EP1751412A1 - Procede de fonctionnement d'un moteur a combustion interne - Google Patents

Procede de fonctionnement d'un moteur a combustion interne

Info

Publication number
EP1751412A1
EP1751412A1 EP05742864A EP05742864A EP1751412A1 EP 1751412 A1 EP1751412 A1 EP 1751412A1 EP 05742864 A EP05742864 A EP 05742864A EP 05742864 A EP05742864 A EP 05742864A EP 1751412 A1 EP1751412 A1 EP 1751412A1
Authority
EP
European Patent Office
Prior art keywords
load
inlet
reserve
variable
internal combustion
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Withdrawn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
EP05742864A
Other languages
German (de)
English (en)
Inventor
Gregor Rottenkolber
Fabian Balles
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1751412A1 publication Critical patent/EP1751412A1/fr
Withdrawn legal-status Critical Current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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • 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
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/32—Miller cycle
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/22—Control of the engine output torque by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency
    • 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

Definitions

  • the invention relates to a method for operating an internal combustion engine - in particular an internal combustion engine for a motor vehicle - according to the preamble of claim 1.
  • the load control in an internal combustion engine with a variable valve drive is essentially determined by, on the one hand, the intake valve lift and / or the intake control time during which an intake valve releases the intake opening to the combustion chamber and the air mass or charge present can thus be supplied to the combustion chamber (or the charge is sucked in), and on the other hand by the density of the existing charge.
  • the density and thus the compression of the charge present in an internal combustion engine with a charger device is in turn dependent on the type of charger device as such and on the operating mode and the respective operating point of the charger device used.
  • an exhaust gas turbocharger as indicated in FIG.
  • the pressure built up by the exhaust gas turbocharger depends on the position of the valve of a bypass which may be present and the prevailing state in the exhaust tract (pressure, temperature, exhaust gas velocity ).
  • the charge quantity for the combustion chamber can be increased by lengthening the inlet valve opening time on the one hand and by increasing the charge pressure in the intake tract on the other.
  • valves gas exchange valves
  • the load control method early intake closes or late intake closes in the sense of the invention a load control method for an internal combustion engine with variable valve drive and without a charger or without a charger, in which the amount of charge to be set on the basis of a load request over the opening time or the timing of the intake valves is regulated.
  • the control takes place in such a way that the intake valves only remain open until the desired amount of charge has been set (intake valves open for a minimum period).
  • the inlet valves are actuated in such a way that they are open beyond the time required for the desired amount of charge and the amount of charge sucked in excess of the desired minimum amount of charge is pushed out again before the inlet valve closes.
  • the invention is based on the idea of load control according to the Miller method described above (early / late intake closes in connection with a loader operation).
  • a method is to be specified by means of which the transient response behavior of a supercharged internal combustion engine with a valve drive that is variable at least on the inlet side is improved. In particular, shorter times should be ensured to meet load requirements.
  • an internal reserve (control time reserve or stroke reserve) with regard to the intake-closing control time and / or the stroke of an existing variable intake valve drive is additionally used in an internal combustion engine during charging operation - by in each working cycle of the internal combustion engine until the Given the specified target load, the combustion chamber is supplied with an increased amount of charge (in particular air mass) - which can be used to Fulfilling the load requirement required time is significantly reduced and thus the response of the internal combustion engine can be shortened.
  • the charger device is preferably operated in such a way that it always provides the maximum possible boost pressure.
  • a controllable bypass device as is usually present in an exhaust gas turbocharger, could thus be dispensed with. It is only essential to the invention that at least — based on a boost pressure that is higher than the existing ambient pressure — a further boost pressure is generated.
  • the intake valve drive is preferably controlled (in terms of valve lift and / or intake-closing control time) in such a way that the maximum charge required to meet the load requirement is always provided (early / late intake-closes) at the maximum possible boost pressure Control method and / or intake valve lift control).
  • the described available reserve with regard to valve lift and / or intake-closing control time (difference in control time with minimum charge quantity to control time at UT or in Area of UT) available.
  • the at least one variable inlet valve drive is preferably actuated in such a way that a specific one Reserve, in particular the originally existing stroke reserve and / or inlet-close control time reserve, is reset.
  • FIG. 1 the schematic representation of an internal combustion engine with charger and variable valve drive
  • FIG. 2 a valve timing diagram for the load control of an internal combustion engine in a schematic representation
  • FIG. 3a a diagram to illustrate the transient behavior of an internal combustion engine with a valve drive that is completely variable at least on the inlet side - with respect to the boost pressure - with different load control methods
  • FIG. 3b a diagram to illustrate the transient behavior of an internal combustion engine with a valve drive that is completely variable at least on the input side - with respect to the charge quantity supplied to the combustion chamber - with different load control methods
  • Figure 4 a bar area diagram to illustrate the inventive method.
  • FIG. 1 shows a highly schematic illustration of an internal combustion engine 2 with an electromagnetic fully variable valve drive 4 (with variable inlet valve drive 4a and variable outlet valve drive 4b) and a control device 6 for the targeted control of the electromagnetic variable valve drive 4.
  • a fully variable valve drive can, for example, be electrical, electromagnetic or hydraulic educated his.
  • An essential feature of such a drive is the individual controllability or adjustability of individual valves or valve groups.
