WO2003100236A1 - Moteur a combustion interne a allumage a etincelles - Google Patents

Moteur a combustion interne a allumage a etincelles Download PDF

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Publication number
WO2003100236A1
WO2003100236A1 PCT/EP2003/003300 EP0303300W WO03100236A1 WO 2003100236 A1 WO2003100236 A1 WO 2003100236A1 EP 0303300 W EP0303300 W EP 0303300W WO 03100236 A1 WO03100236 A1 WO 03100236A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
combustion chamber
injector
fuel
Prior art date
Application number
PCT/EP2003/003300
Other languages
German (de)
English (en)
Inventor
Klaus Rössler
Original Assignee
Daimlerchrysler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Priority to EP03755085A priority Critical patent/EP1507969A1/fr
Publication of WO2003100236A1 publication Critical patent/WO2003100236A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/02—Arrangements having two or more sparking plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B2023/085—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition using several spark plugs per cylinder
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/102—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the spark plug being placed offset the cylinder centre axis
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for operating an internal combustion engine according to the preamble of claim 1 and an internal combustion engine according to the preamble of claim 5.
  • mixed operation is implemented within an engine map in such a way that in the upper speed and load range a homogeneous stoichiometric mixture (air ratio ⁇ «1) and in the middle and lower speed and load range there is stratified charge operation with a largely unrestricted air supply ( ⁇ > 1) and a fuel-efficient charge stratification.
  • the invention has for its object to design a 'spark ignition internal combustion engine with direct injection such that a fuel-low and low exhaust emission combustion takes place at the greatest possible speed and load range.
  • a method for operating a spark-ignited internal combustion engine with a cylinder, a cylinder head, a piston, a combustion chamber delimited by an inside of the cylinder head and the piston, an intake valve, an exhaust valve, an ignition device, and a supercharging device is proposed air is compressed in the charging device and fed to the combustion chamber via at least one inlet valve, fuel being injected directly into the combustion chamber by an injector, and an ignitable fuel / air mixture in the combustion chamber at low and / or medium load in homogeneous operation of the internal combustion engine with an air ratio • ⁇ - nis ( ⁇ ) greater than 1.1, and an ignitable fuel / air mixture with an air ratio ( ⁇ ) less than or equal to 1 is formed in the combustion chamber at high load in homogeneous operation of the internal combustion engine.
  • the fuel / air mixture is formed in the combustion chamber with an air ratio ⁇ greater than 1 in the lower and middle load range at least temporarily in homogeneous operation of the internal combustion engine.
  • the combination of direct injection and charging causes the load spectrum to be shifted to higher loads, which means that lean operation in the lower and middle load range in conjunction with stoichiometric and / or rich operation at higher loads can open up greater consumption potential, while at the same time reducing the internal combustion engine space and the efficiency is increased.
  • the fuel is injected in the intake stroke and / or in an initial part of the compression stroke of the internal combustion engine.
  • a homogeneous mixture is formed by the early injection.
  • the fuel is injected in a clocked manner. In this way, the fuel quantity can be introduced in partial quantities, thus preventing wetting of the wall with fuel or achieving a more favorable fuel distribution.
  • the fuel is injected with a central arrangement of the fuel injector in the combustion chamber in such a way that a fuel jet cone is formed at an angle of approximately 90 °, with an adjustment of ⁇ 20 ° depending on the design of the combustion chamber , If the fuel injector is arranged laterally in the combustion chamber, the fuel is injected in such a way that a fuel jet cone is formed at an angle of approximately 70 °, it also being possible to make an adjustment of ⁇ 20 ° depending on the design of the combustion chamber.
  • an internal combustion engine which has a cylinder, a cylinder head, a piston, a combustion chamber delimited by an inside of the cylinder head and the piston, an inlet valve, an exhaust valve and an ignition device, the fuel being injected directly into the combustion chamber by an injector the combustion chamber is injected.
  • a charger is provided to compress the combustion air.
  • the injector is arranged approximately in the central region of the cylinder head, the smallest distance between an injector outlet opening and a cylinder axis being less than 10 mm and the included angle between the injector axis and a cylinder axis being less than 20 °.
