RU2633336C2 - Internal combustion engine with forced ignition and method of internal combustion engine with forced ignition control - Google Patents

Abstract

FIELD: engine devices and pumps.

SUBSTANCE: internal combustion engine contains at least one cylinder head and at least four cylinders arranged in a row, and therefore it has two outer cylinders, two inner cylinders. At least four cylinders are configured to form at least two groups, each of which comprises at least two cylinders. Two outer cylinders form the first group. At least two inner cylinders form a second group, the cylinders of which are configured to be switched on depending on the load and the shutdown when the specified load is short. Each cylinder contains at least one outlet for exhausting exhaust gas from the cylinder. Each outlet is provided with an exhaust valve. Exhaust valve can be controlled by means of a valve actuator and opens or closes the outlet. Each outlet is adjacent to the exhaust line. Exhaust lines of at least four cylinders converge to form a common exhaust line, thereby forming an exhaust manifold. Outlets of outer cylinders and outlets of inner cylinders have opening durations of different lengths. Outlets of outer cylinders have a longer duration Δ_Long opening. Outlets of inner cylinders have a shorter duration Δ_short opening. Method for controlling an internal combustion engine with positive ignition is disclosed.

EFFECT: reducing the risk of exhaust gas flow.

17 cl, 1 dwg

Description

FIELD OF THE INVENTION

The invention relates to a positive-ignition internal combustion engine comprising at least one cylinder head and at least four cylinders arranged in a row, and therefore comprising two external cylinders and at least two internal cylinders,

- at least four cylinders are configured to form at least two groups, each containing at least two cylinders, with two outer cylinders form the first group, and at least two inner cylinders form the second group, the cylinders of which are configured to include depending on the load and shutdown when the specified load is not received,

- each cylinder contains at least one outlet for discharging exhaust gases from the cylinder, wherein each outlet is provided with an outlet valve that can be controlled by a valve actuator and opens or closes the outlet,

- each outlet is adjacent to the outlet line, and

- the exhaust manifolds of at least four cylinders converge together to form a common exhaust manifold, thereby forming an exhaust manifold.

Moreover, the invention relates to a method for controlling an internal combustion engine of this type.

BACKGROUND

An internal combustion engine of the type mentioned first is used as a drive for motor vehicles. In the context of the present invention, the term “internal combustion engine” includes spark ignition engines equipped with a positive ignition system.

The fundamental task of developing internal combustion engines is to minimize fuel consumption, with improved overall efficiency being at the forefront of the effort.

Fuel consumption, and therefore efficiency, is problematic, especially in the case of positive ignition internal combustion engines. The reason is the fundamental way to control a spark ignition engine. Load control is usually performed by a throttle valve provided in the inlet portion. By adjusting the throttle valve, the intake air pressure behind the throttle valve can be reduced to a greater or lesser extent. The farther the throttle is closed, that is, the more it closes the inlet section, the greater the pressure loss in the intake air at the throttle valve, and the lower the intake pressure is downstream of the throttle valve and before at least four cylinders inlet , that is, a combustion chamber. For a given constant volume of the combustion chamber, the mass, that is, the amount of air can be controlled by the pressure of the intake air. This also explains why quantity control turns out to be definitely unfavorable when operating at partial loads, since low loads require a high degree of throttling and pressure reduction in the inlet, thereby causing an increase in discharge and refill losses while lowering the load and increasing throttling.

Various strategies to reduce throttling of a positive ignition internal combustion engine have been developed to reduce the described losses.

One way to reduce throttling of a positive ignition engine is to use at least a partially variable valve mechanism. In contrast to traditional valve mechanisms, in which both valve travel and distribution phase settings are unchanged, these parameters, which affect the process of exhausting and refilling, and therefore fuel consumption, can be changed to a greater or lesser extent by means of a variable valve mechanism . An ideal solution would be a system of completely variable valve phase distribution, which allows specially selected values for the stroke and distribution phase settings for any operating point of the spark ignition engine. However, noticeable fuel savings can also be achieved with valve mechanisms that are only partially variable. The control of the load without a throttle, and therefore without loss, is possible only due to the possibility of changing the closing time of the intake valve and the stroke of the intake valve. The mass of the mixture flowing into the combustion chamber during the intake process, in this case, is controlled not by the throttle valve, but by the stroke of the intake valve and the duration of opening the intake valve.