  • the internal combustion engine 2 is connected on the exhaust gas side via an exhaust gas line 10 and on the intake side via an intake line 20 to a supercharger device 8 (for example an exhaust gas turbocharger).
  • the charger device 8 can be driven via its turbine wheel 8a by the exhaust gas flow generated by the internal combustion engine 2.
  • the turbine wheel 8a of the Laderein device 8 is connected via a shaft 8c to a compressor wheel 8b, so that fresh air is sucked in from the outside and compressed in the intake tract of the internal combustion engine 2 by the drive of the turbine wheel 8a and the drive of the compressor wheel 8b which is inevitably connected therewith.
  • the control device 6 receives the information required to control the electromagnetic valve drive 4 via a motor control device MSE as a function of a wide variety of operating parameters P.
  • Figure 2 shows schematically the course of the opening and closing phases of the inlet and outlet valve of the combustion chamber of a gasoline engine.
  • the exhaust valve begins to open (A ⁇ ) in the area of the bottom dead center UT of the piston of the internal combustion engine in order to expel the remaining exhaust gas from the last combustion cycle.
  • AS the exhaust valve
  • E ⁇ the intake valve of the same combustion chamber
  • the inlet valve will close the inlet channel as early as possible (ES) as soon as there is sufficient charge to meet the load requirement.
  • the required minimum amount of charge is determined on the basis of computer models by the engine control unit MSE.
  • the inlet valve closes at approximately 470 degrees in the current cycle. Due to a positive load request (load step), the inlet valve would close in the next cycle as early as possible, for example at 490 degrees, in order to cope with the existing load request. Up to the timing of the full load (area of the bottom dead center UT in the intake stroke), there remains an opening time reserve t_res of approximately 50 degrees.
  • the entire opening time reserve t_res or, alternatively, at least a part thereof is preferably used to accelerate the filling of the combustion chamber. If a positive load jump is detected, an increased charge quantity for filling the combustion chamber is accordingly supplied per cycle under increased, in particular maximum, boost pressure and using an existing (opening time) reserve per cycle.
  • FIG. 3a shows in a diagram, boost pressure pl over time t, the different boost pressure behavior of an internal combustion engine in a load control method according to Miller and in a load control method according to the invention. Due to the step-like curves of the target load L_soll and the target boost pressure pl_soll assigned to this target load L_soll, the target values required based on a driver's request and determined via the engine control device as a function of the driver's request are predetermined.
  • the charge pressure is increased to a predefined value and the desired amount of charge is supplied to the combustion chamber in this way.
  • a boost pressure curve is established according to pl_ist_miller.
  • a sufficient amount of charge is provided before the target boost pressure pl_soll is reached, so that if the boost pressure rises further to the target boost pressure pl_soll, the opening time reserve t_res used can be built up again in the following cycles from this point in time.
  • a boost pressure curve is established in accordance with pl_ist_neu.
  • the lower part of the diagram according to FIG. 3a shows the opening behavior of the inlet valves (inlet-closing angle over time).
  • the valve opening time is reset by shifting the inlet-closing control time from 470 degrees to 490 degrees (curve K1).
  • the valve opening time is immediately extended using the opening time reserve in response to a positive load jump, and thus an increased amount of charge is supplied to the combustion chamber in comparison to the required minimum charge quantity and the target charge pressure pl_soll, which has not yet been set, is partially or fully compensated.
  • the intake-closing control time is shifted from 470 degrees to 490 degrees, from 470 degrees to, for example, 540 degrees (curve K2). In this way, a steeper is steeper if the maximum boost pressure is present or if the maximum pressure is always present The boost pressure has been reached and the desired target charge quantity L_soll is provided before the target boost pressure pl_soll is reached.
  • the valve timing is already reduced in the subsequent cycles, so that there is immediately sufficient reserve for another positive load step.
  • FIG. 3b shows in a diagram, charge quantity L over time t, the different charging behavior of an internal combustion engine in the different load control methods analogous to FIG. 3a.
  • the time advantage ⁇ t of the method according to the invention compared to the load control method according to Miller can be clearly recognized.
  • FIG. 4 shows a bar area diagram to illustrate the method according to the invention.
  • the first bar area (bar area is proportional to the load) represents an initial state with a stationary load L_actual during the charger operation.
  • defined inlet-closing control times (ES) are set at an associated boost pressure pl.
  • ES inlet-closing control times
  • a target load L_setpoint is set in accordance with the second bar area, which is increased by the load difference due to the load request compared to the first bar area.
  • the positive load requirement is met by directly actuating the intake valves in such a way that the existing timing and / or stroke reserve of the intake valves is used at least in part and at the same time the boost pressure is increased again.
  • variable valve drive e.g. electromagnetic or hydraulic variable valve drive
  • valve drives with camshafts that are adjustable with regard to valve timing and / or valve lift.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un moteur à combustion interne équipé d'un dispositif de suralimentation et d'une commande de soupape d'admission variable du point de vue de ses temps de commande de soupape d'admission et/ou de sa course de soupape d'admission. Selon ledit procédé, lorsqu'une demande de charge positive est identifiée pendant le fonctionnement du turbocompresseur, ladite au moins une commande de soupape d'admission variable est amorcée, de sorte qu'une réserve de course et/ou une réserve de temps de commande de fermeture admission disponible est utilisée pour augmenter la quantité d'air (masse d'air).
EP05742864A 2004-05-29 2005-05-20 Procede de fonctionnement d'un moteur a combustion interne Withdrawn EP1751412A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004026405A DE102004026405B4 (de) 2004-05-29 2004-05-29 Verfahren zum Betreiben einer Brennkraftmaschine
PCT/EP2005/005516 WO2005116426A1 (fr) 2004-05-29 2005-05-20 Procede de fonctionnement d'un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1751412A1 true EP1751412A1 (fr) 2007-02-14

