EP1682754A1 - Moteur a combustion interne polycylindrique, et procede pour faire fonctionner un moteur a combustion interne polycylindrique - Google Patents

Moteur a combustion interne polycylindrique, et procede pour faire fonctionner un moteur a combustion interne polycylindrique

Info

Publication number
EP1682754A1
EP1682754A1 EP04740846A EP04740846A EP1682754A1 EP 1682754 A1 EP1682754 A1 EP 1682754A1 EP 04740846 A EP04740846 A EP 04740846A EP 04740846 A EP04740846 A EP 04740846A EP 1682754 A1 EP1682754 A1 EP 1682754A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
exhaust gas
combustion engine
cylinder
additional
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
Application number
EP04740846A
Other languages
German (de)
English (en)
Other versions
EP1682754B1 (fr
Inventor
Markus Kemmner
Thomas Koch
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1682754A1 publication Critical patent/EP1682754A1/fr
Application granted granted Critical
Publication of EP1682754B1 publication Critical patent/EP1682754B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift

Definitions

  • the invention relates to a multi-cylinder internal combustion engine with the features of the preamble of claim 1 and on the other hand a method for operating a multi-cylinder internal combustion engine with the features of claim 12.
  • the object of the invention is in contrast to provide an internal combustion engine and a method for operating an internal combustion engine, with which, if necessary, an effective and efficient support a regeneration of the Internal combustion engine associated exhaust purification unit is enabled.
  • At least one of the cylinders of the internal combustion engine according to the invention in addition to the regular, the gas exchange serving inlet and exhaust valves on an additional outlet valve, through which in the open state, a fluid connection between the combustion chamber and the exhaust pipe is made.
  • an exhaust gas purification unit is arranged in the exhaust pipe associated with the cylinders of the internal combustion engine. In connection with a regeneration operation for the regeneration of the exhaust gas purification unit, the exhaust gas composition and / or exhaust gas temperature, which modifies the regeneration of the exhaust gas purification unit, can be adjusted by actuating the additional exhaust valve of at least one cylinder.
  • a waste gas purification unit is preferably a particulate filter and / or a catalyst such as a nitrogen oxide storage catalyst is provided.
  • further exhaust gas purification serving components may be arranged in the exhaust pipe.
  • Fuel injection timing or an addition of fuel or secondary air in the exhaust line upstream of the corresponding exhaust gas cleaning unit are usually associated with high equipment cost or have other disadvantages.
  • the adjustment of the above-mentioned exhaust gas properties causing the regeneration takes place by an actuation, i. by at least temporarily opening the additional exhaust valve of at least one cylinder of the internal combustion engine. Since a connection between the combustion chamber and the exhaust pipe is established by the open additional exhaust valve, it is possible to influence the exhaust conditions in the above sense via the respective conditions in the combustion chamber of the cylinder and a regeneration
  • Support exhaust purification unit This applies both to a shift operation with power consumption and for a train operation with power output of the internal combustion engine.
  • the additional equipment and application cost is low.
  • the efficiency deterioration of the internal combustion engine can be kept low when operating the sansauslassventils, so that only a low fuel consumption results.
  • the internal combustion engine according to the invention may have only a single cylinder with a manifestauslassventil. However, several cylinders, in particular all cylinders of the internal combustion engine, typically have an additional valve.
  • At least one cylinder with actuation of the beautusventils with a relation to the operation without actuation of the beautlassventils reduced fuel supply is operable.
  • At a certain operating point in particular at an operating point in which a regeneration of the exhaust gas cleaning unit is provided, at least one cylinder is thus at the same time the operation of the beautlassventils as well as an operation with a reduced fuel supply to the normally provided at this operating point fuel supply allows.
  • an injection system is preferably provided, which enables a cylinder-selective control. It can be a common-rail system, a system according to the pump-nozzle principle or another system with preferably individually controllable injectors.
  • the reduction of the fuel supply also includes their complete shutdown.
  • the exhaust gas temperature and / or the exhaust gas composition can be influenced particularly accurately and sensitively.