  • the piston has a trough, the depth of which is preferably a maximum of 5 mm.
  • the advantages of developing a turbocharged gasoline engine with direct injection are that it improves driving performance, especially at low engine speeds, and at the same time reduces fuel consumption. Charging the internal combustion engine results in a noticeable increase in performance, whereby the displacement for a certain mileage can be reduced accordingly (downsizing).
  • the air required for the combustion process is compressed in such a way that a larger mass gets into the combustion chamber per work cycle. This increases the mean specific pressure in the cylinder and increases performance. This leads to a reduction in consumption because the load spectrum shifts to higher mean pressures.
  • fuel is injected very early into the combustion chamber of the reciprocating piston engine, even during the intake stroke.
  • the fuel injection can extend to the initial part of the compression stroke. As a result, the amount of air sucked in is very quickly mixed with the fuel.
  • a supercharger conveys the compressed combustion air into an intake pipe of a four-stroke internal combustion engine and further through the inlet duct into the combustion chamber.
  • a regulating device is arranged in the intake pipe, which regulates the conveyed charged air as a function of operating parameters.
  • internals for generating a swirl such as swirl control valves or control flaps or suitable throttle bodies, are preferably arranged. If two inlet channels are used, a swirl can also be generated by switching off the channel. The homogenization and the charge movement of the mixture in the combustion chamber can thereby be increased.
  • a variable tumble ie a cylindrical charge movement in the combustion chamber, e.g. B. can be achieved by a tumble flap.
  • the intensification of the charge movement leads to better knocking behavior of the internal combustion engine. Furthermore, the better homogenized mixture at part load prevents misfiring and incomplete combustion. The formation of soot particles is also minimized compared to stratified charging.
  • a centrifugal compressor or volumetric compressor can serve as the loader. These can be driven by an exhaust gas turbine or mechanically by the internal combustion engine via a gearbox or by a separate electric motor.
  • the exhaust gas turbine preferably has an integrated wastegate.
  • a turbine with a variable turbine geometry (VTG) or with a variable sliding sleeve (VST) also enables the charging behavior to be optimally matched to the map of the internal combustion engine.
  • the turbine wheel can consist of a ceramic material.
  • the charger is preferably operated as a cold air tube in the partial load (daley optimized turbo charger (DOT)), so that the exhaust gas turbocharger rotor runs at a higher speed level.
  • DOT daley optimized turbo charger
  • FIG. 1 is a schematic representation of a centrally arranged injector in the combustion chamber of a supercharged internal combustion engine
  • FIG. 2 is an enlarged sectional view of an arrangement of the injector of an internal combustion engine according to FIG. 1,
  • FIG. 3 shows a schematic illustration of a laterally arranged injector in the combustion chamber of a supercharged internal combustion engine
  • FIG. 4 shows a schematic arrangement of exhaust or intake valves, a spark plug or spark plugs and an injector in the combustion chamber of a supercharged internal combustion engine with direct injection
  • Fig. 5 shows a further schematic arrangement of outlet or. Inlet valves, a spark plug or spark plugs and an injector in the combustion chamber of a supercharged internal combustion engine with direct injection, and
  • FIG. 6 shows a characteristic diagram of an operating strategy of an internal combustion engine.
  • a spark-ignited internal combustion engine 3 has, according to FIG. 1, a cylinder 4 in which a piston 6 moves up and down cyclically.
  • the cylinder 4 is supported by a cylinder head 5 completed, in which an inlet valve 8, an outlet valve 9, a spark plug 10 and an injector 13 are arranged.
  • a combustion chamber 7 is formed in the cylinder 4 between the piston 6 and the cylinder head 5.
  • the piston 6 has a combustion chamber trough 14 on the upper side, the depth of which is preferably up to five millimeters.
  • the fuel injector 13 injects the fuel in one or more fuel jets directly into the combustion chamber 7, where the fuel mixes with the combustion air and is ignited by at least one spark plug 10.
  • the combustion air reaches the combustion chamber 7 through an intake pipe 15.
  • the exhaust gases pass through an exhaust pipe 16 from the combustion chamber 7 via an exhaust pipe 17 to an exhaust gas turbine 18 of an exhaust gas turbocharger, which drives a charger 19.
  • the air conveyed by the charger 19 reaches the intake pipe 15 via
  • a swirl movement in combustion chamber 7 can be achieved by switching off the duct.