One of the ways to change the valve distribution phase settings is to use a camshaft adjustment device through which the camshaft can rotate a certain angle relative to the crankshaft, leading ahead or delaying the distribution phase settings without changing or the ability to change the valve opening time. The rotation of the camshaft and the cams located on it, shifts the opening time and closing time by the same value of the angle of rotation of the crankshaft in the same direction.

By means of a variable valve phase setting, it is also possible to change the valve overlap, that is, the range of angles of rotation of the crankshaft in which at least one outlet is not yet closed while the inlet is open.

When the valves are shut off, there may be a loss of purge at high loads, with some part of the intake charge air flowing through the cylinder, not taking part in the subsequent combustion process. A variable valve distribution phase setting may provide, among other things, changes in valve overlap depending on engine speed.

In the case of supercharged internal combustion engines driven by a turbocharger driven by an exhaust system, large valve overlap is a useful means of significantly raising maximum torque and improving the transient state at low engine speeds. The pressure difference between the inlet side and the outlet side at low engine speeds contributes to an efficient cylinder purging process by means of charge air and guarantees a greater filling of the cylinder, and therefore higher power.

Large valve closure or late closure of at least two exhaust valves is also an appropriate way to reduce pumping work, and consequently loss of discharge and refilling when operating at partial loads.

Another tried and true solution to reduce throttling of a spark ignition engine is proposed by turning off the cylinders, that is, turning off the individual cylinders in certain load ranges. The efficiency of an engine with spark ignition when operating at partial loads can be improved, that is, increased by partial shutdown, since turning off the cylinder of a multi-cylinder internal combustion engine increases the load of other cylinders that are still in operation, subject to a constant output power of the engine, and therefore , the throttle valve may or must additionally open to introduce a large mass of air into the said cylinders, the result is a reduction in throttled I have an internal combustion engine. During partial shutdown, that is, when operating at partial loads of an internal combustion engine, cylinders that are continuously in operation, moreover, often operate in the range of higher loads at which specific fuel consumption is lower. The aggregate load shifts toward higher loads.

Cylinders that continue to be in operation during partial shutdown also have improved mixture formation and allow higher levels of exhaust gas recirculation due to the greater mass of air supplied.

Additional advantages in terms of efficiency are obtained due to the fact that the cylinder that was turned off does not cause any near-wall heat loss due to heat transfer from the gaseous products of combustion to the walls of the combustion chamber due to the absence of combustion.

The present invention also relates to a multi-cylinder internal combustion engine having the hallmark of partial shutdown.

Internal combustion engines comprise at least one cylinder head and one cylinder block, which are connected together at their assembly ends to form separate cylinders, i.e., combustion chambers.

The cylinder head is often used to position the valve mechanism. In order to control the release and refilling, the internal combustion engine requires controls and actuators to actuate the controls. During exhaust and refilling, gaseous combustion products are ejected through the exhaust openings, and the combustion chamber is filled with fresh mixture or charge air through the inlet openings. In the case of four-stroke engines, the valves used as controls to control the outlet and refill are almost exclusively poppet valves that oscillate during the operation of the internal combustion engine and thus open and close the inlet and outlet openings. The actuator required for the movement of the valves, including the valves themselves, is referred to as a valve mechanism. The valve mechanism typically comprises at least one camshaft on which a variety of cams are located.

The cylinders of the internal combustion engine, which is the subject of the present invention, each contains at least one exhaust outlet for exhaust gas, and the exhaust manifolds connecting the exhaust ports of the at least four cylinders converge together to form a common exhaust manifold, thereby forming an exhaust manifold . Downstream of the manifold, the exhaust gases can then be led to a turbocharger turbine driven by an exhaust system and / or to one or more exhaust after-treatment systems.

Regarding the outlet and refilling, it turned out to be a problem that the exhaust lines of the cylinders in modern internal combustion engines are shorter and shorter, that is, they have a consistently shorter length, from the corresponding outlet to the collection point in the exhaust manifold, in which the exhaust manifolds come together to form a common exhaust line, and exhaust gases from the cylinders are collected. There are various reasons for this development. More and more often, the exhaust manifold is built into the cylinder head in order to benefit from the cooling system in the cylinder head and to avoid the need to manufacture the manifold from materials that can withstand high thermal stresses that are expensive.