Family

ID=34967814

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05742864A Withdrawn EP1751412A1 (fr) 2004-05-29 2005-05-20 Procede de fonctionnement d'un moteur a combustion interne

Country Status (4)

Country Link
US (1) US7360514B2 (fr)
EP (1) EP1751412A1 (fr)
DE (1) DE102004026405B4 (fr)
WO (1) WO2005116426A1 (fr)

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2136054B1 (fr) 2008-06-18 2011-09-07 Caterpillar Motoren GmbH & Co. KG Dispositif pour contrôler le fonctionnement d'un moteur à combustion interne
DE102010045710A1 (de) 2010-09-16 2012-03-22 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine mit variablem Ventilantrieb
DE102012018692A1 (de) * 2012-09-21 2014-03-27 Daimler Ag Verfahren zum Betreiben einer zumindest ein Einlassventil aufweisenden Brennkraftmaschine, insbesondere eines Ottomotors
EP2752571B1 (fr) * 2013-01-07 2015-08-19 Caterpillar Motoren GmbH & Co. KG Procédé et dispositif pour contrôler le fonctionnement d'un moteur à deux combustibles
FR3011876A1 (fr) * 2013-10-14 2015-04-17 Peugeot Citroen Automobiles Sa Procede de pilotage d'un moteur a combustion interne pour generer un surcouple par commande d'au moins un dephaseur d'arbre a cames et calculateur moteur correspondant
DE102014006032A1 (de) * 2014-04-24 2015-10-29 Mtu Friedrichshafen Gmbh Verfahren zum Betrieb eines Verbrennungsmotors
DE102014210220B4 (de) * 2014-05-28 2016-08-04 Ford Global Technologies, Llc Verfahren zum Betreiben einer aufgeladenen fremdgezündeten Brennkraftmaschine mit Abgasturboaufladung
US9752464B2 (en) 2014-05-28 2017-09-05 Ford Global Technologies, Llc Supercharged applied ignition internal combustion engine with exhaust-gas turbocharging and method for operating an internal combustion engine of said type
DE102014211160A1 (de) 2014-06-11 2015-12-17 Volkswagen Aktiengesellschaft Verfahren und Steuereinheit zum Ausführen eines Gaswechsels in einem Zylinder einer Verbrennungskraftmaschine sowie Verbrennungskraftmaschine mit einer solchen Steuereinheit
JP6597699B2 (ja) 2017-04-11 2019-10-30 トヨタ自動車株式会社 内燃機関
CN111448378B (zh) 2017-11-29 2022-07-22 沃尔沃卡车集团 用于控制内燃发动机装置的方法
DE102020130841A1 (de) 2020-11-23 2022-05-25 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs, sowie Verbrennungskraftmaschine
DE102021208602A1 (de) 2021-08-06 2023-02-09 Volkswagen Aktiengesellschaft Hybrides Antriebssystem für ein Kraftfahrzeug

