperature which is favorable for self-combustion.
- the subject of the present invention is a combustion process by controlled self-ignition of a 4-stroke engine comprising several cylinders each having at least one inlet and at least one exhaust port, the ports and the means of controlling the closure being conventional, i.e. according to the knowledge of the skilled person.
- the invention can be applied to injection engines direct (FDI) or indirect.
- the method consists during operation at partial load, to be transferred via an appropriate gas transfer means exhaust from a cylinder, usually in phase exhaust, to another cylinder, generally in phase of admission.
- the exhaust gases are routed through a valve specific placed after the exhaust means, towards the means of transfer. Thanks to a second valve, the exhaust gases transferred arrive in the intake duct, upstream of the intake means.
- a means of admission be dedicated to the entry of exhaust gases into the cylinder (it is necessary in this case at least two means of admission) to reduce the mixing between fresh and burnt gases.
- Exhaust gases can also be recovered from a cylinder at the end of the relaxation phase. They can also be introduced into a another cylinder at the start of the compression phase.
- the method according to the invention also consists in controlling the distribution of exhaust gas flow between the system exhaust and transfer means.
- the method can consist of thermally insulating and / or heating gases exhaust transferred into said appropriate transfer means, so further improve self-ignition.
- catalysis means can be placed in the means of transfer.
- the positioning of the catalyst is a compromise between a positioning close to the cylinder intake valve, in order to have a higher temperature of the burnt gases when they enter the cylinder, or close to the exhaust valve, to facilitate priming of this catalyst during cold starts.
- the primary function of this catalyst is to heat the burnt gases to facilitate controlled self-ignition, in the case of a cold start, it will participate, from its inception, in the reduction of polluting emissions during a phase where the main catalyst of the pot is generally not not fully primed.
- the means of catalysis may include a mass of catalyst or catalyst-coated walls. In this place, at full load, the catalyst does not receive the burnt gases, therefore does not risk no early deterioration and does not create pressure loss additional.
- the transfer means do not communicate plus with conduits associated with exhaust and intake ports cylinders.
- the engine configuration becomes conventional.
- a conduit is used common for the transfer of exhaust gases.
- one uses for the exhaust gas transfer, a set of conduits connecting the specific exhaust ducts to specific intake ducts two by two.
- the present invention further relates to a combustion engine internal 4-stroke operating in controlled self-ignition and comprising several cylinders each having at least one inlet orifice and at minus an exhaust port.
- each cylinder further comprises a specific means for the passage of exhaust gases from the exhaust of a cylinder, generally in the exhaust phase, towards at least one other cylinder, generally in the intake phase, as well an associated means of transfer, the transfer taking place during the partial load operation.
- the engine further comprises a means of distribution of exhaust gases between the exhaust system and the means of transfer, partial load.
- the exhaust gas distribution means may include means valve placed near the exhaust means.
- said transfer means comprises a common conduit.
- the transfer means comprises a set of conduits connecting the specific exhaust ducts and valves to ducts and valves specific admission two by two.
- FIG. 1 illustrates the case of an engine having four cylinders 1.
- the invention in fact applies to all engines comprising at least two cylinders.
- the letter A represents the admission in a cylinder, the letter E the exhaust in the same cylinder.
- Each cylinder 1 comprises at least one inlet port 2 of a charge.
- the present invention preferably comprises two orifices intake (as shown in the figures). By means of admission of a load, it is necessary here to understand: an admission orifice to which is associated a valve and the conduit associated with this orifice. So equivalent, the same is true for the name exhaust means.
- Each cylinder further includes an exhaust port 3 conventionally equipped with an associated conduit and valve.
- each cylinder 1 comprises means for valve type 4 distribution placed in the exhaust duct, well obviously downstream of the exhaust port.
- This valve, or device equivalent allows burnt gases leaving the exhaust port to go to a transfer means 5.
- the means of transfer 5 is a conduit which communicates with all the conduits cylinder exhaust, as well as with all intake ducts. These distribution means are used to control the flow of transfer of gases between exhausts and inlets. In full load, these valves 4 close the communication to the conduit 5.
- Each cylinder 1 also includes a valve 7 placed in the intake, close to the intake port 2. It allows burnt gas to go from the transfer means 5 to the cylinder 1, via the distribution valve 7 and the inlet port 2. When fully loaded, these valves 7 are preferably closed.
