WO2002053898A1 - Verfahren, computerprogramm sowie steuer- und/oder regelgerät zum betreiben einer brennkraftmaschine und brennkraftmaschine - Google Patents
Verfahren, computerprogramm sowie steuer- und/oder regelgerät zum betreiben einer brennkraftmaschine und brennkraftmaschine Download PDFInfo
- Publication number
- WO2002053898A1 WO2002053898A1 PCT/DE2001/004829 DE0104829W WO02053898A1 WO 2002053898 A1 WO2002053898 A1 WO 2002053898A1 DE 0104829 W DE0104829 W DE 0104829W WO 02053898 A1 WO02053898 A1 WO 02053898A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- combustion chamber
- internal combustion
- combustion engine
- compression
- air
- Prior art date
Links
Classifications
-
- 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
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
-
- 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
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0234—Variable control of the intake valves only changing the valve timing only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0234—Variable control of the intake valves only changing the valve timing only
- F02D13/0238—Variable control of the intake valves only 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
- 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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/0015—Controlling intake air for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—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]
- F02D41/0065—Specific aspects of external EGR control
- F02D2041/0067—Determining the EGR temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0414—Air temperature
-
- 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
-
- 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
- F02D41/1446—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 exhaust temperatures
-
- 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 first relates to a method for operating an internal combustion engine with at least one combustion chamber, in which at least at times the fuel is injected directly into the combustion chamber by at least two individual injections per combustion cycle and the combustion air is at least partially in a turbulent flow in the combustion chamber.
- the injection valves are arranged directly on the respective combustion chambers, so the fuel is injected directly into the combustion chamber volume. They are supplied with fuel from a fuel line, which is generally referred to as a “rail” and is under high pressure.
- the mixture is formed with a so-called double injection at low to medium speeds.
- a staggered, homogeneous basic mixture is superimposed on a rich, heterogeneous mixture by means of two staggered injections per working cycle in the full load range.
- a work cycle is understood to mean a complete work cycle, in the case of a four-stroke engine it is a cycle comprising four cycles.
- the ignition angle can be in a range that is at or at least closer to the optimal ignition angle.
- a correspondingly high charge movement in the combustion chamber is required in particular in order to be able to implement the mixture formation for the late secondary injection.
- this charge movement is realized with a separate switching flap. This closes, for example, one of two air channels.
- a tumble flow which rotates transversely to the cylinder axis, or a swirl flow, which rotates about an axis which is parallel to the cylinder axis, is thus realized in the combustion chamber.
- Such flows are meant by the term "turbulent”.
- the end of the last injection lies after the ignition point.
- the present invention therefore has the task of developing a method of the type mentioned at the outset such that the internal combustion engine is insensitive to knocking in its entire operating range and at the same time it has high efficiency and favorable emission behavior in its entire speed range.
- This object is achieved in a method of the type mentioned at the outset by generating a turbulent flow in the entire load range of the internal combustion engine and by pre-compressing the combustion air outside the combustion chamber.
- the device which is intended to generate the turbulence in the combustion chamber can thus be controlled in such a way that there is a turbulent flow in the entire load range.
- a movable device for example a switching flap
- a stationary or immovable device can be used to generate turbulence.
- the compressed air is fed to the combustion chamber. The volume of the combustion air supplied is lower due to the turbulence generation, but the air mass that is decisive for the combustion is guaranteed due to the pre-compression.
- the first injection be ended during the intake phase and the last injection after the ignition point. Injection beyond the compression phase of the internal combustion engine further reduces the sensitivity of the internal combustion engine to knock.
- the presence of a corresponding turbulence in the combustion chamber is particularly important here, which is provided in the said operating range only by the measures according to the invention can be.
- the effective compression in the combustion chamber is at least temporarily less than the geometric compression and the pre-compressed intake air is cooled.
- a reduction in the effective compression in the combustion chamber can easily be compensated for by the supply of pre-compressed combustion air, without any loss of performance in the engine.