  • the additional outlet valve in at least one cylinder with additional exhaust valve, the additional outlet valve clocked such operable that the Additional outlet valve is opened in a variety of working cycles each in the region of top dead center in the compression stroke and otherwise closed.
  • it is preferably provided to decouple the drive of the additional exhaust valve from the drive for the regular gas exchange valves of the internal combustion engine.
  • a separate electromagnetic drive for the additional valves is advantageous.
  • the additional valves are to be opened approximately in the range of 90 ° crank angle before top dead center to 90 ° after top dead center. With an opening of a soirauslassventils before the top dead center, a transfer of unburned fuel is made possible in the exhaust system. From an opening after top dead center results predominantly an exhaust gas temperature increase.
  • a cylinder group formed from at least two preferably adjacent cylinders with additional exhaust valve is provided.
  • the cylinder group is preferably selected so that torque or synchronous fluctuations are minimized upon actuation of the additional exhaust valves.
  • an auxiliary exhaust valve may be provided only in the first and second cylinders.
  • additional exhaust valves only in the cylinders of a cylinder bank in an engine designed as a V-engine.
  • At least two preferably adjacent cylinders with additional outlet valve actuation of the Additional outlet valve provided. It is advantageous, for example, in an internal combustion engine having a plurality of cylinders with additional exhaust valve in connection with a regeneration operation at two adjacent cylinders to operate the soirauslassventile in temporal change. As a result, in particular the thermal load of the respective cylinder is kept small. If all cylinders of a six-cylinder internal combustion engine are provided with an additional exhaust valve, for example, the additional exhaust valve can be actuated alternately in cylinders 1 and 2, cylinders 3 and 4 and cylinders 5 and 6.
  • At least two cylinders are provided with additional exhaust valve and the number of cylinders with actuation of the additional exhaust valve is variable, in particular adjustable in dependence on the exhaust gas temperature.
  • This embodiment is particularly advantageous when all the cylinders of the internal combustion engine have an additional outlet valve.
  • the additional outlet valves may preferably be actuated synchronously or in phase with respect to the piston position of the respective cylinder in the case of two or more adjacent cylinders. In this way, in particular the heat input into the exhaust gas cleaning unit can be set very precisely and demand-oriented.
  • At least one cylinder with additional exhaust valve allows operation with closed additional exhaust valve and with respect to the normal operation reduced fuel supply. This is in addition to the influence of Exhaust gas temperature and / or exhaust gas composition in the special mode of regeneration of
  • Exhaust gas cleaning unit additionally the power output in normal engine operation influenced. With a fuel supply reduced to zero, an overrun fuel cutoff is possible in overrun mode. It is particularly advantageous that a regeneration of the exhaust gas cleaning unit is enabled or can continue in this operating mode, since one or more further cylinders may likewise provide an additional exhaust valve and these cylinders can be operated with actuated additional exhaust valve. In this way, the heat input is maintained in the exhaust gas purification unit. The cylinders with activated additional exhaust valve can be operated with reduced fuel supply if necessary.
  • Additional exhaust valve at least one cylinder in an operating range of reduced power output of the internal combustion engine adjustable.
  • the heat input into the associated exhaust gas purification unit is low, so that it does not reach its intended temperature or drops below.
  • it is therefore provided to actuate one or more of the additional exhaust valves below a predefinable load point in the partial load range of the internal combustion engine. Above the predefinable load point of the internal combustion engine, the additional valve remains in the traction mode of the internal combustion engine closed. This also ensures that no overheating of the additional valve or exhaust gas leading components occurs.
  • the corresponding load range is associated with a map or a map area, wherein it is preferably provided in the load range with less than 50% rated power to support the regeneration of an exhaust gas purification unit by operating an additional exhaust valve.
  • an influencing of the boost pressure is made possible.