- a valve means 6 is arranged at proximity to exhaust 3. Appropriate control and coordinated controls the opening of each valve means 4, 6, 7, and regulates and distributes the gas flow between the exhaust and the transfer medium 5.
- exhaust gases are transferred from a cylinder generally in the exhaust phase to another cylinder generally in the admission phase.
- the present invention can use a standard distribution for the opening of all exhaust and intake valves. In this case, at partial loads, the burnt gases and the fresh gases will come together in the cylinder in the intake phase.
- the transfer means comprises a common conduit with accesses to all specific valves 4 and 7.
- the transfer tube (s) 5 can be thermally insulated, using a ceramic 8 for example. She can also be heated by specific means 8 '. So the gases that pass through transfer tubing 5 do not lose or even gain calories when they arrive in the cylinder. Self-ignition is thus improved since it is known that the temperature of the recycled gases is an important parameter, which promotes self-ignition.
- a catalyst 10 can also be used to heat the burnt gases and advantageously, at the same time, reduce the level of pollutants present in the burnt gases passing through the transfer means 5.
- Figure 3 shows a variant where the exhaust does not include than an orifice. It is clear that the means of admission, such as are not limited to a double exhaust and a double admission.
- the present invention has the definite advantage of not having need specific transfer ports, since it uses conduits conventional four-stroke engine intake and exhaust considered.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
- La figure 1 est une coupe schématique d'un mode de réalisation de l'invention;
- La figure 2 est une coupe schématique d'un autre mode de réalisation de l'invention.
- La figure 3 représente une variante pour les deux modes précédents.
- Pour l'échappement, dans le cas d'au moins 2 moyens d'échappement (3 et 3'), l'orifice 3 pour les gaz frais peut être faiblement ouvert en début d'échappement et l'orifice 3' associé à la vanne 4, ouvert normalement oblige alors les gaz brûlés à se diriger vers le moyen de transfert 5. Cette stratégie permet d'envoyer une plus grande quantité de gaz brûlés dans le moyen de transfert 5 et donc dans l'autre cylindre en phase d'admission. Par faiblement ouvert, on doit comprendre que l'on agit sur la hauteur de la levée de soupape, ou sur la durée de la levée, ou sur les deux. Dans ce cas, le vannage 6 n'est pas nécessaire. L'ouverture de l'orifice 3' peut aussi commencer et/ou se faire pendant la fin du temps de détente afin de récupérer des gaz brûlés très chauds et sous pression. Cela peut servir aussi à chauffer rapidement le catalyseur 10 lors du démarrage à froid.
- Pour l'admission, dans le cas d'au moins 2 moyens d'admission , l'orifice 2 peut être ouvert en début de phase d'admission et rapidement refermé. L'orifice 2' est alors ouvert en fin de phase d'admission, en limitant le croisement entre les soupapes 2 et 2' afin de limiter le mélange des gaz brûlés avec les gaz frais. Cette configuration permet, avec une stratégie adéquate de gestion des soupapes d'échappement, d'augmenter la pression dans le cylindre en forçant l'entrée de gaz brûlés après l'entrée de la charge de gaz frais. L'entrée des gaz brûlés peut aussi se terminer pendant le début du temps de compression pour augmenter la quantité de gaz brûlés (si la pression disponible dans le moyen de transfert le permet).
- Une autre possibilité est de faire d'abord entrer dans le cylindre les gaz brûlés par l'orifice 2', et ensuite de faire entrer la charge par l'orifice 2, avec un croisement de soupape limité afin de limiter le mélange des gaz brûlés et des gaz frais. On ne sortira pas du cadre de la présente invention si les gaz frais sont comprimés, par exemple par un compresseur.
Claims (15)
- Procédé de contrôle de la combustion par auto-allumage d'un moteur 4 temps comprenant plusieurs cylindres (1) ayant chacun au moins un moyen d'admission (2) comprenant un conduit d'admission et au moins un moyen d'échappement (3) comprenant un conduit d'échappement, caractérisé en ce que, pendant le fonctionnement à charge partielle dudit moteur, on prélève une quantité de gaz d'échappement depuis le conduit d'échappement d'un cylindre, et on transfère une quantité de gaz brûlés vers le conduit d'admission d'au moins un autre cylindre.