- the temperature in the combustion chamber drops overall, which further significantly reduces the sensitivity of the internal combustion engine to knock.
- the effective compression in the combustion chamber can be reduced by closing at least one inlet valve before the intake phase or after the start of the compression phase. Closing the intake valve before the end of the intake phase means that part of the downward movement of the piston takes place with the intake valve closed. If the intake valve is closed after the start of the compression phase, part of the intake combustion air is moved out of the combustion chamber again through the intake valve, which is still open. Both measures simply reduce the effective compression compared to the geometric compression.
- the effective compression in a middle and in an upper speed range of the internal combustion engine is smaller than the geometric compression, and in a lower speed range the geometric and the effective compression are essentially the same. This further training enables that the effective compression is reduced only in the knock-critical speed ranges of the internal combustion engine.
- a reduction in the effective compression is also favorable thermodynamically, particularly in the higher speed ranges, since overall the temperature of the internal combustion engine can be reduced due to the lower temperature of the combustion air in the combustion chamber.
- a reduction in the effective compression ensures the safe functioning of a compressor that may be driven by the exhaust gas only at higher speeds, which would be endangered if the effective compression were also reduced in the lower speed range due to the lower exhaust gas mass flow as a result of the reduction in the degree of delivery.
- the response behavior and the spontaneous torque are kept in an acceptable range by the development of the method according to the invention.
- Such a risk of knocking can e.g. can be recognized by a special knock sensor.
- the method according to the invention more individual injections are carried out per work cycle in a lower speed range, in particular when there is a high power requirement, than in an upper speed range. It is particularly preferred that three injections take place in a lower speed range per work cycle and two injections in an upper speed range. The end of the last injection is preferably after the ignition point. It is also possible that when the exhaust gas temperature is above a limit value and the speed of the internal combustion engine is above the lower speed range, the effective compression is reduced compared to the geometric compression. The reduction in the effective compression leads to a higher expansion ratio than the effective compression, which in turn results in a significantly reduced exhaust gas temperature. Thus, with high performance requirements, the mixture can be enriched
- Exhaust gas temperature reduction can be dispensed with, which improves the fuel consumption and the emission behavior of the internal combustion engine.
- the invention also relates to a computer program which is suitable for carrying out the above method when it is executed on a computer. It is particularly preferred if the computer program is stored on a memory, in particular on a flash memory.
- the invention further relates to a control and / or regulating device for operating an internal combustion engine with at least one combustion chamber, in which the fuel is injected directly into the combustion chamber at least occasionally per working cycle by at least two individual injections, and the combustion air at least in regions in the combustion chamber in a turbulent flow is present.
- control and / or regulating device is suitable for controlling and / or regulating the above method. It becomes special preferred if the control and / or regulating device is provided with a computer program of the type mentioned above.
- the invention also relates to an internal combustion engine with at least one combustion chamber, with at least one injection valve which injects the fuel directly into the combustion chamber at least temporarily per working cycle by means of at least two individual injections, and with a turbulence device which causes the combustion air in at least some areas in the combustion chamber in one turbulent flow.
- the turbulence device is stationary and a compression device is provided which pre-compresses the combustion air outside the combustion chamber.
- Such an internal combustion engine is particularly preferred if it has a control device of the type mentioned above.
- the internal combustion engine comprises at least one inlet duct, which is designed such that it at least contributes to the turbulence of the flow in the combustion chamber.
- Such an inlet duct can be, for example, a swirl duct which imposes a swirl on the flow, which continues in the combustion chamber.
- at least the limitation of the combustion chamber is designed in some areas so that it at least contributes to the turbulence of the flow in the combustion chamber.
- the top of the piston can have a corresponding depression, which serves as a guide wall for the flow and thus generates the corresponding turbulence.
- the corresponding turbulence can also be generated by the arrangement of an inlet valve.
- the compression device comprises an exhaust gas turbocharger, a mechanical supercharger and / or an electrically assisted supercharger, each with charge air cooling.