  • it is provided to provide a lowering of the boost pressure in conjunction with the regeneration operation. Due to the increase in exhaust gas temperature when operating an additional exhaust valve, an increased power output of the turbocharger may occur.
  • the lowering of the boost pressure this can be countered.
  • the exhaust gas turbocharger is designed such that its speed can be influenced.
  • the lowering of the boost pressure also allows a direct influence on the exhaust gas temperature and is preferably provided as an additional temperature-increasing measure.
  • an adjustable exhaust gas recirculation valve is preferably provided in the exhaust gas recirculation. This measure makes it possible to effectively influence the exhaust gas temperature and / or the exhaust gas composition via the exhaust gas recirculation amount.
  • the regeneration operation is provided with the vehicle stationary.
  • the driving operation is not disturbed by the regeneration of the exhaust gas cleaning unit.
  • the measure may additionally be provided as an emergency regeneration if an increased need for regeneration, for example in the form of an increased
  • Filter clogging rate is detected.
  • an increased engine speed is set during vehicle standstill. In this way, even when the vehicle is stationary, the conditions required for regeneration of the exhaust gas purification unit can be set.
  • the additional exhaust valve of at least one cylinder is opened at least temporarily.
  • a cylinder provided with an additional exhaust valve it may be provided when the auxiliary exhaust valve is actuated that it is fired or also operated unfired.
  • the internal combustion engine is preferably in traction with positive power output to the drive unit, in the second case, the internal combustion engine is preferably in braking or coasting mode. In both cases, it may be provided to keep the additional outlet valve of one or possibly more cylinders at least temporarily in an open state.
  • At least one cylinder is operated with at least temporarily opened additional exhaust valve and with respect to the normal operation reduced fuel supply.
  • the reduction in the fuel supply also includes their complete shutdown.
  • Normal operation is understood to mean the corresponding engine operating point at which the corresponding additional exhaust valve is not actuated, i. always closed. It is advantageous in principle for all cylinders, regardless of whether they have an additional exhaust valve or not, to provide the optional reduction of fuel flow.
  • the output or consumption of the cylinder and thus the strength of the heat emission into the exhaust gas via the opened additional exhaust valve can be adjusted very effectively by reducing the fuel supply and adapted to the heat demand of the exhaust gas purification unit.
  • very strong reduction of Fuel supply takes place in the cylinder no more combustion, and the cylinder is operated unfused. If the fuel supply is not completely switched off, in this case unburned fuel is introduced into the exhaust gas through the opened additional exhaust valve and thus the exhaust gas is enriched with reducing agents.
  • a reducing regeneration of an exhaust gas cleaning unit can be supported or carried out in the exhaust system by afterburning the unburned fuel heat release.
  • the additional outlet valve of at least one cylinder is kept open in the compression stroke during a multiplicity of working cycles of the cylinder in the area of top dead center and is otherwise kept closed.
  • the corresponding cylinder is operated braked, since previously compressed gases escape from the cylinder without performing expansion work in the exhaust pipe.
  • these gases are very hot and the exhaust gas is heated accordingly. If the fuel supply to the respective cylinder is reduced or turned off, the heat input into the exhaust gas is correspondingly lower.
  • the additional outlet valve of at least one cylinder is kept constantly open during a plurality of working cycles of the cylinder. Also in this mode, the corresponding cylinder is operated braked, although the braking effect and the heat input into the exhaust smaller. However, the control effort is also lower.
  • at least one cylinder of the internal combustion engine in particular a cylinder is operated with additional exhaust valve with reduced fuel supply. In the case of a cylinder with additional outlet valve, this can be temporarily opened or kept closed. The reduction of the fuel supply can also include their complete shutdown. In this way, in particular a fine adjustment of the regeneration conditions can be achieved. Both the exhaust gas temperature and the exhaust gas composition, in particular the oxygen content of the exhaust gas, can be adjusted. At the same time, the power output can be fine-tuned, which avoids torque fluctuations.
  • At least two preferably adjacent cylinders are provided with additional outlet valve whose