  • the air conveyed to the combustion chamber can be passed through a charge air cooler, not shown, which can be configured as a water / charge air heat exchanger.
  • the required quantity control can be carried out by means of a variable charge air flow, which is adjusted, for example, by means of a variable blade geometry depending on the operating parameters.
  • the exhaust gas turbocharger can be designed as a centrifugal compressor.
  • a throttle valve 21 is arranged in front of the compressor.
  • the composition of the mixture in the combustion chamber can also be favorably influenced by exhaust gas recirculation.
  • an exhaust gas recirculation line leads to the intake pipe 15.
  • the injector 13 is arranged centrally in the cylinder head 5, a distance d from an injector outlet opening 13a to the central axis 11 of the cylinder 4 being approximately 20 millimeters or less.
  • the injector 13 is arranged such that an angle ⁇ between an injector axis 12 and the cylinder center axis 11 is less than 20 °.
  • the combustion chamber 7 is preferably designed as a roof combustion chamber.
  • the spark plug 10 is also arranged in the central region of the cylinder head 5.
  • the injector has a multi-hole nozzle which is designed as an outwardly opening nozzle.
  • the injector is driven piezoelectrically, although other injector actuations can also be expedient.
  • FIG. 3 also shows an internal combustion engine 3 analogous to that from FIG. 1, the injector 13 being arranged on the side here.
  • the injector 13 is arranged inclined such that an angle ⁇ between the injector axis 12 and a horizontal is between 20 ° and 70 °.
  • the first variant VI in FIG. 4 shows two inlet valves 8, one outlet valve 9, a double ignition 10 and a centrally arranged injector 13. Each spark plug is arranged such that it is between the injector 13 and an outer edge region of the combustion chamber 7, and at the same time is arranged approximately between an inlet valve 8 and the outlet valve 9.
  • the second variant V2 in FIG. 4 shows two inlet valves 8, two outlet valves 9, two spark plugs 10 and a centrally arranged injector 13.
  • the inlet valves 8 are on one side, the outlet valves 9 on the other side and in each case one spark plug in the outer area arranged between an inlet valve 8 and an outlet valve 9.
  • the third variant V3 in FIG. 4 shows an inlet valve 8, an outlet valve 9, a spark plug 10 and an injector 13.
  • the injector 13 and the spark plug are arranged laterally, so that the spark plug 10 and the injector 13 are each arranged in an outer region of the combustion chamber 7 between the inlet valve 8 and the outlet valve 9.
  • FIG. 5 shows three further preferred arrangements of intake and exhaust valves, injector and spark plugs.
  • the variant V4 in FIG. 5 shows two inlet valves 8, one outlet valve 9, two spark plugs 10 and a laterally arranged injector 13.
  • Each spark plug is arranged in such a way that it lies in an outer edge region of the combustion chamber 7, in which the injector 13 is not is arranged, wherein it is simultaneously arranged between an inlet valve 8 and the outlet valve 9.
  • the variant V5 in FIG. 5 shows two inlet valves 8, two outlet valves 9, a centrally arranged spark plug 10 and a laterally arranged injector 13.
  • the injector 13 is arranged in an outer area of the combustion chamber between the two inlet valves 8.
  • the last variant V6 in FIG. 5 shows two inlet valves 8, two outlet valves 9, a centrally arranged injector 13 and a spark plug 10 arranged in the central area, which is arranged laterally from the injector 13 between the two outlet valves 9.
  • FIG. 6 shows a characteristic diagram of an internal combustion engine, which is particularly well suited for a charged spark-ignition internal combustion engine 3 with direct injection according to FIG. 1 or FIG. 3. Two operating areas are shown.
  • the internal combustion engine In the lower and middle speed and load range 1, the internal combustion engine is operated at least temporarily with a lean, homogeneous mixture with an air ratio ⁇ > 1.
  • the internal combustion engine At higher loads 2, the internal combustion engine is operated with a stoichiometric or rich mixture with an air ratio ⁇ ⁇ 1.
  • the load L of the internal combustion engine is plotted against the speed N in the diagram according to FIG. 6.
  • the area 1 indicates the area of a possible lean mixture, the limitation of which can be expanded by an increased charge movement, so that a larger area is covered, as a result of which the average fuel consumption of the internal combustion engine can then be significantly reduced.
  • the fuel is injected in the intake stroke and / or in the initial part of the compression stroke of the internal combustion engine 3.
  • the homogenization of the mixture is increased by the turbulence increase of the air supplied in the intake pipe 15.
  • a swirl movement in the combustion chamber 7 can be achieved by switching off the channel.