Short exhaust lines can lead to cylinders of an internal combustion engine having an adverse effect on each other during exhaust and refilling, in particular, at least partially invalidating the effect achieved by the residual gas purge process that occurs.

Thus, in the case of a four-cylinder in-line engine, the cylinders of which are driven with an ignition sequence of 1-3-4-2, for example, the fourth cylinder can have an adverse effect on the previous, third cylinder in the ignition sequence, that is, the previously ignited cylinder, in the discharge and refill time, and the exhaust gases arising from the fourth cylinder, can penetrate into the third cylinder, that is, flow over before at least one exhaust valve is closed. Here, exhaust pumping from the fourth cylinder is based essentially on two different mechanisms. If the exhaust valve is open at the beginning of exhaust and refilling, the gaseous products of combustion flow at high speed through the exhaust outlet to the exhaust manifold, due to the high pressure prevailing in the cylinder at the end of the combustion and the associated high pressure drop between the combustion chamber and the exhaust system. This process of pressure-driven flow is all the more intense the higher the output torque, and is accompanied by a high pressure peak, also referred to as an ejection before discharge, which propagates along the exhaust manifold. As discharge and refilling develops, the pressures in the cylinder and in the exhaust manifold equalize to a greater extent, and therefore, gaseous products of combustion are then emitted due to the movement of the piston.

Exhaust gases originating from the fourth cylinder and introduced into the third cylinder should be considered as unfavorable.

In order to counter this problem arising from short exhaust lines, the opening time of the exhaust valves or exhaust openings is shortened according to the prior art, that is, the inlet is opened later and / or closed earlier. In order to be able to continue to take advantage of the large valve overlap, the outlet is preferably opened later and the closing time is maintained at low engine speeds. This measure, therefore, makes it possible to maintain an improvement in the torque characteristics at low engine speeds. However, the shortened opening time of the exhaust valves causes disadvantages in terms of power at high engine speeds and in relation to reduced pumping operation at partial loads to reduce fuel consumption.

Under the conditions of the foregoing conditions, it is an object of the present invention to provide an internal combustion engine with a positive ignition comprising the hallmark of partial shutdown, in accordance with the preamble of claim 1, by means of which the disadvantages of the prior art are overcome, and in particular by which can better take advantage of the large valve overlap, and in which exhaust and refill simultaneously optimize regarding the risk of overflow of exhaust gases.

An additional particular objective of the present invention is to provide a method for controlling this type of internal combustion engine.

SUMMARY OF THE INVENTION

The first particular problem is achieved by an internal combustion engine with a positive ignition, comprising at least one cylinder head and at least four cylinders arranged in a row, and therefore containing two external cylinders and at least two internal cylinders,

- at least four cylinders are configured to form at least two groups, each containing at least two cylinders, with two outer cylinders form the first group, and at least two inner cylinders form the second group, the cylinders of which are configured to include depending on the load and shutdown when the specified load is not received,

- each cylinder contains at least one outlet for discharging exhaust gases from the cylinder, wherein each outlet is provided with an outlet valve that can be controlled by a valve actuator and opens or closes the outlet,

- each outlet is adjacent to the outlet line, and

- the exhaust manifolds of at least four cylinders converge together to form a common exhaust manifold, thereby forming an exhaust manifold,

characterized in that

- the outlets of the outer cylinders and the outlets of the inner cylinders have different opening times, the outlets of the outer cylinders have a longer opening duration Δ _long , and the outlets of the inner cylinders have a shorter opening Δ _short opening.

In the case of the internal combustion engine according to the invention, the exhaust openings of all the cylinders are not provided, i.e. are not actuated, shortened by the opening time, in order to suppress the mutual influence of the cylinders during exhaust and refilling, as described initially. The decision as to whether the outlet is provided with a shorter opening time or not is made depending on whether the associated cylinder is a cylinder that is continuously in operation or a cylinder that can be turned on, that is, a cylinder that shuts off during partial off.

In the case of a multi-cylinder internal combustion engine of the type in question, which has the distinguishing feature of partial shutdown, the inner cylinders are generally and, moreover, according to the invention, made as cylinders that can be turned on, while the outer cylinders are cylinders that are continuously in operation when the operation of the internal combustion engine.