  • Additional outlet valves are operated synchronously. By grouping cylinders with each synchronously operated additional outlet valves can be a deterioration of quiet running or minimize, also the control is simplified.
  • the number of cylinders is set with at least temporarily opened additional exhaust valve in dependence on the engine load.
  • the exhaust gas properties can be influenced very effectively.
  • a operated increasing number of cylinders with at least temporarily open Rajauslassventil can be predetermined by map areas.
  • a reduced charge pressure is set in conjunction with the regeneration operation.
  • the exhaust gas temperature can be additionally influenced.
  • the lowering of the boost pressure is preferably carried out by lowering the rotational speed via a blade adjustment or a wastegate position of the corresponding exhaust gas turbocharger.
  • an increased exhaust gas recirculation quantity is set in conjunction with the regeneration mode.
  • This measure is particularly useful for a fine adjustment of the regeneration conditions and is preferably used in conjunction with other measures to influence the exhaust gas temperature and / or the exhaust gas composition.
  • the regeneration operation is performed when the vehicle is stationary. This can be done during an interruption of normal driving or as part of a workshop visit. By means of these measures, for example, excessively long regenerations can be carried out, which are not feasible during normal driving due to changing operating conditions.
  • FIG. 1 schematically shows an internal combustion engine B designed as an in-line engine with six cylinders 1 to 6.
  • the cylinders each have a combustion chamber which is not separately designated, as well as an inlet valve E and outlet valve A which serve for the gas exchange, and also an additional outlet valve Z.
  • all the cylinders 1 to 6 of the internal combustion engine B each have an additional exhaust valve Z and the cylinders 1 to 3 form a first cylinder group 11 and the cylinders 4 to 6 a second cylinder group 12.
  • the cylinders of the cylinder groups 11, 12 are synchronized or operated similarly.
  • the cylinders of the cylinder groups 11, 12 is associated with a common crankshaft 7 for transmitting torque.
  • the cylinders of the internal combustion engine B are designed to be similar, which is why the components assigned to a respective cylinder are provided with reference numerals only in the cylinder 1.
  • the internal combustion engine B is designed here as a working on the diesel principle 4-stroke engine. Accordingly, the cylinders 1 to 6 receive their combustion air via an air intake passage 8 and, in normal operation, discharge the combustion exhaust gases to the environment via an air exhaust passage 9, an exhaust pipe, and an exhaust purification unit (not shown). In the opened state of the additional outlet valve Z, a fluid connection between the combustion chamber of the respective cylinder and the exhaust gas line is present via the additional outlet channel 10. In particular, during an upward movement of the piston therefore exhaust gas from the corresponding combustion chamber enters the exhaust pipe when the auxiliary exhaust valve Z is open. Consequently, the properties of the exhaust gas via the opened cocoauslassventil Z can be influenced.
  • the intake valves E and the exhaust valves A are preferably each mechanically actuated together via a camshaft, while the additional exhaust valves Z each have a separate, preferably electromagnetic control.
  • the additional exhaust valves Z are individually operable so that they can be opened during a cycle clocked for a freely selectable period of time. This time span can account for both a fraction of the duty cycle and a longer time span over a plurality of duty cycles. As a result, a wide variation scope for influencing the exhaust gas properties is achieved.
  • the cylinders 1 to 6 of the internal combustion engine B may each have more than a single inlet valve E and exhaust valve A. It is further understood that the cylinders 1 to 6 of the internal combustion engine B also in the manner of a V-engine or otherwise be grouped together.
  • the cylinder groups can of course each be assigned a separate exhaust gas line, each with an exhaust gas purification unit.
  • the internal combustion engine B is associated with a preferably electronically controllable injection system, each with a fuel injection valve for each of the cylinders 1 to 6.
  • the injection system is designed such that cylinder selective multiple injections are possible with within the technically feasible freely selectable injection quantities and injection times.
  • the internal combustion engine B has an exhaust gas turbocharger and an exhaust gas recirculation device (also not shown here).
  • an electronic engine control for controlling said components and the entire operation of the internal combustion engine B and for detecting the relevant operating variables, an electronic engine control, also not shown, is provided.
