EP1669576A1 - Procédé de contrôle de l'arrêt d'un moteur à combustion interne - Google Patents

Procédé de contrôle de l'arrêt d'un moteur à combustion interne Download PDF

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Publication number
EP1669576A1
EP1669576A1 EP04106259A EP04106259A EP1669576A1 EP 1669576 A1 EP1669576 A1 EP 1669576A1 EP 04106259 A EP04106259 A EP 04106259A EP 04106259 A EP04106259 A EP 04106259A EP 1669576 A1 EP1669576 A1 EP 1669576A1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
combustion engine
internal combustion
torque
controlled
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Withdrawn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
EP04106259A
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German (de)
English (en)
Inventor
Klemens Grieser
Ulrich Kramer
Patrick Joseph Phlips
Bernd Steiner
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP04106259A priority Critical patent/EP1669576A1/fr
Priority to US11/164,047 priority patent/US7191756B2/en
Priority to JP2005330119A priority patent/JP2006144792A/ja
Publication of EP1669576A1 publication Critical patent/EP1669576A1/fr
Withdrawn legal-status Critical Current

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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/104—Control of the starter motor torque

Definitions

  • the invention relates to a method for the controlled shutdown of an internal combustion engine with n cylinders and n connecting rods, which are pivotally connected at one end to a piston and hinged to the coupling of the piston and crankshaft with its other end to the crankshaft at a Kurbelwellenkröpfung wherein the n cylinders are mitbe regarding of a cylinder block and a cylinder head.
  • One concept for improving the fuel consumption of a vehicle is, for example, to switch off the internal combustion engine - instead of continuing to run it in the leelauf - when there is no momentary power requirement. In practice, this means that at least when the vehicle is stationary, the internal combustion engine is turned off.
  • One application is the stop-and-go traffic, as it sets, for example, in traffic jams on highways and highways. In inner-city traffic, stop-and-go traffic is no longer the exception, but the rule, as a result of the existing and non-coordinated traffic lights. Other applications provide limited level crossings and the like.
  • markers arranged on the crankshaft provide signals about the crank angle position to sensors connected to the engine control unit for controlling ignition and injection timing. But to generate these signals, it is first necessary to put the crankshaft in rotation. Immediately at the beginning of the restart and the start in general, there is uncertainty about the correct injection and ignition timing, so that a run-in phase for the synchronization of the crank angle position on the one hand and the engine operating parameters on the other hand is required.
  • devices for starting or restarting the internal combustion engine must be provided, for example, a conventional starter or a similar device which is adapted to forcibly set the crankshaft in rotation, such as an electric motor.
  • German patent application DE 42 30 616 proposes, for example, to store the angular position of the crankshaft, which is registered at shutdown, and to use for the restart, so that the appropriate ignition timing and injection times are immediately available.
  • this approach has not proven in practice, since the stored information about the position of the crankshaft are too inaccurate.
  • the controlled Stopping consists in deliberately approaching certain crank angle positions - so-called preferred positions - when switching off the internal combustion engine.
  • the end position of the crankshaft is no longer left to chance and more or less accurately registered, but it will be specifically brought about for the restart advantageous crank angle positions.
  • crankshaft must be in a specific position or in a specific crank angle range. In this respect, especially for internal combustion engines with direct injection method for controlled parking targets.
  • WO 01/48373 teaches the use of a method in which, after switching off, i. after completion of the regular operation of the internal combustion engine, an adjusting device is activated and controlled, with which the crankshaft and / or the camshaft is moved into a predefinable advantageous angular position. Both active and passive adjustment devices can be used.
  • an active adjusting device can serve an electric motor which transmits a torque to the crankshaft and this rotates after switching off the internal combustion engine in the desired position, which is then maintained until the restart of the internal combustion engine.
  • active adjusting devices which means for activating the injection and ignition of the internal combustion engine after completion of their regular operation exhibit. These means are used to selectively initiate combustion processes in the cylinders, with which a certain torque is transmitted to the crankshaft, so that a predetermined advantageous crank angle position can be approached.
  • Passive adjusting devices but can also be used according to WO 01/48373, said passive adjusting after the normal operation of the internal combustion engine exploit the still existing in the wake of the crankshaft rotary motion and influence in the way that the crankshaft in the predetermined advantageous crankshaft position to a standstill comes.
  • a passive adjustment means include a gas exchange valve control, which transmits a suitable braking brake torque to the engine or crankshaft, so that the delay of the shaft and thus its end position is controllable.
  • the adjustment devices disclosed in WO 01/48373 have various disadvantages.
  • the active adjusting either make additional components - such as possibly not yet existing electric motors - required for applying a Verstellcardmomentes, or they work as in the initiation targeted combustion processes for starting the predetermined crank angle position by means of an additional fuel injection and ignition.
  • additional components - such as possibly not yet existing electric motors - required for applying a Verstellcardmomentes
  • they work as in the initiation targeted combustion processes for starting the predetermined crank angle position by means of an additional fuel injection and ignition.