For example, in the case of a four-cylinder engine, the cylinders of which are ignited with an ignition sequence of 1-3-4-2 during normal operation, a normal ignition circuit 1-4 can also be formed in case of partial shutdown, in which case the external cylinders of the internal combustion engine, which are continuously are in operation, that is, the first and fourth cylinders have a normal ignition spacing of 360 ° of the crankshaft rotation angle. This has an advantage, on the one hand, with respect to the mass balance, and on the other hand, with respect to the flow of exhaust gases from one cylinder to another cylinder. Due to the fact that the first and fourth cylinders, which continue to operate in the event of partial shutdown, are located at a great distance from each other in the cylinder head, and their control processes have a 360 ° shift of the crankshaft angle, there is no risk that one of the said cylinders will affect another cylinder during the release and refill, or will itself be influenced by the other cylinder during the release and refill. Thus, the outlets of the outer cylinders can be provided with a longer opening duration Δ _long . Inner cylinders, the arrangement of which makes them particularly susceptible to overflow of exhaust gases, are disabled.

The longer Δ _long opening times of the outer cylinders makes it possible to take advantage of the large valve overlap to improve the torque characteristics at low engine speeds in the event of partial shutdown, without forcing to suffer from disadvantages in terms of power at high engine speeds or in terms of reducing pump work by low loads. The latter leads to an additional reduction in fuel consumption in the event of a partial shutdown, and therefore to a decrease in fuel consumption of the internal combustion engine as a whole. Thus, there is a joint effect, since the purpose according to the invention of a longer duration Δ _{long of} opening to external cylinders, which are continuously in operation, improves the operation of the internal combustion engine in many ways, especially with regard to the efficiency.

When all the cylinders of the internal combustion engine are in operation, the advantages that arise from the longer opening time Δ _{long of the} outer cylinders are fundamentally preserved, moreover, the exhaust gas flow when the inner cylinders are involved is neutralized by the fact that the exhaust openings of the inner cylinders are provided with a shorter Δ _short opening duration. This, for example, prevents the exhaust gases from escaping from the outer cylinders to the inner cylinders, i.e., prevents the passage of exhaust gases from the fourth cylinder to the previously ignited third cylinder or the passage of exhaust gases from the first cylinder to the previously ignited second cylinder.

Tests have shown that there is less cause for concern about the flow of exhaust gases from the inner cylinder to the outer cylinder. That is, the flow of exhaust gases from the second cylinder to the previously ignited fourth cylinder or the flow of exhaust gases from the third cylinder to the previously ignited first cylinder is less critical. The reasons are given below.

On the one hand, the length of the path that the exhaust gases in the manifold must pass is at least slightly larger. On the other hand, the exhaust manifolds have different lengths from the outlet of the corresponding cylinder to the collection point in the manifold at which the exhaust manifolds of the cylinders converge. Differences in the lengths of the exhaust lines have the effect that fresh air drawn into the exhaust system during the purge operation, for example, forms a longer column of fresh air in the exhaust line of the first cylinder than in the exhaust line of the second cylinder.

If the second inner cylinder ignites earlier than the first outer cylinder, the pressure wave originating from the first cylinder must overcome only a relatively short column of fresh air or push the latter back into the second cylinder before the pressure wave introduces exhaust gases already discharged from the second cylinder, or exhaust gases arising from the first cylinder, into the second cylinder.

On the other hand, if the fourth outer cylinder ignites before the second inner cylinder, the pressure wave originating from the second cylinder must overcome a longer column of fresh air or push the latter back into the fourth cylinder before the pressure wave introduces exhaust gases already discharged from the fourth cylinder, or exhaust gases arising from the second cylinder, into the fourth cylinder.

The length of the path that the exhaust gases must pass in order to flow into another cylinder along the exhaust line of said cylinder and against the original flow direction is different in both cases.

Whereas, according to the prior art, the opening duration of all exhaust valves or exhaust openings is shortened, according to the invention, the opening duration of the exhaust openings is modified only to the extent required by a multi-cylinder internal combustion engine having the hallmark of partial shutdown.

By means of the internal combustion engine according to the invention, the first problem underlying the invention has been solved, namely, the task of providing an internal combustion engine by which the advantages of large valve overlap can be better used, and in which the exhaust and refill are simultaneously optimized with respect to the risk of exhaust gas overflow .