  • the additional outlet valve Z of a respective cylinder is actuated or opened, different effects can be achieved.
  • the temperature of the exhaust gases flowing out of the respective cylinder can be increased relative to a normal operation without actuation of the additional exhaust valve Z. This is the case, in particular, when the additional outlet valve Z is opened in the region of top dead center in the compression stroke.
  • an exhaust gas can be supplied, which unburned Contains ingredients. This can be achieved, for example, by opening the additional outlet valve Z in the compression stroke or before termination of the regular combustion in the respective cylinder.
  • These can be oxidized at an exhaust gas purification unit associated oxidation catalyst with heat release, which also increases the temperature of the exhaust gas purification unit supplied exhaust gas.
  • a designed as a particulate filter exhaust gas purification unit whose temperature can be raised in this way and so the regeneration are supported by Rußabbrand.
  • it is also possible to regenerate or operate further and / or other exhaust gas purification units such as, for example, a Denox catalyst.
  • Oxidation catalyst in the exhaust line in the context of a regeneration process can also be achieved by a late fuel injection is made at one or more cylinders. Preferably, this is done with an injection start at about 15 ° to 25 ° crank angle after top dead center.
  • a late fuel injection is made at one or more cylinders. Preferably, this is done with an injection start at about 15 ° to 25 ° crank angle after top dead center.
  • the nacheingespritzte fuel is rather introduced as fuel vapor and therefore particularly homogeneous processed in the exhaust system.
  • the respective additional outlet valve Z is thermally only slightly loaded in this case.
  • Regeneration was found in the form of a thermal Rußabbrands for a particulate filter. This is preferably done by evaluating the signals not shown in more detail by the electronic engine control. This determines the current operating state and in particular the current temperature of the exhaust gas and the particulate filter via suitable sensors and initiated in response to these values, the measures to be taken. If, for example, by evaluating characteristic map data, it is ascertained that only a comparatively small increase in the exhaust gas or particulate filter temperature to a value required for soot burnup is necessary, then the engine control system preferably sets the following operating mode of the internal combustion engine.
  • the fuel supply to the cylinders 1 to 3 of the first Cylinder group 11 is or remains off and the beautlassventile Z of the cylinders 1 to 3 are fully opened as shown in the figure.
  • these cylinders are braked, but operated unfused due to the lack of fuel.
  • the intake valves E and the exhaust valves A are driven unchanged via the camshaft and operated normally. If necessary, adjustment of the torque to be set according to the current driving situation is made by adjusting the fuel supply amount to the cylinders 4 to 6 of the second cylinder group 12. These are still operated as before fired with constantly closed contourauslassventil Z.
  • the opening width of the additional outlet valves Z is adjustable. By adjusting the opening width as a function of the exhaust gas or particulate filter temperature, the heat input through the opened additional exhaust valves Z can be effectively adjusted in the particulate filter.
  • a first preferred measure is to supply the cylinders 1 to 3 of the first cylinder group 11 with a small, compared to the normal operation reduced fuel quantity. This can be chosen so that no ignition takes place in the combustion chambers of these cylinders. Therefore unburned fuel enters the exhaust pipe, which is catalytically oxidized on an oxidation catalyst upstream of the particle filter. This catalytically assisted afterburning increases the exhaust gas temperature and thus the heat input into the particulate filter.
  • the timing is preferably such that the toastauslassventile Z are opened only about in the range of 90 ° before top dead center in the compression stroke to about 90 ° after top dead center.
  • the opening is in the range 30 ° before top dead center to about 90 ° after top dead center and more preferably in the range in the range 30 ° before top dead center to about 60 ° after top dead center. The corresponding cylinders are thus fired, but operated braked.
  • Said measures and operating variants of an internal combustion engine B with actuation of a soirauslassventils Z of a cylinder 1 to 6 prove to be particularly advantageous in the partial load range, since the exhaust gas without additional measures has a comparatively low temperature and thus regeneration with increased heat demand is not possible.
