US20030140877A1 - Four-stroke gasoline engine with direct injection and method for valve control - Google Patents

Four-stroke gasoline engine with direct injection and method for valve control Download PDF

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Publication number
US20030140877A1
US20030140877A1 US10/354,475 US35447503A US2003140877A1 US 20030140877 A1 US20030140877 A1 US 20030140877A1 US 35447503 A US35447503 A US 35447503A US 2003140877 A1 US2003140877 A1 US 2003140877A1
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Prior art keywords
intake
valve
exhaust
intake valve
engine
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Abandoned
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US10/354,475
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English (en)
Inventor
Ulrich Kramer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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Filing date
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Assigned to FORD GLOBAL TECHNOLOGIES, LLC. reassignment FORD GLOBAL TECHNOLOGIES, LLC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: FORD MOTOR COMPANY
Assigned to FORD MOTOR COMPANY reassignment FORD MOTOR COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KRAMER, ULRICH
Assigned to FORD GLOBAL TECHNOLOGIES, LLC reassignment FORD GLOBAL TECHNOLOGIES, LLC MERGER (SEE DOCUMENT FOR DETAILS). Assignors: FORD GLOBAL TECHNOLOGIES, INC.
Publication of US20030140877A1 publication Critical patent/US20030140877A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • 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
    • 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
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • 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
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • 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
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • 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
    • F02D13/0261—Controlling the valve overlap
    • 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
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D2013/005—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing of throttleless spark ignited engines
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • 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
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for the control of at least one intake valve and of at least one exhaust valve of a four-stroke gasoline engine with direct injection, under part load the exhaust valve being opened, at the commencement of the intake stroke, after the top dead center of the piston.
  • the invention relates, furthermore, to a four-stroke gasoline engine with direct injection, containing at least one intake valve and at least one exhaust valve which are capable of being opened and closed via at least one phase-adjustable camshaft, and also to an engine control for setting the phase displacement of the camshaft.
  • DI-G Direct injection gasoline
  • DI-G direct injection gasoline
  • the air/fuel mixture is either distributed homogeneously or in a stratified manner in the cylinder space.
  • DI-G engines can be operated without throttling the air supply. Consequently, pumping losses in the low torque mode are avoided and fuel efficiency is improved.
  • the operation of a DI-G engine affects combustion, particularly in the case of stratified charge.
  • Fuel injection takes place within a relatively narrow time window before top dead center (TDC) of the piston, i.e., during the compression stroke when the spark plug is capable of igniting the air/fuel mixture.
  • TDC top dead center
  • the spark plug is capable of igniting the air/fuel mixture.
  • the flame propagation speed is high. Due to the effects mentioned above, the timing of when 50% of the mass of fuel is burned (50% MFB), does not occur at an optimal time in terms of efficiency. To optimize fuel efficiency, 50% MFB timing occurs about 8-10° after TDC of the piston in the expansion or working stroke. In the prior art, the 50% MFB timing for DI-G engine occurs considerably earlier.
  • EGR exhaust gas recirculation
  • Recirculation of burned exhaust gases into the combustion chamber causes the combustion of the air/fuel mixture to be slowed during the next working stroke. Consequently, the timing 50% MFB timing is retarded and becomes closer to the optimal timing mentioned above.
  • EGR may be external, in which exhaust gases are conducted from the exhaust manifold to the intake manifold through pipes and valves. On account of the additional components, however, this method is relatively costly.
  • Internal EGR can be provided, in which burned exhaust gases flow back into the cylinder via an open exhaust valve (cf. DE 199 48 298 A1).
  • Internal EGR can be provided when the intake valves or exhaust valves are variably activatable, for example via one or two camshafts with adjustable phasing.
  • valve overlap i.e., when both intake and exhaust valves are open at the same time, is set around TDC, with the result that the desired return or dwell of exhaust gases in the cylinder occurs.
  • the method according to the invention for the control of the at least one intake valve and of the at least one exhaust valve of a four-stroke gasoline engine with direct injection is based, on the one hand, on the fact that, under part-load conditions of the engine, the at least one exhaust valve is still held open after the top dead center of the piston at the commencement of each intake stroke. During the downward movement of the piston which commences after the top dead center, therefore, burnt exhaust gas can be sucked in again from the exhaust manifold through the open exhaust valve.
  • the method is defined, furthermore, in that, at the commencement of the intake stroke, the at least one intake valve is held closed after the top dead center of the piston.
  • the closing of the at least one exhaust valve takes place in the intake stroke and the opening of the at least one intake valve takes place in the intake stroke, in such a way that the combustion center of gravity at which 50% of the fuel is burnt is displaced into the optimal time point.
  • This optimal time point is typically at a crankshaft angle of between 8 and 10° after the top dead center of the piston. Since the combustion center of gravity can be delayed correspondingly, maximum combustion efficiency can be achieved.