Additional useful embodiments of an internal combustion engine according to the invention are described below in accordance with the dependent claims.

Embodiments of a positive ignition internal combustion engine in which the outlets of the outer cylinders and the outlets of the inner cylinders have the same opening time are useful.

The inner cylinders have an earlier closing time than the outer cylinders. This takes into account the fact that the inner cylinders are particularly susceptible to overflow of exhaust gases, in particular, are more susceptible than the outer cylinders. Closing the inner cylinders early prevents the exhaust from moving from the outer cylinder to the inner cylinder. In the case of a four-cylinder in-line engine, this, for example, ensures that the exhaust gases do not pass from the fourth cylinder to the neighboring third cylinder, and that the exhaust gases cannot flow from the first cylinder to the neighboring second cylinder.

Therefore, it is useful to provide, that is, actuate, the cylinder outlets with the same opening time.

For the reasons mentioned, embodiments of a positive-ignition internal combustion engine are useful in which the outlets of the outer cylinders and the outlets of the inner cylinders have an offset Δ in relation to the closing time.

In this case, embodiments of an internal combustion engine are useful in which a 2 ° crank angle <Δ≤10 ° of a crank shaft angle.

In this case, embodiments of the internal combustion engine are useful in which 10 ° of the crankshaft angle <Δ≤15 ° of the angle of rotation of the crankshaft, or 15 ° of the angle of rotation of the crankshaft <Δ≤25 ° of the angle of rotation of the crankshaft.

The selected displacement size Δ or the difference between a shorter opening time Δ _short opening and a longer opening duration Δ _long in each individual case depends on a large number of factors, in particular, on the number of cylinders whose exhaust lines converge together to form a collector, the ignition sequence of the said cylinders and the lengths of the individual exhaust lines that are adjacent to the exhaust openings.

Embodiments of an internal combustion engine are useful in which the exhaust lines of at least four cylinders converge together within at least one cylinder head to form a common exhaust line, thereby forming an integrated exhaust manifold. Alternatively, it is also possible for the exhaust manifolds to come together outside the cylinder head to form a common exhaust manifold, as described below.

Embodiments in which exhaust manifolds converge together in groups within and / or within at least one cylinder head to form a plurality of common exhaust manifolds, thereby forming at least two exhaust manifolds, similarly may be internal combustion engines according to invention.

Also useful are embodiments of an internal combustion engine in which the exhaust lines of at least four cylinders converge to form a common exhaust line, thereby forming an exhaust manifold that is at least partially integrated into at least one cylinder head.

As already mentioned, embedding the exhaust manifold in the cylinder head makes it possible to avoid the use of materials that can withstand high thermal stresses to create a manifold of a liquid-cooled internal combustion engine, thereby making it possible to reduce production costs.

However, integrating the exhaust manifold into the cylinder head also has an advantage with respect to a turbocharger turbine driven by an exhaust system located in the exhaust system and / or with respect to the exhaust after-treatment systems used. The main objective is to position the turbine of the exhaust-driven turbocharger as close as possible to the exhaust of the internal combustion engine, in order to thus make it best to use the exhaust gas enthalpy of the hot exhaust gas, which is finally determined by the exhaust gas pressure and exhaust temperature, and to guarantee a quick response from the turbocharger. On the other hand, the hot exhaust gas path to the various exhaust after-treatment systems should be as short as possible in order to ensure that the exhaust gases cool only slightly and that the exhaust after-treatment systems reach their operating temperature or ignition temperature as possible faster, especially after the internal combustion engine has been started cold.

In this context, the main objective, therefore, is to minimize the thermal inertia of the exhaust manifold subsection between the outlet in the cylinder and the exhaust after-treatment system and / or between the outlet in the cylinder and the turbocharger turbine driven by the exhaust system, this can be achieved by reducing the mass and length of this subsection, but also by reducing the collector's heat transfer surface. In this context, embedding a collector is appropriate.

Embedding shortens the total path length of all exhaust lines and allows for a compact and less bulky design of an internal combustion engine, weight reduction and efficient layout of a complete drive unit in the engine compartment.

The cylinder head, made in this way, is subjected to higher thermal stresses than the traditional cylinder head, equipped with an external manifold, and therefore imposes increased demands on the cooling system, for which reason, a liquid cooling system is preferably provided in the cylinder head.