  • the measures can also be used to advantage when the internal combustion engine B is operated at or near full load. To avoid thermal overloading, it may be provided to actuate the additional outlet valve only with one or a few cylinders. These cylinders can optionally be operated or towed with reduced or completely switched off fuel supply. The remaining cylinders are then operated under high load to maintain engine power with the auxiliary exhaust valve constantly closed.
  • turbocharger with variable turbine geometry it is advantageous to make a change in the blade position.
  • turbocharger designed as a wastegate loader with a variable wastegate opening it is advantageous to make a change in the wastegate opening.
  • an adjustable exhaust gas recirculation valve is provided, which is controlled by the engine control accordingly.
  • the exhaust gas recirculation valve is opened further. In this way, both the exhaust gas temperature and the oxygen content of the exhaust gas can be influenced.
  • the heat input into the exhaust gas purification unit can be further enhanced. It may be advantageous to change the time, the amount and / or the pressure of a fuel injection compared to the normal operation. In particular, a shift in the start of injection of a main fuel injection may be expedient. Also advantageous is the implementation of a post-injection. If appropriate, this can be carried out in such a way that unburned fuel components are supplied to the exhaust gas purification unit. By catalytic afterburning, the exhaust gas temperature can be increased very effectively in this way. Furthermore, the content of free oxygen in the exhaust gas may be reduced to a reducing exhaust gas composition if necessary. On the content of the free oxygen in the exhaust gas can also influence the Rußabbrand für and thus avoid excessive heat release during Rußabbrand in the particulate filter.
  • a motor vehicle with a Ansaugluftvormaschinermung may be provided as a further measure to turn it on during a regeneration operation.
  • switching on an electric heater in the intake tract of the internal combustion engine B is advantageous.
  • the measures mentioned are assigned to predetermined map areas in the load / speed map of the internal combustion engine, wherein the assignment can be stored in the engine control unit.
  • this is a partial load range in the map in question.
  • the measures according to the invention allow if necessary, carry out a regeneration of a particulate filter at standstill of the vehicle. This is particularly advantageous if, due to persistently poor regeneration conditions during driving, no or no adequate regeneration can be carried out. In this case, for example, prompted on the basis of an on-board diagnosis to operate the internal combustion engine during driving breaks in a regeneration operation with the described inventive measures. It is expedient to take the measures according to the invention at an increased idling speed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un moteur à combustion interne polycylindrique, ainsi qu'un procédé pour faire fonctionner un moteur à combustion polycylindrique. Une conduite à gaz d'échappement ainsi qu'une soupape d'admission de gaz (E) et une soupape d'évacuation de gaz (A) respectives servant au changement des gaz sont associées aux cylindres. Au moins un des cylindres (1-6) du moteur à combustion interne (B) comprend une soupape d'évacuation supplémentaire (Z) qui, en position ouverte, permet d'établir une liaison d'écoulement entre la chambre de combustion et la conduite à gaz d'échappement. Selon l'invention, une composition de gaz d'échappement et/ou une température de gaz d'échappement qui est/sont différente(s) de la composition de gaz d'échappement et/ou de la température de gaz d'échappement obtenue(s) en mode de fonctionnement normal et qui favorise(nt) la régénération d'une unité d'épuration de gaz d'échappement disposée dans la conduite à gaz d'échappement peut/peuvent être ajustée(e) en fonction du mode de régénération utilisé pour régénérer l'unité d'épuration de gaz d'échappement, par actionnement de la soupape d'évacuation supplémentaire (Z) d'au moins un cylindre. Selon ledit procédé, la soupape d'évacuation supplémentaire (Z) d'au moins un cylindre est au moins temporairement ouverte en fonction d'un processus de régénération de l'unité d'épuration de gaz d'échappement.
EP04740846.3A 2003-11-11 2004-07-09 Moteur a combustion interne polycylindrique, et procede pour faire fonctionner un moteur a combustion interne polycylindrique Expired - Lifetime EP1682754B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10352498A DE10352498A1 (de) 2003-11-11 2003-11-11 Verfahren zum Betreiben einer Brennkraftmaschine
PCT/EP2004/007563 WO2005052329A1 (fr) 2003-11-11 2004-07-09 Moteur a combustion interne polycylindrique, et procede pour faire fonctionner un moteur a combustion interne polycylindrique