  • Especially the latter method which requires the use of fuel, is in sharp contrast to the fundamental goal of switching off the internal combustion engine, namely to save fuel by switching off the engine and thus to optimize the fuel consumption of a vehicle.
  • a method for the outlet control of an internal combustion engine in which the gas exchange valves of the internal combustion engine are used specifically for controlling the preferred positions, is described in WO 01/44636 A2.
  • suitable control ie by suitable opening and closing of the gas exchange valves is thereby influenced on the combustion chamber pressure and so that on the force exerted by the gas forces on the piston and the connecting rod to the crankshaft torque.
  • this method requires an internal combustion engine which has an at least partially variable valve control.
  • a complex and therefore complex control is required.
  • the torque exerted by the gas forces on the piston and the connecting rod on the crankshaft is used, in order to approach the desired end position of the crankshaft after switching off the internal combustion engine.
  • the force exerted by the gas forces on the crankshaft torque is influenced in such a way that the output after switching off the ignition and / or the fuel supply from the internal combustion engine to its standstill energy is consumed controlled by the controllable torque in such a way that the crankshaft is stopped in a predeterminable position.
  • the compression ratio of at least one cylinder is made variable in accordance with the method according to the invention.
  • the gas forces push the piston downwards in the direction of the cylinder tube axis, whereby an accelerated movement is imposed on the piston by the gas forces starting from top dead center (TDC).
  • the piston which tries to avoid the gas forces with its downward movement, must take with him the pivotally connected connecting rod in this downward movement.
  • the piston directs the gas forces acting on it via the piston pin on the connecting rod and tries to accelerate it down.
  • UT bottom dead center
  • BDC bottom dead center
  • the distance traveled by the piston on its way between top dead center (TDC) and bottom dead center (TDC) in the cylinder tube is referred to as piston stroke s.
  • the cylinder volume V Z, OT corresponds to the so-called compression volume V C when the piston is at top dead center (TDC). Consequently, the cylinder volume V Z, UT at the bottom dead center of the piston (UT) results from the sum of the stroke volume V h and the compression volume V C.
  • At least one cylinder is provided with a variable compression ratio E, whereby decreasing the compression ratio E lowers the pressure of the gases in the at least one cylinder and decreases the torque applied by the gases to the crankshaft.
  • Each cylinder or combustion chamber is mitbe founded laterally through the cylinder head and the cylinder block in which a cylinder tube can be formed or arranged, and down through the piston, which is axially movably guided in the cylinder tube.
  • the piston together with the piston rings, seals the combustion chamber against the crankcase.
  • the combustion chamber is limited by the cylinder head and the control elements arranged in the cylinder head, which are usually designed as lift valves.
  • variable compression ratio E is based on the current combustion chamber volume and, consequently, on the pressure in the combustion chamber Gases influenced.
  • a variable compression ratio ⁇ can be realized in different ways, which will be explained in more detail in connection with the preferred embodiments.
  • the at least one cylinder which is provided with a variable compression ratio E, be regarded as a passive adjusting device, with which the torque exerted on the crankshaft is selectively influenced until the crankshaft stops.
  • a passive adjustment offers the advantage that their energy consumption is lower, since it does not initiate a rotational movement of the crankshaft, but only influenced an existing rotational movement of the crankshaft in a suitable manner, in particular delayed.
  • the object underlying the invention is thus achieved, namely to show a method with which targeted - after stopping the engine - an advantageous for the restart of the engine, specifiable end position of the crankshaft can be approached in particular by starting so-called preferred positions, a fuel-saving restart is made possible.
  • Embodiments of the method in which a variable connecting rod with variable connecting rod length I is provided in each of the n cylinders are advantageous.
  • variable compression ratio E is controlled or changed by means of a motor control, since the motor control has, inter alia, knowledge about further useful for controlling the at least one additional control member operating parameters.
  • a model for the outlet movement of an internal combustion engine is described for example in the European patent application with the application number 03101379.0.
  • This model takes into account the actual kinetic energy of the drive train, the friction losses and / or the compression and expansion processes in the cylinders of the internal combustion engine.
  • Such a model can be obtained on the basis of theoretical considerations and implemented in the form of mathematical equations.
  • the model is obtained entirely or at least partially empirically, i. by observing the engine behavior and processing the measured data obtained (eg as a look-up table).
  • the current length of the cylinders or combustion chambers is influenced which, together with the piston area A K , determines the instantaneous combustion chamber volume, as stated above, and thus influence is also exerted on the gases present in the combustion chambers Currently available combustion chamber volume.
  • a variable-height piston makes it possible to change the length of the combustion chamber volume available to the gases.
  • Embodiments of the method in which a variable piston with variable piston height h P is provided in each of the n cylinders are advantageous.
  • all n cylinders have a variable compression ratio ⁇ , which increases the flexibility in starting the desired crankshaft position, as already described above in connection with the variable connecting rod.
  • a Kurbelwellekröpfung usually comprises two crank webs which are spaced from each other on the crankshaft, wherein between the crank webs spaced from the crankshaft, a crankshaft journal for receiving a connecting rod is arranged.