- a mechanical or an electrically assisted charger has advantages especially when the effective compression is reduced compared to the geometric compression in certain operating areas. Problems could arise here, in particular at low engine speeds and the use of an exhaust gas turbocharger, since adequate turbocharger drive would not always be guaranteed due to the low exhaust gas mass flow.
- Figure 1 is a block diagram of an internal combustion engine
- Figure 2 is a flow diagram of a first
- FIG. 1 The internal combustion engine bears the overall reference number 10 in FIG. 1. It should be noted at this point that FIG. 1 does not show all the parts required for operating the internal combustion engine 10, but only those that are relevant in the present case.
- the internal combustion engine 10 comprises a combustion chamber 12, into which combustion air can enter via an inlet valve 14. Fuel is supplied to the combustion chamber 12 via a high-pressure injection valve 16, which in turn receives the fuel from a fuel system 18. The fuel-air mixture in the combustion chamber 12 is ignited by a spark plug 20, which is controlled by an ignition system 22. The combustion exhaust gases are discharged from the combustion chamber 12 through an exhaust valve 24.
- the combustion air is supplied to the inlet valve 14 via an inlet pipe 26 which has a section which is designed as a swirl duct 28.
- the amount of air entering the combustion chamber 12 is adjusted by a throttle valve 30, which can be adjusted by an actuator 32.
- the amount of air flowing through the inlet pipe 26 is detected by a hot film air flow meter 34, which is also referred to as "HFM sensor" for short.
- the combustion air entering the inlet pipe 26 is pre-compressed by a compressor 36 and in a cooler - ll -
- the compressor 36 is mechanically connected to and is driven by a turbine 40, which is in turn driven by the exhaust gas flow that flows through an outlet pipe 42.
- the temperature in the outlet pipe 42 is detected by a temperature sensor 44.
- the compressor 36 is also mechanical with one
- High-speed electric motor 46 connected so that it can also be driven electrically.
- the intake valve 14 and the exhaust valve 24 are actuated by a camshaft 48, which can be adjusted via an adjusting device 50.
- a piston 52 which is only shown symbolically in FIG. 1 and is connected to a crankshaft 56 via a connecting rod 54.
- the speed of the crankshaft 56 is detected by a speed sensor 58.
- a combustion chamber trough 60 is formed on the upper side of the piston 52 and is shaped as a swirl trough.
- the internal combustion engine 10 also includes a knock sensor 62 with which knocking combustion in the combustion chamber 12 can be detected.
- the internal combustion engine 10 further comprises a control and regulating device 64 with a memory 66.
- the control and regulating device 64 receives on the input side signals from a position sensor 68 of an accelerator pedal 70, from the speed sensor 58, from the knock sensor 62, from the temperature sensor 44 and from the HFM sensor 34 On the output side, the control and regulating device 64 is connected to the ignition system 22, the high-pressure injection valve 16, the adjusting device 50 for the camshaft 48, the adjusting motor 32 for the throttle valve 30 and the electric motor 46 for the compressor 36.
- the internal combustion engine 10 pro Combustion chamber 12 may include a plurality of intake valves 14 and a plurality of exhaust valves 24 as well as a plurality of spark plugs 20. Furthermore, it goes without saying that the internal combustion engine 10 can have not only one combustion chamber 12 but a plurality of combustion chambers 12 with the corresponding pistons 52. The representation of only one combustion chamber 12 was chosen solely for reasons of clarity.
- a certain amount of fuel is supplied to the combustion chamber 12 via the injection valve 16 and a corresponding quantity via the throttle valve 30 and via the HFM -Sensor 34 measured amount of air metered.
- the throttle valve 30 is always open, so that a maximum air filling of the combustion chamber 12 is ensured.
- the fuel is usually introduced into the combustion chamber 12 per work cycle by means of a double injection via the injection valve 16.
- a relatively small amount of fuel is introduced into the combustion chamber 12 during the intake phase, that is to say during the downward movement of the piston 52. Because of the low pressure in the combustion chamber 12, this is distributed homogeneously in the combustion chamber 12 and there leads to an overall lean basic mixture.