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB746800A (en) * 1954-03-05 1956-03-21 English Electric Co Ltd Improvements in and relating to pressure charged internal combustion engines
DE2942326A1 (de) * 1979-10-19 1981-04-23 Volkswagenwerk Ag, 3180 Wolfsburg Verfahren zum betrieb einer antriebseinheit, bestehend aus einer mit einem abgasturbolader ausgeruesteten brennkraftmaschine
JP3298358B2 (ja) * 1995-04-25 2002-07-02 日産自動車株式会社 ディーゼルエンジンにおける圧縮端温度制御方法および制御装置
DE10106169A1 (de) * 2001-02-10 2002-08-14 Bosch Gmbh Robert Verfahren und Vorrichtung zum Steuern eines Betriebs einer Brennkraftmaschine
JP2003041960A (ja) * 2001-07-30 2003-02-13 Toyota Motor Corp 過給式内燃機関のトルク増大時運転方法
DE10232942B4 (de) * 2002-07-19 2004-08-26 Siemens Ag Verfahren zur Steuerung einer gleichmäßigen Drehmomentabgabe einer Brennkraftmaschine mit Abgasturbolader

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2005116426A1 *

Also Published As

Publication number Publication date
DE102004026405B4 (de) 2006-09-07
US7360514B2 (en) 2008-04-22
DE102004026405A1 (de) 2005-12-22
WO2005116426A1 (fr) 2005-12-08
US20070068156A1 (en) 2007-03-29

Similar Documents

Publication Publication Date Title
WO2005116426A1 (fr) Procede de fonctionnement d'un moteur a combustion interne
EP3034843B1 (fr) Procédé de commande d'un dispositif de frein moteur et dispositif de frein moteur
DE4120055C2 (de) Aufgeladene Brennkraftmaschine mit Abgasrückführung
EP0831216B1 (fr) Procédé pour opérer un frein moteur et dispositif pour la mise en oeuvre du procédé
DE60203592T2 (de) Regeleinrichtung für Turbolader mit variabler Geometrie
EP2412954B1 (fr) Procédé de freinage moteur
EP0253076B1 (fr) Procédé pour contrôler une soupape d'évacuation d'un turbochargeur de suralimentation
EP1880095B1 (fr) Processus de freinage moteur a deux temps pour un moteur a combustion interne suralimente
DE102005055996A1 (de) Antriebseinrichtung für ein Kraftfahrzeug
DE112008002126T5 (de) Steuervorrichtung für einen Verbrennungsmotor, der mit einem Turbolader ausgestattet ist
WO2006037564A1 (fr) Procede et dispositif d'augmentation du couple d'un moteur alternatif a combustion interne, en particulier d'un moteur diesel
DE102010037368A1 (de) Verfahren zur Steuerung einer Turboladeranordnung eines Verbrennungsmotors sowie Turboladeranordnung
EP1355052B1 (fr) Système à surcharge pour un moteur à combustion interne et méthode pour son réglage
DE102009026469A1 (de) Verfahren zur Ladedruckregelung einer Aufladeeinrichtung und Aufladeeinrichtung
DE102014116636A1 (de) Verfahren und Steuerungseinrichtung zum Betreiben einer Brennkraftmaschine
DE10235013B4 (de) Verfahren zur Bestimmung eines Ladedrucksollwerts in einer Brennkraftmaschine mit einem Abgasturbolader
EP2923073B1 (fr) Procédé de control d'un moteur à combustion à allumage commandé ayant un turbocompresseur
EP3155247B1 (fr) Procédé et unité de commande pour réaliser un échange gazeux dans un cylindre d'un moteur à combustion interne et moteur à combustion interne équipé d'une telle unité de commande
DE10232942A1 (de) Verfahren zur Steuerung einer gleichmäßigen Drehmomentabgabe einer Brennkraftmaschine mit Abgasturbolader
DE102013016699A1 (de) Verfahren zum Betrieb eines Dieselmotors
DE102017221625B3 (de) Verfahren zum Steuern eines Verbrennungsmotors im einstufigen Betriebsbereich eines mehrstufigen Aufladesystems
DE10234719B3 (de) Verfahren zur Füllungsregelung einer Brennkraftmaschine
WO2018158089A1 (fr) Procédé et dispositif de commande d'un moteur à combustion interne suralimenté par un turbocompresseur à gaz d'échappement
EP3492724A1 (fr) Procédé de commande d'un système de recirculation des gaz d'échappement et moteur à combustion interne doté d'une unité de commande destinée à la mise en oeuvre dudit procédé
EP1785610A2 (fr) Procédé et dispositif de commande pour commander un turbocompresseur avec une turbine à géométrie variable

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20061212

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB IT

DAX Request for extension of the european patent (deleted)
RBV Designated contracting states (corrected)

Designated state(s): DE FR GB IT

17Q First examination report despatched

Effective date: 20090130

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20130806