  • a variable Kurbelwellenkröpfung ie a Kurbelwellenkröpfung whose crankshaft journal is provided with a variable distance h Z to the crankshaft longitudinal axis, can be realized for example by means of variable in length crank arms.
  • Embodiments of the method in which all n crankshaft cranks are variably executed are advantageous.
  • all n cylinders have a variable compression ratio ⁇ , which increases the flexibility in starting the desired crankshaft position, as has already been described above in connection with the variable connecting rod and the variable piston.
  • This embodiment of the method is advantageous because starting a preferred position is favorable for a restart.
  • Such a method allows, for example, in internal combustion engines with direct injection starting without starter d. H. to start directly from standstill, for which only fuel injected into the combustion chambers of the stationary internal combustion engine and must be ignited by means of a spark plug.
  • the pressure building up in the combustion chamber during the compression phase retards the rotational motion of the crankshaft, i. like a braking torque.
  • the crankshaft invests work to compress into the gases in the cylinder and releases energy.
  • the discharge movement of the crankshaft is delayed and the discharge process is shortened when the compression ratio E is increased and thus the pressure level is raised.
  • the pressurized gas relaxes in the increasing combustion chamber.
  • Increasing the compression ratio E counteracts the degradation of the gas pressure, thereby increasing the torque applied to the crankshaft, which prolongs the coasting action of the crankshaft.
  • the pressure building up in the combustion chamber during the expansion phase acts on the rotational movement of the crankshaft, drivingly d. H. like a drive torque.
  • the expanding gases drive the crankshaft and thereby deliver energy to the crankshaft, i. E. the crankshaft absorbs energy.
  • Embodiments of the method in which the compression ratio E is reduced in the compression phase are advantageous in order to reduce the gas pressure prevailing in the cylinder.
  • the pressurized gas relaxes in the increasing combustion chamber. Reducing the compression ratio E promotes the reduction of the gas pressure, thereby reducing the torque applied to the crankshaft serving as the drive torque, which shortens the coasting operation of the crankshaft.
  • Embodiments of the method are advantageous in which the compression ratio E is increased in the intake phase in order to increase the gas pressure prevailing in the cylinder, whereby the torque transmitted by the gases to the crankshaft is increased.
  • the torque exerted on the crankshaft can be considered as a braking torque.
  • This braking torque is now deliberately reduced, both in the compression phase and in the expansion phase, in order to extend the outflow of the crankshaft and to influence the crankshaft position.
  • Figure 1 shows schematically a crank mechanism 1 of a first embodiment of an internal combustion engine, which is operated according to the proposed method for controlled parking.
  • the crank mechanism 1 comprises a piston 3, which forms with its piston head 9 a part of the combustion chamber inner wall and is guided axially in a cylinder tube 8, wherein the cylinder tube 8, the combustion chamber 2 laterally mitbe abstraction.
  • the piston 3 seals together with the piston rings 11 from the combustion chamber 2 against the crankcase 12, so that no combustion gases pass into the crankcase 12 and no oil enters the combustion chamber 2.
  • the piston 3 is articulated by means of a piston pin 10 with a connecting rod 4, wherein the connecting rod 4 is hinged at its other end to a crankshaft journal 15 of the crankshaft 13 ,
  • the gas forces with which the piston 3 is acted upon, are transmitted in this way via the piston pin 10 to the connecting rod 4 and from there to the crankshaft 13.
  • the torque exerted by the gas forces on the piston 3 and the connecting rod 4 on the crankshaft 13 is used to approach a predeterminable position of the crankshaft 13 after switching off the internal combustion engine.
  • the connecting rod 4 is provided with a variable connecting rod length I for realizing a variable compression ratio E.
  • the connecting rod length I is the distance between the small and large connecting rod along an imaginary line, the two connecting rods. connects the two ends of the connecting rod 4 with each other.
  • the small connecting rod eye serves to receive the piston pin 10, while the large connecting rod eye serves to receive the crankshaft bearing journal 15.
  • the connecting rod 4 comprises an upper connecting rod 5, which is pivotally connected to the piston 3, and a lower connecting rod 6 which is articulated to the crankshaft 13, wherein the upper connecting rod 5 and the lower connecting rod 6 are also hingedly connected to each other to be pivoted against each other in this way.
  • the connecting rod length I is changed by pivoting the upper and the lower connecting rod 5,6 against each other, ie by a more or less strong buckling of the two-piece connecting rod 4.
  • the setting of the compression ratio E takes place by means of a Anlenkstange 7 which is pivotally connected to the upper connecting rod 5 and is rotatably received on a mounted in the motor housing eccentric shaft.
  • the pressure of the gases in the combustion chamber 2 is influenced as a result of the change in the compression ratio E, so that the force exerted on the crankshaft 13 by the gases in the combustion chamber 2 is affected, this being Torque is controlled in such a way that the output after switching off the ignition and / or the fuel supply from the internal combustion engine to its standstill energy is consumed controlled by the controllable torque in such a way that the crankshaft 13 is stopped in a predeterminable position.
EP04106259A 2004-11-16 2004-12-03 Procédé de contrôle de l'arrêt d'un moteur à combustion interne Withdrawn EP1669576A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP04106259A EP1669576A1 (fr) 2004-12-03 2004-12-03 Procédé de contrôle de l'arrêt d'un moteur à combustion interne
US11/164,047 US7191756B2 (en) 2004-11-16 2005-11-08 System and method for controling crankshaft position during engine shutdown using cylinder pressure
JP2005330119A JP2006144792A (ja) 2004-11-16 2005-11-15 内燃機関の停止動作中にシリンダー圧力を用いて、クランクシャフト位置を制御するシステム及び方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04106259A EP1669576A1 (fr) 2004-12-03 2004-12-03 Procédé de contrôle de l'arrêt d'un moteur à combustion interne