- a second injection of fuel takes place through the injection valve 16 into the combustion chamber 12. Due to the swirling flow of the combustion air in the combustion chamber trough 60 in the piston 52, the combustion chamber trough forms in the combustion chamber trough fuel injected during the second injection is a locally very rich and heterogeneous air
- Fuel mixture This is then ignited by the spark of the spark plug 20 (even if this is not shown in FIG. 1 for reasons of drawing, the spark plug 20 is located in the region of the rich heterogeneous mixture in the combustion chamber trough 60).
- the swirl flow of the combustion air generated in the swirl duct 28 and by the formation of the combustion chamber trough 60 leads, particularly at high power requirements and at medium to high speeds, to very strong flow losses which, without suitable measures, could endanger the sufficient filling of the combustion chamber 12 with combustion air.
- Movable devices for generating the turbulent air flow can thus be dispensed with in the internal combustion engine 10 shown in FIG. 1, and instead a stationary swirl duct 28 and a stationary, ie unchangeable design of the combustion chamber trough 60 can be provided. A sufficient supply of combustion air is nevertheless ensured at all times by the compressor 36.
- FIG. 2 Internal combustion engine 10 is shown in FIG. 2.
- the method shown there is stored in the form of a computer program in the memory 66 of the control and regulating device 64. It works like this:
- a query is made in a block 74 as to whether the risk of knocking combustion occurring is particularly great during the current operation of the internal combustion engine 10.
- the corresponding signals are provided by knock sensor 62. If the answer in block 74 is no, ie there is no risk of knock from knock sensor 62, block 76 queries whether the speed of crankshaft 56 detected by speed sensor 58 is above a limit value. If the answer in block 76 is yes, so the internal combustion engine 10 is in an operating state with medium or high speed, the injection valve 16 is activated in block 78 such that the fuel is injected into the combustion chamber 12 by two injections per working cycle.
- a double injection is likewise initiated in block 86.
- the effective compression is reduced in block 82, which likewise leads to a reduction in knock sensitivity. This is based, among other things, on that the temperature of the exhaust gas in the combustion chamber 12 can be reduced by reducing the effective compression and due to the higher expansion in relation to the effective compression.
- the reduction in the effective compression in block 82 can be made dependent on whether an adjustment of the ignition angle exceeds a limit value. The same applies to the injections in blocks 86 and 90. Adjusting the ignition angle is also a measure to avoid knocking combustion.
- the operation of the compressor 36 may be impaired, in particular at low speeds, due to the small amount of exhaust gas.
- the compressor 36 is driven by the electric motor 46 and thus a minimum speed is maintained.
- a mechanical charger would also aim in the same direction, the operation of which does not depend on the exhaust gas flow.
- FIG. 3 shows a second, simplified option for operating the internal combustion engine 10 from FIG. 1.