Useful embodiments of an internal combustion engine in which at least one cylinder head comprises four cylinders arranged in a row, the ignition moments of each of which are spaced apart by 180 ° of the crankshaft rotation angle. Embodiments according to the invention are particularly useful in the case of a four-cylinder in-line engine, since the opening time of the exhaust valve can easily exceed 200 ° of the crankshaft angle, for example, reaching up to 230 ° of the crankshaft angle, but four cylinders are ignited at 180 ° intervals of the crankshaft angle shaft during normal operation of the internal combustion engine. Thus, there is a need to actuate the cylinders - as often as possible - in such a way that the cylinders adversely affect each other as little as possible and as little as possible during release and refilling. The different durations of opening the exhaust valves for the inner and outer cylinders in combination with turning off the inner cylinders in case of partial shutdown are appropriate here.

Useful embodiments of an internal combustion engine in which at least one boost device is provided. For example, a turbocharger and / or a compressor driven by an exhaust system, that is, a mechanical supercharger, can be used as a boost device.

A turbocharger driven by an exhaust system comprises a compressor and a turbine that are located on the same shaft. The flow of hot exhaust gases is supplied to the turbine and expands, generating energy in the turbine, thereby imparting rotation to the shaft. The energy released by the exhaust stream into the turbine and, ultimately, on the shaft, is used to drive the compressor, which is also located on the shaft. The compressor supplies and compresses the charge air supplied to it, thereby achieving a boost of at least four cylinders. Charge charge air cooling may be provided while being used to cool compressed charge air before being introduced into the cylinders.

Supercharging mainly serves to increase the power of the internal combustion engine. In this case, the air required for the combustion process is compressed, thereby making it possible to supply a large mass of air to each cylinder for each working cycle. Due to this, it is possible to increase the mass of fuel, and therefore the average pressure. Supercharging is a suitable means for raising the power of the internal combustion engine while keeping the displacement unchanged, or reducing the displacement for the same output. In each case, pressurization leads to an increase in power per unit volume and a more favorable ratio of power to mass. Under the condition of identical vehicle boundary conditions, the aggregate load can thus shift towards higher loads, at which the specific fuel consumption is lower.

The torque characteristic of a supercharged internal combustion engine can be improved by various measures, for example, by means of a design with a small cross section of the turbine and simultaneous purging of exhaust gases, but especially by using a plurality of turbochargers driven by an exhaust system, the turbines of which are arranged in parallel or in series.

Useful embodiments of an internal combustion engine with positive ignition, in which

- each outlet has an outlet valve that can be controlled by a valve actuator, and

- the valve actuator comprises exhaust camshafts containing exhaust cams for actuating the exhaust valves, wherein the exhaust cams of the outer cylinders and the exhaust cams of the inner cylinders have different cam protrusions to achieve Δ _long , Δ _short opening times of different durations.

In the present case, opening times of different durations are achieved by constructing respective cams with different cam profiles.

The valve actuator provided for moving the valves comprises a camshaft on which a variety of cams are located at a certain distance from each other, while the cam protrusions at the cams occupy or actuate the cam-driven element as the camshaft rotates . The cam element can be a rocker arm, rocker arm or pusher, which, in turn, is engaged with a poppet valve. The rotation of the cam results in an oscillatory reciprocating movement of the valve.

The duration of the valve opening, in this case, is determined by the profile of the associated cam protrusion, i.e., the contact surface between the cam protrusions and cam elements, and the angle of rotation during which the cam protrusion and cam element are engaged with each other.

Useful embodiments of a positive ignition internal combustion engine in which each cylinder comprises at least two exhaust openings for discharging exhaust gases from the cylinder.

In the context of release and refilling, the rapid disclosure of flow cross sections that are as large as possible is a primary concern. In order to suppress throttling losses in gas flows flowing in and out, and to ensure optimal filling of the cylinders with a fresh mixture and / or effective, that is, complete removal of exhaust gases, it is useful to provide at least four cylinders with two or more inlet and / or exhaust holes.

Useful embodiments of an internal combustion engine in which a direct injection system is provided for introducing fuel into at least four cylinders.