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  • 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)

Abstract

L'invention concerne un moteur à allumage à étincelles suralimenté pourvu d'un système d'injection de carburant directe, un injecteur étant placé centralement dans la culasse dans une position de montage sensiblement verticale. Il est proposé, selon l'invention, qu'en cas de charge partielle pendant un fonctionnement avec mélange homogène du moteur à combustion interne, un mélange carburant/air allumable soit formé à l'intérieur de la chambre de combustion avec un rapport d'air (μ) supérieur à 1 et, qu'en cas d'une charge élevée pendant le fonctionnement avec mélange homogène du moteur à combustion interne, un mélange carburant/air allumable soit formé à l'intérieur de la chambre à combustion interne avec un rapport d'air (μ) inférieur ou égal à 1.
PCT/EP2003/003300 2002-05-25 2003-03-29 Moteur a combustion interne a allumage a etincelles WO2003100236A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP03755085A EP1507969A1 (fr) 2002-05-25 2003-03-29 Moteur a combustion interne a allumage a etincelles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10223408.6 2002-05-25
DE10223408A DE10223408A1 (de) 2002-05-25 2002-05-25 Fremdgezündete Brennkraftmaschine

Publications (1)

Publication Number Publication Date
WO2003100236A1 true WO2003100236A1 (fr) 2003-12-04

Family

ID=29432328

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2003/003300 WO2003100236A1 (fr) 2002-05-25 2003-03-29 Moteur a combustion interne a allumage a etincelles

Country Status (3)

Country Link
EP (1) EP1507969A1 (fr)
DE (1) DE10223408A1 (fr)
WO (1) WO2003100236A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2880653B1 (fr) * 2005-01-13 2010-10-08 Renault Sas Moteur a combustion interne de vehicule automobile
US7207312B2 (en) * 2005-03-28 2007-04-24 Nissan Motor Co., Ltd. Internal combustion engine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999042718A1 (fr) * 1998-02-23 1999-08-26 Cummins Engine Company, Inc. Moteur a allumage par compression d'une charge prealablement melangee, et a reglage optimal de la combustion
US5960767A (en) * 1996-02-09 1999-10-05 Fuji Jukogyo Kabushiki Kaisha Combustion chamber of in-cylinder direct fuel injection engine
EP1130240A2 (fr) * 2000-02-29 2001-09-05 Hitachi, Ltd. Moteur à injection directe et dispositif et procédé pour sa commande
US20020002963A1 (en) * 2000-03-16 2002-01-10 Dietmar Bertsch Method for the formation of a combustible fuel/air mixture
WO2003016698A1 (fr) * 2001-08-17 2003-02-27 Tiax Llc Procede permettant de regler la combustion dans un moteur a allumage par compression de charge homogene

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5960767A (en) * 1996-02-09 1999-10-05 Fuji Jukogyo Kabushiki Kaisha Combustion chamber of in-cylinder direct fuel injection engine
WO1999042718A1 (fr) * 1998-02-23 1999-08-26 Cummins Engine Company, Inc. Moteur a allumage par compression d'une charge prealablement melangee, et a reglage optimal de la combustion
EP1130240A2 (fr) * 2000-02-29 2001-09-05 Hitachi, Ltd. Moteur à injection directe et dispositif et procédé pour sa commande
US20020002963A1 (en) * 2000-03-16 2002-01-10 Dietmar Bertsch Method for the formation of a combustible fuel/air mixture
WO2003016698A1 (fr) * 2001-08-17 2003-02-27 Tiax Llc Procede permettant de regler la combustion dans un moteur a allumage par compression de charge homogene

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Publication number Publication date
DE10223408A1 (de) 2003-12-11
EP1507969A1 (fr) 2005-02-23

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