US20110277453A1 - Method for controlling fresh air injection into the exhaust of an internal-combustion engine, notably of a motor vehicle - Google Patents

Method for controlling fresh air injection into the exhaust of an internal-combustion engine, notably of a motor vehicle Download PDF

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Publication number
US20110277453A1
US20110277453A1 US13/102,247 US201113102247A US2011277453A1 US 20110277453 A1 US20110277453 A1 US 20110277453A1 US 201113102247 A US201113102247 A US 201113102247A US 2011277453 A1 US2011277453 A1 US 2011277453A1
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US
United States
Prior art keywords
exhaust
fresh air
valve
combustion chamber
engine
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.)
Abandoned
Application number
US13/102,247
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English (en)
Inventor
Jorg ANDERLOHR
Antonio Pires Da Cruz
Franck Vangraefschepe
Jacques Lavy
Roda Bounaceur
Frédérique Battin-Leclerc
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.)
IFP Energies Nouvelles IFPEN
Original Assignee
IFP Energies Nouvelles IFPEN
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
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Assigned to IFP Energies Nouvelles reassignment IFP Energies Nouvelles ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: Anderlohr, Jorg, BATTIN-LECLERC, FREDERIQUE, Bounaceur, Roda, VANGRAEFSCHEPE, FRANCK, LAVY, JACQUES, Pires da Cruz, Antonio
Publication of US20110277453A1 publication Critical patent/US20110277453A1/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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F01N3/34—Arrangements for supply of additional air using air conduits or jet air pumps, e.g. near the engine exhaust port
    • 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
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
    • 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
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/068—Introducing corrections for particular operating conditions for engine starting or warming up for warming-up
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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 present invention relates to a method for injecting fresh air into the exhaust of an internal-combustion engine, notably for a motor vehicle.
  • the exhaust gas depollution means these engines are usually equipped with, such as a catalyst, do not have a sufficiently high operating temperature, referred to as light-off temperature, to be able to treat these pollutants efficiently.
  • Such a post-combustion allows, on the one hand, to directly reduce partly the HC and the CO, and on the other hand to increase the temperature of the exhaust gas that will thereafter flow through the catalyst while increasing the temperature thereof.
  • the present invention aims to overcome the aforementioned drawbacks by means of a method for injecting fresh air into the exhaust which allows to achieve post-combustion of the fresh air/exhaust gas mixture whatever the quality of this mixture.
  • the invention therefore relates to a method for controlling air injection into the exhaust of an internal-combustion engine, notably for a motor vehicle, running on a cycle during which the expansion phase thereof has a greater stroke than the compression phase thereof and comprising at least one cylinder with a combustion chamber, a piston sliding in a reciprocating motion between a top dead center and a bottom dead center, at least one intake means with a valve associated with an intake pipe, at least one exhaust means with a valve associated with an exhaust pipe, fresh air injection means at the exhaust and an exhaust line comprising at least one exhaust gas depollution means, characterized in that it consists, during the cold start phase of this engine and during the expansion phase thereof, in injecting fresh air into the exhaust and in opening the exhaust valve when the pressure in the combustion chamber is lower than the pressure prevailing at the exhaust so as to feed into the exhaust gas present in the combustion chamber the fresh air coming from this exhaust,
  • the method can consist in opening the exhaust valve at a crank angle for which the pressure in the combustion chamber is lower than the pressure prevailing at the exhaust.
  • the method can consist in injecting fresh air into the exhaust pipe.
  • the method can consist in injecting fresh air into the exhaust manifold of the exhaust line.
  • the method can consist in injecting fresh air into the exhaust before opening of the exhaust valve.
  • the method can consist in injecting fresh air into the exhaust after opening of the exhaust valve.
  • the method can consist in carrying out a succession of exhaust valve opening and closing cycles in order to feed into the combustion chamber the fresh air coming from the exhaust.
  • FIGS. 1 to 4 are diagrams showing an internal-combustion engine in different running configurations and using the method according to the invention.
  • FIG. 5 shows the various engine valve lift laws according to FIGS. 1 to 4 , between an open position (O) and a closed position (F) as a function of crank angle (V).
  • the engine shown is an indirect-injection internal-combustion engine, notably a gasoline and preferably a spark-ignition engine.
  • an indirect-injection internal-combustion engine notably a gasoline and preferably a spark-ignition engine.
  • This example is not limitative and the invention described hereafter can also apply to a direct-injection internal-combustion engine, preferably an auto-ignition engine, in particular of diesel type.
  • the engine described has the specific feature of running on a specific cycle, such as the Miller cycle, during which its expansion phase has a longer stroke than its compression phase, as described in the rest of the description.
  • This engine comprises at least one cylinder 10 with a cylinder body 12 closed by a cylinder head 14 .
  • a piston 16 slides within cylinder body 12 in a rectilinear reciprocating motion under the effect of a rod controlled by a crankshaft (not shown), thus forming a combustion chamber 18 .
  • This chamber is thus delimited by the cylinder head, lateral wall 20 of the cylinder body and upper part 22 of the piston.
  • This piston moves between a top dead center position (PMH in the figure) where upper part 22 of piston 16 is the closest to cylinder head 14 and a bottom dead center position (PMB) where this upper part is the furthest from this cylinder head.