- Procédé selon la revendication 1, dans lequel on isole thermiquement et/ou on réchauffe les gaz d'échappement transférés.
- Procédé selon la revendication 2, dans lequel on réchauffe les gaz par catalyse dans les conduits de transfert.
- Procédé selon l'une quelconque des revendications précédentes, dans lequel on régule le débit de gaz transféré.
- Procédé selon l'une quelconque des revendications précédentes, dans lequel on utilise un conduit commun (5) pour le transfert des gaz d'échappement.
- Procédé selon l'une des revendications précédentes, dans lequel, à pleine et forte charges, on ne prélève pas, ni ne transfère, de gaz d'échappement.
- Procédé selon l'une quelconque des revendications 1 à 4, dans lequel on utilise pour le transfert des gaz d'échappement, un ensemble de conduits reliant les conduits spécifiques d'échappement aux conduits spécifiques d'admission deux à deux.
- Moteur à combustion interne à 4 temps fonctionnant en auto-allumage contrôlé et comprenant plusieurs cylindres (1) ayant chacun au moins un moyen d'admission (2) comprenant un conduit d'admission et au moins un moyen d'échappement (3) comprenant un conduit d'échappement, caractérisé en ce que chaque cylindre (1) comprend des moyens de transfert (5) des gaz d'échappement depuis ledit conduit d'échappement d'un cylindre vers un conduit d'admission d'au moins un autre cylindre.
- Moteur à combustion interne selon la revendication 8, dans lequel les moyens de transfert comprennent en outre un moyen d'isolation thermique (8) et/ou de chauffage (8') desdits gaz transférés.
- Moteur à combustion interne selon l'une quelconque des revendications 8 ou 9, dans lequel ledit moyen d'échappement (3) comprend un moyen de contrôle (4) de la communication entre le conduit d'échappement et le conduit (5) des moyens de transfert.
- Moteur à combustion interne selon la revendication 10, dans lequel ledit moyen d'admission (2) comprend un moyen de contrôle (7) de la communication entre le conduit d'admission et le conduit des moyens de transfert (5).
- Moteur à combustion interne selon l'une quelconque des revendications 8 à 11, dans lequel ledit moyen de transfert comprend un conduit commun (5) qui communique avec les conduits d'admission et d'échappement de chacun des cylindres.
- Moteur à combustion interne selon l'une quelconque des revendications 8 à 12, dans lequel lesdits moyens de transfert comprennent des moyens de catalyse (10).
- Moteur à combustion interne selon l'une quelconque des revendications 8 à 11, dans lequel lesdits moyens de transfert comprennent un ensemble de conduits reliant les vannes spécifiques d'échappement aux vannes spécifiques d'admission deux à deux.
- Moteur à combustion interne selon l'une des revendications 8 à 14, dans lequel il ne comporte qu'un orifice d'échappement.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9914022A FR2800126B1 (fr) | 1999-10-26 | 1999-10-26 | Procede de combustion par auto-allumage controle et moteur a quatre temps associe avec conduits de transfert entre conduit d'echappement et conduit d'admission |
FR9914022 | 1999-10-26 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1096118A1 true EP1096118A1 (fr) | 2001-05-02 |
EP1096118B1 EP1096118B1 (fr) | 2005-01-26 |
Family
ID=9551871
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00402828A Expired - Lifetime EP1096118B1 (fr) | 1999-10-26 | 2000-10-13 | Procédé de combustion par autoallumage contrôlé et moteur à quatre temps associe avec conduits de transfert entre conduit d'échappement et conduit d'admission |
Country Status (6)
Country | Link |
---|---|
US (1) | US6431128B1 (fr) |
EP (1) | EP1096118B1 (fr) |