  • the at least one intake valve and the at least one exhaust valve of the gasoline engine are operated in the intake stroke, under part load, in such a way that the respective opening times do not overlap one another.
  • the exhaust valve is closed approximately at the same time point at which the intake valve begins to open.
  • the at least one exhaust valve of the gasoline engine is still held open preferably up to a crankshaft angle of at least 10°, particularly preferably of at least 45°, after the top dead center of the piston.
  • the at least one intake valve of the gasoline engine is still held closed preferably up to at least 10°, particularly preferably up to at least 45°, after the top dead center of the piston.
  • the at least one intake valve and the at least one exhaust valve of the gasoline engine are actuated by a common camshaft of adjustable phase.
  • the basic setting of a camshaft of this type is, in general, that the exhaust valve closes at the end of the emission stroke at the top dead center of the piston, while the intake valve begins to open at the same time point with the commencement of the intake stroke.
  • This setting can be advanced or retarded in parallel by means of a common phase-displaceable camshaft for both valves.
  • the method explained above is in this case carried out via a late setting of the camshaft under part-load conditions of the engine.
  • the at least one intake valve and the at least one exhaust valve of the gasoline engine are actuated in each case by a specific camshaft of adjustable phase.
  • a specific camshaft of adjustable phase the control of the intake and exhaust valves via specific separately adjustable camshafts is more complicated in structural terms, it nevertheless allows greater flexibility in engine control.
  • the invention relates, furthermore, to a four-stroke gasoline engine with direct injection, which contains at least one intake valve and at least one exhaust valve which are capable of being opened and closed via at least one phase-adjustable camshaft.
  • the gasoline engine contains an engine control which can perform the setting of the phase displacement of the camshaft and which is designed to the effect of carrying out a method of the type explained above. That is to say, the engine control can activate the at least one camshaft, in particular, in such a way that, at the commencement of the intake stroke, with the engine being under part load, after the top dead center of the piston the exhaust valve is still held open and at the same time the intake valve is still held closed.
  • the engine control may be implemented, in particular, in the form of a microcomputer.
  • a gasoline engine of this type the advantages of the method described can be achieved, that is to say sufficient internal exhaust gas recirculation for displacing the combustion center of gravity into its optimal position.
  • the at least one intake valve and the at least one exhaust valve have in each case a specific camshaft separately adjustable by the engine control.
  • the at least one camshaft of the gasoline engine is preferably arranged overhead, that is to say so as to run on the cylinder head.
  • FIG. 1 shows a valve control diagram for a DI-G engine, according to the prior art
  • FIG. 2 shows a valve control diagram according to the present invention.
  • valve lift height is plotted against crank angle degrees in the x-axis.
  • Curves 1 , 3 , and 13 are for an exhaust valve and curves 2 , 4 , and 14 , are for an intake valve.
  • the intake and exhaust valves are arranged in a known way oin the head of the cylinders of a four-stroke gasoline engine. The valves control the entry of fresh air and the exit of the burned exhaust gases.
  • curves 1 and 2 show valve control during normal operation, according to the prior art.
  • the exhaust valve is opened between bottom dead center (BDC) and TDC of the piston and is otherwise closed.
  • the intake valve (curve 2 ) opens between TDC and the next BDC. No, or only a minimal overlap, of the valve openings occurs at TDC.
  • FIG. 1 illustrates actuation, conventional in the prior art, of the valves under low torque.
  • the exhaust valve timing is retarded, according to curve 3 and the intake valve is advanced, according to curve 4 .
  • Such separate phase adjustment is possible with two separate, and separately adjustable, camshafts for the intake and exhaust valves.
  • Valve overlap near TDC causes exhaust gases to enter the intake manifold during the end of the exhaust stroke. Burned exhaust gases are inducted out of the intake manifold at the beginning of the intake stroke. Internal EGR is control in this way. It was found, however, that, in four-stroke DI-G engine, the internal EGR possible by valve overlap, as shown in FIG.
  • valve timing To achieve sufficient internal EGR under low torque conditions of the engine, and, furthermore, to reduce the formation of nitrogen oxides, which is possible by EGR, the valve timing, according to the present invention, is shown in FIG. 2.
  • curve 1 for the exhaust valve and curve 2 for the intake valve illustrate normal operation according to the prior art; these correspond to curves 1 and 2 in FIG. 1.
  • both the intake valves and the exhaust valves are operated, equally retarded, shown as curves 13 and 14 , in FIG. 2.
  • Such a parallel retardation of the intake valves and exhaust valves can be achieved both by a common phase-displaceable camshaft for the intake valves and exhaust valves and by separate camshafts for the intake valves and exhaust valves.
  • the camshafts it is preferable, for the camshafts to be arranged overhead as a SOHC (single overhead camshaft) configuration or a DOHC (double overhead camshaft) configuration.
  • the exhaust valve is open at the commencement of the intake stroke up to about 45° after TDC.
  • the intake valve is still closed in the same period of time and begins to open only when the exhaust valve is closed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US10/354,475 2002-01-30 2003-01-30 Four-stroke gasoline engine with direct injection and method for valve control Abandoned US20030140877A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP02100080A EP1333158B1 (de) 2002-01-30 2002-01-30 Viertakt-Ottomotor mit Direkteinspritzung und Verfahren zur Ventilsteuerung
EP02100080.7 2002-01-30