  • PMH top dead center position
  • PMB bottom dead center position
  • the cylinder head carries at least one intake means 24 with an intake pipe 26 from which access to combustion chamber 18 is controlled by an intake valve 18 .
  • the cylinder head also carries at least one exhaust means 30 with a exhaust pipe 32 associated with an exhaust valve 34 for communication with this chamber.
  • Opening/closing of the intake and exhaust valves is controlled by specific means.
  • the latter must allow the lift laws of these valves to be varied, as regards their opening/closing time as well as their opening height, independently of one another or in combination with one another.
  • these means are of camshaft type, more commonly known as VVT (Variable Valve Timing), VVL (Variable Valve Lift) or VVA (Variable Valve Actuation).
  • intake valve 28 and exhaust valve 34 are provided with VVA type means, 36 and 38 respectively, allowing the lift laws thereof to be varied.
  • the engine described is an indirect-injection engine with fuel injection means (not shown) carried by the cylinder head that spray fuel into intake pipe 26 so as to obtain a fuel mixture with the intake air circulating therein. This fuel mixture is then fed into combustion chamber 18 through the intake valve.
  • This type of fuel injection can be advantageously associated with means for igniting the fuel mixture present in chamber 18 , such as spark plug ignition (not shown).
  • Exhaust means 30 are connected to an exhaust line 40 that essentially comprises an exhaust manifold 42 connected to the outlet of exhaust pipe 32 , an exhaust tube 44 and depollution means for the gas circulating in this line, such as a catalyst 46 , advantageously a three-way catalyst.
  • a catalyst 46 advantageously a three-way catalyst.
  • This engine also comprises air injection means 48 at the exhaust.
  • These means include an air injector (symbolized in the figures by dotted line 50 ) that is connected by any known means to an air pump 52 .
  • This injector is arranged on exhaust pipe 32 in such a way that the air jet coming from this injector reaches the inside of this pipe advantageously as close as possible to exhaust valve 34 and downstream thereof, considering the direction of circulation of the exhaust gas from the combustion chamber to exhaust manifold 42 .
  • Means 36 , 38 controlling valves 28 , 34 , the fuel injection means and air injection means 48 are controlled by a computing unit (not shown), more commonly referred to as engine calculator, an engine is usually provided with.
  • the purpose of this calculator is notably to control opening/closing of the valves, the fuel injection parameters, such as the injection time in the engine cycle and/or the fuel injection duration, and the injection parameters of the air injected into the exhaust pipe.
  • the engine is in the intake phase A configuration, with a stroke Ca of piston 16 from top dead center PMH to bottom dead center PMB.
  • control means 36 In the vicinity of top dead center PMH, control means 36 therefore control the opening of intake valve 28 until the piston reaches its bottom dead center PMB in order to feed into combustion chamber 18 the fuel mixture present in the intake pipe.
  • Control means 38 control the maintenance in closed position of exhaust valve 34 throughout this intake phase.
  • the piston From this bottom dead center PMB, the piston has a reverse stroke when achieving a phase referred to as compression phase C where it moves from its bottom dead center PMB to its top dead center PMH.
  • This piston displacement is divided in two parts, a discharge stroke Cr and a compression stroke Cp, as described in detail hereafter.
  • intake valve 28 is open and piston 16 performs stroke Cr between the bottom dead center PMB and a crank angle Va where intake valve 28 is moved toward the closed position thereof.
  • this stroke part of the fuel mixture present in chamber 18 leaves this chamber through pipe 26 .
  • crank angle Va it is within the capacity of the person skilled in the art to determine the crank angle Va allowing to meet the engine power request.
  • the fuel mixture present in the combustion chamber is ignited by generating burnt gas (or exhaust gas). After this combustion, the engine achieves an expansion phase D between this PMH and PMB, with an expansion stroke Cd and an air injection stroke Ci, as illustrated in FIG. 3 .
  • fresh air is predominantly injected inside the combustion chamber because the hottest areas, locally rich (fuel desorbed in cracks, etc.) and at high pressure are within this chamber.
  • the piston follows an expansion stroke Cd during which this piston moves from top dead center PMH to a crank angle Ve before bottom dead center PMB.
  • Control means 38 control then opening of exhaust valve 34 at this angle.
  • This angle Ve is preferably determined when the pressure in the combustion chamber is lower than the pressure prevailing at the engine exhaust, generally considered at the level of exhaust manifold 42 or of the exhaust pipe.
  • air pump 52 is actuated and fresh air is fed through injector 50 into exhaust pipe 32 and in the vicinity of this valve.
  • exhaust gas is already present in this pipe and this thus provides a mixture of fresh air and of exhaust gas.
  • injecting air into the exhaust has been mentioned above, which comprises feeding this air into the exhaust pipe or into the exhaust manifold.
  • the operating mode of the engine continues with an exhaust phase E and a stroke Ce of the piston between the expansion PMB and its PMH, as illustrated in FIGS. 4 and 5 .
  • This gas is then sent to exhaust line 40 where it flows through catalyst 46 while speeding up its temperature rise through thermal exchange.
  • air pump 52 it is possible for air pump 52 to be in operation before the exhaust valve of FIG. 3 opens. This affords the advantage of allowing suction of fresh air that has already been placed in the vicinity of the exhaust valve, when the latter is open.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
US13/102,247 2010-05-12 2011-05-06 Method for controlling fresh air injection into the exhaust of an internal-combustion engine, notably of a motor vehicle Abandoned US20110277453A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR10/02036 2010-05-12
FR1002036A FR2960023B1 (fr) 2010-05-12 2010-05-12 Procede de controle de l'injection d'air frais a l'echappement d'un moteur a combustion interne, notamment de vehicule automobile.