JP (1) | JP2001159376A (fr) |
AT (1) | ATE288027T1 (fr) |
DE (1) | DE60017670T2 (fr) |
FR (1) | FR2800126B1 (fr) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2002079622A1 (fr) * | 2001-03-29 | 2002-10-10 | Robert Bosch Gmbh | Procede d'utilisation d'un moteur a combustion interne a allumage automatique |
EP1363014A3 (fr) * | 2002-05-17 | 2004-11-17 | AVL List GmbH | Méthode d'opération d'un moteur à combustion interne |
EP1723334A1 (fr) * | 2004-02-23 | 2006-11-22 | Shuttleworth Axial Motor Company Limited | Systeme de recirculation pour moteur |
EP1484491A3 (fr) * | 2003-06-06 | 2007-06-06 | Mazda Motor Corporation | Dispositif de commande pour moteur à allumage commandé |
DE102010033004A1 (de) * | 2010-07-31 | 2012-02-02 | Daimler Ag | Verfahren zum Betrieb einer Brennkraftmaschine |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7028648B2 (en) * | 2001-04-09 | 2006-04-18 | Daihatsu Motor Co., Ltd. | Multiple cylinder internal combustion engine |
US7182050B2 (en) * | 2002-01-31 | 2007-02-27 | Mazda Motor Corporation | Control device for spark-ignition engine |
JP3956783B2 (ja) * | 2002-07-02 | 2007-08-08 | マツダ株式会社 | 火花点火式エンジンの制御装置 |
JP3846393B2 (ja) * | 2002-09-30 | 2006-11-15 | マツダ株式会社 | 火花点火式エンジンの制御装置 |
US20050228553A1 (en) * | 2004-03-30 | 2005-10-13 | Williams International Co., L.L.C. | Hybrid Electric Vehicle Energy Management System |
EP1630386A1 (fr) * | 2004-08-23 | 2006-03-01 | Ford Global Technologies, LLC, A subsidary of Ford Motor Company | Méthode de fonctionnement d'un moteur à combustion interne hybride pouvant fonctionner à la fois en mode HCCI ou SI, et moteur à combustion interne pour mettre en oeuvre ce procédé |
FR2900203B1 (fr) * | 2006-04-21 | 2010-09-17 | Peugeot Citroen Automobiles Sa | Dispositif de repartition des gaz d'entree dans un systeme d'alimentation en air d'un moteur a combustion interne |
US20080087257A1 (en) * | 2006-04-24 | 2008-04-17 | Robinson Barnett J | Internal combustion engine with shared holding tank in cylinder head for elevated expansion ratio |
EP2065586A1 (fr) * | 2007-11-29 | 2009-06-03 | Perkins Engines Company Limited | Respiration améliorée pour moteur à combustion interne |
JP2010065610A (ja) * | 2008-09-10 | 2010-03-25 | Mitsubishi Heavy Ind Ltd | Egr装置付きエンジンの給気装置およびそれを備えたエンジン |
DE102008058612B4 (de) * | 2008-11-22 | 2017-05-24 | Man Diesel & Turbo, Filial Af Man Diesel & Turbo Se, Tyskland | Verbrennungsmotor sowie Auslassventilgehäuse und Rezirkulationsgassammelbehälter hierfür |
KR20100064889A (ko) * | 2008-12-05 | 2010-06-15 | 현대자동차주식회사 | 실린더헤드 일체형 배기순환장치를 갖는 egr시스템 |
DE102010009287A1 (de) * | 2010-02-25 | 2011-08-25 | MAN Truck & Bus AG, 80995 | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine, insbesondere einer Brennkraftmaschine eines Kraftfahrzeuges |
KR101394047B1 (ko) | 2012-12-06 | 2014-05-12 | 현대자동차 주식회사 | 가변 사이클 엔진 |
WO2018113930A1 (fr) * | 2016-12-20 | 2018-06-28 | Volvo Truck Corporation | Procédé de commande d'un moteur à combustion interne |
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GB190926606A (en) * | 1909-11-16 | 1910-06-16 | Allen Otis Haney | Process for Causing Self-ignition in Explosion Engines. |
US4276865A (en) * | 1978-06-22 | 1981-07-07 | Nissan Motor Company, Limited | Diesel engine having a subchamber |
WO1993016276A1 (fr) | 1992-02-07 | 1993-08-19 | Ford Motor Company Limited | Procede de commande pour un moteur a combustion interne de vehicule |
FR2738594A1 (fr) | 1995-09-08 | 1997-03-14 | Inst Francais Du Petrole | Procede d'introduction et de dosage d'au moins un additif dans la chambre de combustion d'un moteur et applications associees |