Another possible solution to reduce throttling of a positive-ignition internal combustion engine is direct injection. Direct fuel injection is a suitable means of achieving a stratified charge of fuel in the combustion chamber. Direct injection of fuel into the combustion chamber, thus, provides the possibility of high-quality regulation in engines with positive ignition within certain limits. The formation of the mixture occurs in the combustion chamber due to the direct injection of fuel into the cylinders or to the charge air in the cylinders, and not due to the external formation of the mixture, in which the fuel is introduced into the intake air in the intake section.

By virtue of the principle involved, direct injection is associated with internal cooling of the combustion chamber and mixture, thereby providing the possibility of higher compression and / or pressurization, and therefore better use of the fuel without the risk of premature self-ignition of the fuel, known as detonation.

The second particular problem underlying the invention is solved by a method of controlling an internal combustion engine with a positive ignition comprising four cylinders arranged in a row in which combustion in the cylinders is initiated by positive ignition in a sequence of 1-3-4-4, while the cylinders are counted and numbered sequentially along the longitudinal axis of at least one cylinder head, starting from the outer cylinder.

What has already been stated in relation to the internal combustion engine according to the invention is also similarly applied to the method according to the invention. Attention is particularly drawn to the description of embodiments of an internal combustion engine.

As already explained above, an embodiment according to the invention is particularly suitable for a four-cylinder in-line engine. Different opening times for exhaust valves for the inner and outer cylinders in combination with shutting off the inner cylinders in case of partial shutdown result in improved combustion and refilling above the prior art.

Embodiments of the method are useful in which the outlets of the outer cylinders and the outlets of the inner cylinders are opened for different durations during the exhaust and refill process, while the outlets of the outer cylinders are opened for a longer time, and the outlets of the inner cylinders are opened for a shorter time. The reasons are those already stated.

Variants of the method are useful in which the outlets of the outer cylinders and the outlets of the inner cylinders are opened with the same torque setting.

Useful are variants of the method in which exhaust openings having a shorter opening duration Δ _short are closed earlier by a predetermined angle of rotation Δ of the crankshaft than exhaust openings having a longer opening duration Δ _long . To offset Δ, apply the following: 2 ° crankshaft rotation angle <Δ≤10 ° crankshaft rotation angle, 10 ° crankshaft rotation angle <Δ≤15 ° crankshaft rotation angle, or 15 ° crankshaft rotation angle <Δ≤25 ° angle of rotation of the crankshaft.

Useful embodiments of the method in which the cylinders of the second group

- turn off when the specified load T _{down is not received} , and

- include when exceeding the specified load T _up .

Embodiments of the method are useful in which a given load T _down and / or T _up depends on the rotation speed n of the internal combustion engine.

Embodiments of the method are useful in which the cylinder of the second group is turned off by disabling fuel supply and / or positive ignition into the cylinder.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is described in more detail below with reference to an illustrative embodiment shown in figure 1, in which:

figure 1 shows the torque setting for the outlet of the outer cylinder and the torque setting for the outlet of the inner cylinder according to the first embodiment of the internal combustion engine in the diagram.

DESCRIPTION OF THE PREFERRED EMBODIMENTS FOR CARRYING OUT THE INVENTION

Figure 1 shows the installation of the AÖ _{cylinder, out} , AS _{cylinder, out of the} moment for the outlet of the outer cylinder and the installation of the AÖ _{cylinder, in} , AS _{cylinder, in of the} moment for the outlet of the inner cylinder according to the first embodiment of the internal combustion engine in the diagram.

The outlet of the outer cylinder has a _long opening duration Δ _long . The said opening opens with the installation of AÖ _{cylinder, out of the} moment and closes with the installation of AS _{cylinder, out of the} moment. The outlet of the inner cylinder, in contrast, has a shorter opening duration Δ _short , which opens with the AÖ _{cylinder, in} moment setting and closes with the AS _{cylinder, in} moment setting. The outlet openings of the two cylinders have the same opening times, but different closing times. Moments AS _{cylinder, out} , AS _{cylinder, in} closing time have an offset Δ.