Publications (1)

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US20110277453A1 true US20110277453A1 (en) 2011-11-17

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US13/102,247 Abandoned US20110277453A1 (en) 2010-05-12 2011-05-06 Method for controlling fresh air injection into the exhaust of an internal-combustion engine, notably of a motor vehicle

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US (1) US20110277453A1 (fr)
EP (1) EP2386743A1 (fr)
JP (1) JP2011236910A (fr)
FR (1) FR2960023B1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160369687A1 (en) * 2015-06-22 2016-12-22 Ford Global Technologies, Llc Engine exhaust temperature control

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3078365B1 (fr) * 2018-02-28 2020-05-22 Renault S.A.S Dispositif de controle et de gestion de l'injection d'air a l'echappement

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5975046A (en) * 1996-10-24 1999-11-02 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Exhaust-gas temperature raising system for an in-cylinder injection type internal combustion engine
US6718755B2 (en) * 2001-11-02 2004-04-13 Ford Global Technologies, Llc Method to increase temperature in an exhaust aftertreatment device coupled to a camless engine
US6729126B2 (en) * 2000-03-21 2004-05-04 Toyota Jidosha Kabushiki Kaisha Internal combustion engine having variable valve control system and NOx catalyst
US20040089250A1 (en) * 2002-11-05 2004-05-13 Toyota Jidosha Kabushiki Kaisha Device for controlling an internal combustion engine with a variable valve timing system
US7051693B2 (en) * 2003-11-21 2006-05-30 Mazda Motor Corporation Engine starting system
US7059281B2 (en) * 2004-07-12 2006-06-13 General Motors Corporation Four stroke engine auto-ignition combustion

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US3630021A (en) * 1970-06-02 1971-12-28 Irving N Bishop Internal combustion engine including means for reducing emissions
JPS5650100Y2 (fr) * 1976-02-26 1981-11-24
JP2006177189A (ja) * 2004-12-21 2006-07-06 Nissan Motor Co Ltd 内燃機関の排気温度制御装置
JP4367398B2 (ja) * 2005-10-19 2009-11-18 トヨタ自動車株式会社 内燃機関の制御装置
JP5033465B2 (ja) * 2007-04-24 2012-09-26 ヤマハ発動機株式会社 エンジンおよび車両
JP2009281159A (ja) * 2008-05-19 2009-12-03 Honda Motor Co Ltd 内燃機関の排気浄化装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5975046A (en) * 1996-10-24 1999-11-02 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Exhaust-gas temperature raising system for an in-cylinder injection type internal combustion engine
US6729126B2 (en) * 2000-03-21 2004-05-04 Toyota Jidosha Kabushiki Kaisha Internal combustion engine having variable valve control system and NOx catalyst
US6718755B2 (en) * 2001-11-02 2004-04-13 Ford Global Technologies, Llc Method to increase temperature in an exhaust aftertreatment device coupled to a camless engine
US20040089250A1 (en) * 2002-11-05 2004-05-13 Toyota Jidosha Kabushiki Kaisha Device for controlling an internal combustion engine with a variable valve timing system
US7051693B2 (en) * 2003-11-21 2006-05-30 Mazda Motor Corporation Engine starting system
US7059281B2 (en) * 2004-07-12 2006-06-13 General Motors Corporation Four stroke engine auto-ignition combustion

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160369687A1 (en) * 2015-06-22 2016-12-22 Ford Global Technologies, Llc Engine exhaust temperature control
US9810122B2 (en) * 2015-06-22 2017-11-07 Ford Global Technologies, Llc Engine exhaust temperature control

Also Published As

Publication number Publication date
JP2011236910A (ja) 2011-11-24
FR2960023B1 (fr) 2012-06-08
FR2960023A1 (fr) 2011-11-18
EP2386743A1 (fr) 2011-11-16

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Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:ANDERLOHR, JORG;PIRES DA CRUZ, ANTONIO;VANGRAEFSCHEPE, FRANCK;AND OTHERS;SIGNING DATES FROM 20110629 TO 20110704;REEL/FRAME:026598/0582

STCB Information on status: application discontinuation

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