Publications (2)

Publication Number Publication Date
EP1682754A1 true EP1682754A1 (fr) 2006-07-26
EP1682754B1 EP1682754B1 (fr) 2017-01-18

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP04740846.3A Expired - Lifetime EP1682754B1 (fr) 2003-11-11 2004-07-09 Moteur a combustion interne polycylindrique, et procede pour faire fonctionner un moteur a combustion interne polycylindrique

Country Status (5)

Country Link
US (1) US7293405B2 (fr)
EP (1) EP1682754B1 (fr)
JP (1) JP4355962B2 (fr)
DE (1) DE10352498A1 (fr)
WO (1) WO2005052329A1 (fr)

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DE102004031502B4 (de) * 2004-06-30 2013-12-05 Daimler Ag Verfahren zum Betreiben einer Brennkraftmaschine
US7878162B2 (en) 2006-05-31 2011-02-01 Caterpillar Inc. System to control exhaust gas temperature
DE112007002825A5 (de) * 2006-11-22 2009-10-01 Avl List Gmbh Verfahren zur Regeneration zumindest einer Abgasnachbehandlungseinrichtung
DE102009030430A1 (de) 2009-06-25 2010-01-28 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine
US8943822B2 (en) * 2012-02-28 2015-02-03 Electro-Motive Diesel, Inc. Engine system having dedicated auxiliary connection to cylinder
JP5880258B2 (ja) * 2012-04-26 2016-03-08 マツダ株式会社 多気筒ガソリンエンジン
CN103174491B (zh) * 2013-03-19 2016-02-24 中国北方发动机研究所(天津) 一种发动机辅助换气装置
CN110630356B (zh) * 2019-09-30 2021-11-19 潍柴动力股份有限公司 柴油机后处理系统的再生控制方法及再生控制装置
WO2021167624A1 (fr) 2020-02-23 2021-08-26 Volvo Truck Corporation Boîte de vitesses de machine électrique et démarreur de moteur et générateur d'énergie comprenant une boîte de vitesses

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JP2002349239A (ja) * 2001-05-24 2002-12-04 Isuzu Motors Ltd ディーゼルエンジンの排気浄化装置
EP1304458B1 (fr) * 2001-10-18 2005-08-10 Ford Global Technologies, LLC Procédé de régénération de filtre d'échappement d'un moteur à combustion interne
US6826905B2 (en) * 2002-06-04 2004-12-07 International Engine Intellectual Property Company, Llc Control strategy for regenerating a particulate filter in an exhaust system of an engine having a variable valve actuation mechanism
US6959692B2 (en) * 2003-04-15 2005-11-01 Ford Global Technologies, Llc Computer controlled engine valve operation
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Also Published As

Publication number Publication date
US7293405B2 (en) 2007-11-13
WO2005052329A1 (fr) 2005-06-09
EP1682754B1 (fr) 2017-01-18
US20070221166A1 (en) 2007-09-27
DE10352498A1 (de) 2005-06-09
JP4355962B2 (ja) 2009-11-04
JP2007510852A (ja) 2007-04-26

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