Publications (1)

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EP1669576A1 true EP1669576A1 (fr) 2006-06-14

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EP04106259A Withdrawn EP1669576A1 (fr) 2004-11-16 2004-12-03 Procédé de contrôle de l'arrêt d'un moteur à combustion interne

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020181310A1 (fr) * 2019-03-08 2020-09-17 Avl List Gmbh Système et procédé permettant de régler une longueur effective d'une bielle réglable en longueur

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4227699A1 (de) * 1992-08-21 1994-02-24 Daimler Benz Ag Einrichtung zur variablen Einstellung des Verdichtungsverhältnisses für gemischverdichtende Brennkraftmaschinen
EP1074713A1 (fr) * 1999-08-06 2001-02-07 Renault Procédé de commande d'un moteur à combustion en vue de faciliter le démarrage du moteur aprés un arrêt
DE10151505A1 (de) * 2000-10-18 2002-07-18 Ford Global Tech Dearborn Zyklusbetriebener Pleuelstangen-Verriegelungsmechanismus für einen Motor mit variablem Verdichtungsverhältnis
EP1403488A1 (fr) * 2001-06-15 2004-03-31 Honda Giken Kogyo Kabushiki Kaisha Variateur de rapport de compression de moteur a combustion interne
EP1439295A2 (fr) * 2003-01-17 2004-07-21 Siemens Aktiengesellschaft Procédé de contrôle de l'arrêt d'un moteur à combustion interne
US20040144342A1 (en) * 2002-12-17 2004-07-29 Udo Sieber Method of and device for operating a multi-cylinder combustion engine with variable compression ratio
EP1471233A2 (fr) * 2003-04-22 2004-10-27 Toyota Jidosha Kabushiki Kaisha Dispositiv et procede pour la variation du rapport de compression dans un moteur à combustion interne

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4227699A1 (de) * 1992-08-21 1994-02-24 Daimler Benz Ag Einrichtung zur variablen Einstellung des Verdichtungsverhältnisses für gemischverdichtende Brennkraftmaschinen
EP1074713A1 (fr) * 1999-08-06 2001-02-07 Renault Procédé de commande d'un moteur à combustion en vue de faciliter le démarrage du moteur aprés un arrêt
DE10151505A1 (de) * 2000-10-18 2002-07-18 Ford Global Tech Dearborn Zyklusbetriebener Pleuelstangen-Verriegelungsmechanismus für einen Motor mit variablem Verdichtungsverhältnis
EP1403488A1 (fr) * 2001-06-15 2004-03-31 Honda Giken Kogyo Kabushiki Kaisha Variateur de rapport de compression de moteur a combustion interne
US20040144342A1 (en) * 2002-12-17 2004-07-29 Udo Sieber Method of and device for operating a multi-cylinder combustion engine with variable compression ratio
EP1439295A2 (fr) * 2003-01-17 2004-07-21 Siemens Aktiengesellschaft Procédé de contrôle de l'arrêt d'un moteur à combustion interne
EP1471233A2 (fr) * 2003-04-22 2004-10-27 Toyota Jidosha Kabushiki Kaisha Dispositiv et procede pour la variation du rapport de compression dans un moteur à combustion interne

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020181310A1 (fr) * 2019-03-08 2020-09-17 Avl List Gmbh Système et procédé permettant de régler une longueur effective d'une bielle réglable en longueur

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