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US20030140877A1 true US20030140877A1 (en) 2003-07-31

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EP (1) EP1333158B1 (de)
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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050268885A1 (en) * 2004-06-04 2005-12-08 Goran Almkvist Method of reducing exhaust gas emissions during cold start conditions and an internal combustion engine in which the method is used
US20060016421A1 (en) * 2004-07-26 2006-01-26 Tang-Wei Kuo Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
US20060016423A1 (en) * 2004-07-26 2006-01-26 Tang-Wei Kuo Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
US20060016420A1 (en) * 2004-07-26 2006-01-26 Tang-Wei Kuo Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
US20060037306A1 (en) * 2004-08-18 2006-02-23 Michael Pozar Controlling an engine with adjustable intake valve timing
US20080283006A1 (en) * 2006-11-16 2008-11-20 Gm Global Technology Operations, Inc. Low-load operation extension of a homogeneous charge compression ignition engine
US20180106204A1 (en) * 2016-01-19 2018-04-19 Eaton Corporation In-cylinder egr for air fuel ratio control
GB2577904A (en) * 2018-10-10 2020-04-15 Jaguar Land Rover Ltd A method of controlling exhaust gas recirculation for an engine
US11199162B2 (en) 2016-01-19 2021-12-14 Eaton Intelligent Power Limited In-cylinder EGR and VVA for aftertreatment temperature control

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004010519B4 (de) * 2004-03-04 2007-10-04 Mehnert, Jens, Dr. Ing. Verfahren zum Steuern des Luftmengenstromes von Verbrennungskraftmaschinen