- Functionally equivalent blocks in FIG. 3 have the same reference symbols as in FIG. 2. They will not be discussed again in detail.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Supercharger (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2002554380A JP2004517253A (ja) | 2000-12-29 | 2001-12-20 | 内燃機関の運転のための方法、コンピュータプログラム並びに内燃機関の運転のための制御および/または調整装置および内燃機関 |
EP01989420A EP1350022A1 (de) | 2000-12-29 | 2001-12-20 | Verfahren, computerprogramm sowie steuer- und/oder regelgerät zum betreiben einer brennkraftmaschine und brennkraftmaschine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10065266A DE10065266A1 (de) | 2000-12-29 | 2000-12-29 | Verfahren, Computerprogramm sowie Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine und Brennkraftmaschine |
DE10065266.2 | 2000-12-29 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2002053898A1 true WO2002053898A1 (de) | 2002-07-11 |
Family
ID=7669168
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2001/004829 WO2002053898A1 (de) | 2000-12-29 | 2001-12-20 | Verfahren, computerprogramm sowie steuer- und/oder regelgerät zum betreiben einer brennkraftmaschine und brennkraftmaschine |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1350022A1 (de) |
JP (1) | JP2004517253A (de) |
DE (1) | DE10065266A1 (de) |
WO (1) | WO2002053898A1 (de) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10256474B3 (de) | 2002-12-03 | 2004-05-19 | Siemens Ag | Verfahren zum Steuern einer mit Kraftstoffdirekteinspritzung arbeitenden Brennkraftmaschine |
DE10259926A1 (de) | 2002-12-20 | 2004-07-01 | Robert Bosch Gmbh | Brennkraftmaschine |
DE102004015742A1 (de) | 2004-03-31 | 2005-10-27 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
AT501185B1 (de) * | 2004-12-16 | 2007-12-15 | Avl List Gmbh | Verfahren zum betreiben einer brennkraftmaschine |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH09236043A (ja) * | 1996-02-29 | 1997-09-09 | Mitsubishi Automob Eng Co Ltd | 内燃機関のシリンダヘッド |
EP0838584A2 (de) * | 1996-10-24 | 1998-04-29 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | System zur Steigung der Abgastemperatur einer Brennkraftmaschine mit Direkteinspritzung |
US5865153A (en) * | 1995-11-07 | 1999-02-02 | Yamaha Hatsudoki Kabushiki Kaisha | Engine control system and method |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2942294A1 (de) * | 1979-10-19 | 1981-04-30 | Motoren-Werke Mannheim AG, vorm. Benz Abt. stat. Motorenbau, 6800 Mannheim | Verfahren zum verbrennen von zuendunwilligen kraftstoffen in viertakt-kolbenmotoren mit kraftstoffeinspritzung |
JPS5855329B2 (ja) * | 1980-09-26 | 1983-12-09 | 株式会社 兼坂技術研究所 | ガソリンエンジン |
EP0371759A3 (de) * | 1988-11-29 | 1990-08-22 | The University Of British Columbia | Einspritzer-Verdichter für gasförmigen Brennstoff für Verdrängermaschinen |
JP2639721B2 (ja) * | 1988-12-27 | 1997-08-13 | 富士重工業株式会社 | 内燃機関の燃焼室 |
DE3936619A1 (de) * | 1989-11-03 | 1991-05-08 | Man Nutzfahrzeuge Ag | Verfahren zum einspritzen eines brennstoffes in einen brennraum einer luftverdichtenden, selbstzuendenden brennkraftmaschine, sowie vorrichtungen zur durchfuehrung dieses verfahrens |
JPH05296070A (ja) * | 1992-04-14 | 1993-11-09 | Mazda Motor Corp | 過給機付エンジンの制御装置 |
DE19707811B4 (de) * | 1997-02-27 | 2009-09-03 | Daimler Ag | Verfahren zur Reduzierung der Stickstoffoxide im Abgas einer Kraftstoff einspritzenden Brennkraftmaschine |
-
2000
- 2000-12-29 DE DE10065266A patent/DE10065266A1/de not_active Withdrawn
-
2001
- 2001-12-20 EP EP01989420A patent/EP1350022A1/de not_active Withdrawn
- 2001-12-20 WO PCT/DE2001/004829 patent/WO2002053898A1/de not_active Application Discontinuation
- 2001-12-20 JP JP2002554380A patent/JP2004517253A/ja active Pending
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5865153A (en) * | 1995-11-07 | 1999-02-02 | Yamaha Hatsudoki Kabushiki Kaisha | Engine control system and method |
JPH09236043A (ja) * | 1996-02-29 | 1997-09-09 | Mitsubishi Automob Eng Co Ltd | 内燃機関のシリンダヘッド |
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Non-Patent Citations (2)
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PATENT ABSTRACTS OF JAPAN vol. 1998, no. 01 30 January 1998 (1998-01-30) * |
See also references of EP1350022A1 * |
Also Published As
Publication number | Publication date |
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DE10065266A1 (de) | 2002-07-18 |
JP2004517253A (ja) | 2004-06-10 |
EP1350022A1 (de) | 2003-10-08 |
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