FR2760487A1 (fr) | 1997-03-07 | 1998-09-11 | Inst Francais Du Petrole | Procede de controle de l'auto-allumage dans un moteur 4 temps |
FR2768180A1 (fr) | 1997-09-09 | 1999-03-12 | Inst Francais Du Petrole | Procede de fonctionnement d'un moteur 4 temps, en auto-allumage controle |
WO1999034108A1 (fr) * | 1997-12-17 | 1999-07-08 | Scania Cv Aktiebolag (Publ) | Systeme de recirculation des gaz d'echappement dans un moteur a combustion comprenant au moins deux cylindres |
DE19810935A1 (de) * | 1998-03-13 | 1999-09-16 | Daimler Chrysler Ag | Verfahren zum Betrieb einer im Viertakt arbeitenden Hubkolben-Brennkraftmaschine |
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-
1999
- 1999-10-26 FR FR9914022A patent/FR2800126B1/fr not_active Expired - Fee Related
-
2000
- 2000-10-13 EP EP00402828A patent/EP1096118B1/fr not_active Expired - Lifetime
- 2000-10-13 DE DE60017670T patent/DE60017670T2/de not_active Expired - Fee Related
- 2000-10-13 AT AT00402828T patent/ATE288027T1/de not_active IP Right Cessation
- 2000-10-26 US US09/695,990 patent/US6431128B1/en not_active Expired - Fee Related
- 2000-10-26 JP JP2000326854A patent/JP2001159376A/ja active Pending
Patent Citations (8)
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GB190926606A (en) * | 1909-11-16 | 1910-06-16 | Allen Otis Haney | Process for Causing Self-ignition in Explosion Engines. |
US4276865A (en) * | 1978-06-22 | 1981-07-07 | Nissan Motor Company, Limited | Diesel engine having a subchamber |
WO1993016276A1 (fr) | 1992-02-07 | 1993-08-19 | Ford Motor Company Limited | Procede de commande pour un moteur a combustion interne de vehicule |
FR2738594A1 (fr) | 1995-09-08 | 1997-03-14 | Inst Francais Du Petrole | Procede d'introduction et de dosage d'au moins un additif dans la chambre de combustion d'un moteur et applications associees |
FR2760487A1 (fr) | 1997-03-07 | 1998-09-11 | Inst Francais Du Petrole | Procede de controle de l'auto-allumage dans un moteur 4 temps |
FR2768180A1 (fr) | 1997-09-09 | 1999-03-12 | Inst Francais Du Petrole | Procede de fonctionnement d'un moteur 4 temps, en auto-allumage controle |
WO1999034108A1 (fr) * | 1997-12-17 | 1999-07-08 | Scania Cv Aktiebolag (Publ) | Systeme de recirculation des gaz d'echappement dans un moteur a combustion comprenant au moins deux cylindres |
DE19810935A1 (de) * | 1998-03-13 | 1999-09-16 | Daimler Chrysler Ag | Verfahren zum Betrieb einer im Viertakt arbeitenden Hubkolben-Brennkraftmaschine |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2002079622A1 (fr) * | 2001-03-29 | 2002-10-10 | Robert Bosch Gmbh | Procede d'utilisation d'un moteur a combustion interne a allumage automatique |
EP1363014A3 (fr) * | 2002-05-17 | 2004-11-17 | AVL List GmbH | Méthode d'opération d'un moteur à combustion interne |
EP1484491A3 (fr) * | 2003-06-06 | 2007-06-06 | Mazda Motor Corporation | Dispositif de commande pour moteur à allumage commandé |
EP1723334A1 (fr) * | 2004-02-23 | 2006-11-22 | Shuttleworth Axial Motor Company Limited | Systeme de recirculation pour moteur |
EP1723334A4 (fr) * | 2004-02-23 | 2011-06-08 | Shuttleworth Axial Motor Company Ltd | Systeme de recirculation pour moteur |
DE102010033004A1 (de) * | 2010-07-31 | 2012-02-02 | Daimler Ag | Verfahren zum Betrieb einer Brennkraftmaschine |
Also Published As
Publication number | Publication date |
---|---|
FR2800126B1 (fr) | 2001-11-30 |
FR2800126A1 (fr) | 2001-04-27 |
DE60017670T2 (de) | 2005-06-30 |
DE60017670D1 (de) | 2005-03-03 |
ATE288027T1 (de) | 2005-02-15 |
EP1096118B1 (fr) | 2005-01-26 |
US6431128B1 (en) | 2002-08-13 |
JP2001159376A (ja) | 2001-06-12 |
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