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US6250266B1 (en) * 1998-12-25 2001-06-26 Yamaha Hatsudoki Kabushiki Kaisha Variable valve timing mechanism for engine
US6405694B2 (en) * 2000-06-09 2002-06-18 Denso Corporation Variable valve timing control device for internal combustion engine

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WO1997013063A1 (fr) * 1995-10-02 1997-04-10 Hitachi, Ltd. Dispositif de commande pour moteur a combustion interne
DE59705848D1 (de) * 1996-06-20 2002-01-31 Volkswagen Ag Verfahren und Vorrichtung zum Betreiben einer fremdgezündeten Hubkolben-Brennkraftmaschine
DE19818596C5 (de) * 1998-04-25 2006-06-29 Daimlerchrysler Ag Verfahren zum Betrieb einer im Viertakt arbeitenden Hubkolbenbrennkraftmaschine
DE19948298A1 (de) 1999-10-06 2001-04-12 Volkswagen Ag Direkteinspritzende Brennkraftmaschine mit NOx-reduzierter Emission

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
US6250266B1 (en) * 1998-12-25 2001-06-26 Yamaha Hatsudoki Kabushiki Kaisha Variable valve timing mechanism for engine
US6405694B2 (en) * 2000-06-09 2002-06-18 Denso Corporation Variable valve timing control device for internal combustion engine

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050268885A1 (en) * 2004-06-04 2005-12-08 Goran Almkvist Method of reducing exhaust gas emissions during cold start conditions and an internal combustion engine in which the method is used
US7124734B2 (en) * 2004-06-04 2006-10-24 Ford Global Technologies, Llc Method of reducing exhaust gas emissions during cold start conditions and an internal combustion engine in which the method is used
US7150250B2 (en) * 2004-07-26 2006-12-19 General Motors Corporation Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
US20060016421A1 (en) * 2004-07-26 2006-01-26 Tang-Wei Kuo Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
US20060016423A1 (en) * 2004-07-26 2006-01-26 Tang-Wei Kuo Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
US20060016420A1 (en) * 2004-07-26 2006-01-26 Tang-Wei Kuo Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
US7152559B2 (en) * 2004-07-26 2006-12-26 General Motors Corporation Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
US7128047B2 (en) 2004-07-26 2006-10-31 General Motors Corporation Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
US20060037306A1 (en) * 2004-08-18 2006-02-23 Michael Pozar Controlling an engine with adjustable intake valve timing
US7069909B2 (en) * 2004-08-18 2006-07-04 Ford Global Technologies, Llc Controlling an engine with adjustable intake valve timing
US20080283006A1 (en) * 2006-11-16 2008-11-20 Gm Global Technology Operations, Inc. Low-load operation extension of a homogeneous charge compression ignition engine
US7832370B2 (en) 2006-11-16 2010-11-16 Gm Global Technology Operations, Inc. Low-load operation extension of a homogeneous charge compression ignition engine
US20180106204A1 (en) * 2016-01-19 2018-04-19 Eaton Corporation In-cylinder egr for air fuel ratio control
US10801430B2 (en) * 2016-01-19 2020-10-13 Eaton Intelligent Power Limited In-cylinder EGR for air fuel ratio control
US11199162B2 (en) 2016-01-19 2021-12-14 Eaton Intelligent Power Limited In-cylinder EGR and VVA for aftertreatment temperature control
GB2577904A (en) * 2018-10-10 2020-04-15 Jaguar Land Rover Ltd A method of controlling exhaust gas recirculation for an engine
GB2577904B (en) * 2018-10-10 2021-04-21 Jaguar Land Rover Ltd A method of controlling exhaust gas recirculation for an engine

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Publication number Publication date
EP1333158B1 (de) 2008-07-16
EP1333158A1 (de) 2003-08-06
DE50212505D1 (de) 2008-08-28

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