LIST OF DESIGNATIONS AND ABBREVIATIONS

AÖ _{cylinder, in} - setting the moment for the “opening of the release” of the inner cylinder

AÖ _{cylinder, in} - setting the moment for the "opening of the release" of the outer cylinder

AS _{cylinder, in} - setting the moment for "closing the release" of the inner cylinder

AS _{cylinder, out} - setting the moment for “closing the release” of the outer cylinder

° KW - angle of rotation of the crankshaft in degrees

TDC - top dead center

BDC - bottom dead center

Δ is the offset of the closing time of the outlet of the outer cylinder relative to the outlet of the inner cylinder

Δ _long - longer duration of the opening of the outlet of the outer cylinder

Δ _long - a shorter duration of opening the outlet of the inner cylinder.

Claims (27)

1. An internal combustion engine with positive ignition, comprising at least one cylinder head and at least four cylinders arranged in a row, and therefore comprising two external cylinders and at least two internal cylinders, at least four cylinders are configured to form at least two groups, each of which contains at least two cylinders, with two outer cylinders form the first group, and at least two inner cylinders form the second group, the cylinders of which are configured inclusion depending on the load and shutdown when the specified load is not received, moreover, each cylinder contains at least one outlet for discharging exhaust gases from the cylinder, each outlet being provided with an outlet valve that can be controlled by a valve actuator and opens or closes the outlet, each outlet being adjacent to the exhaust manifold, and the exhaust manifolds of at least four cylinders converge to form a common exhaust manifold, thereby forming an exhaust manifold, wherein the outlets of the outer cylinders and the outlets of the inner cylinders have different opening times, the outlets of the outer cylinders have a longer opening duration Δlong , and the outlets of the inner cylinders have a shorter opening Δshort . 2. The engine according to claim 1, in which the outlet openings of the outer cylinders and the outlet openings of the inner cylinders have the same opening time. 3. The engine according to claim 1 or 2, in which the outlet openings of the outer cylinders and the outlet openings of the inner cylinders have an offset Δ in relation to the closing time. 4. The engine according to claim 3, in which a 2 ° angle of rotation of the crankshaft < Δ ≤ 10 ° of the angle of rotation of the crankshaft. 5. The engine according to claim 3, in which a 10 ° angle of rotation of the crankshaft < Δ ≤ 15 ° of the angle of rotation of the crankshaft. 6. The engine according to claim 3, in which a 15 ° angle of rotation of the crankshaft < Δ ≤ 25 ° of the angle of rotation of the crankshaft. 7. The engine of claim 1, wherein the exhaust manifolds of at least four cylinders converge together in at least one cylinder head to form a common exhaust manifold, thereby forming an integrated exhaust manifold. 8. The engine according to claim 1, in which at least one cylinder head contains four cylinders arranged in a row, each of the ignition moments of which are spaced 180 ° from the angle of rotation of the crankshaft. 9. The engine of claim 1, wherein at least one boost device is provided. 10. The engine according to claim 1, in which each outlet is equipped with an outlet valve, which can be controlled by a valve actuator, wherein the valve actuator comprises exhaust camshafts containing exhaust cams for driving exhaust cams, wherein the exhaust cams of the outer cylinders and the exhaust cams of the inner cylinders have different cam protrusions in order to achieve opening times Δlong , Δshort of different durations. 11. The engine according to claim 1, in which each cylinder contains at least two exhaust openings for discharging exhaust gases from the cylinder. 12. The method of controlling an internal combustion engine with positive ignition according to claims 1 to 11, comprising four cylinders arranged in a row, in which combustion in the cylinders is initiated by positive ignition in the sequence 1-3-4-2, while the cylinders are counted and numbered in a row along the longitudinal axis of at least one cylinder head, starting from the outer cylinder. 13. The method according to item 12, in which the outlet openings of the outer cylinders and the outlet openings of the inner cylinders are opened for different lengths of time during the release and refilling process, while the outlet openings of the outer cylinders are opened for a longer time, and the outlet openings of the inner cylinders are opened for more a short time. 14. The method according to item 12 or 13, in which the outlet openings of the outer cylinders and the outlet openings of the inner cylinders are opened with the identical setting of the moment. 15. The method according to item 12 or 13, in which the cylinders of the second group turn off when the specified load Tdown is undershot and include when exceeding the specified load Tup . 16. The method according to clause 15, in which the specified load Tdown and / or Tup depends on the speed n of rotation of the internal combustion engine. 17. The method according to item 12 or 13, in which the cylinder of the second group is turned off by stopping the supply of fuel and / or positive ignition in the cylinder.

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