WO2005035958A1 - Procede d'optimisation du fonctionnement dans la plage de vitesse de rotation inferieure d'un moteur a combustion interne a pistons a suralimentation - Google Patents

Procede d'optimisation du fonctionnement dans la plage de vitesse de rotation inferieure d'un moteur a combustion interne a pistons a suralimentation Download PDF

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Publication number
WO2005035958A1
WO2005035958A1 PCT/EP2004/011164 EP2004011164W WO2005035958A1 WO 2005035958 A1 WO2005035958 A1 WO 2005035958A1 EP 2004011164 W EP2004011164 W EP 2004011164W WO 2005035958 A1 WO2005035958 A1 WO 2005035958A1
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WO
WIPO (PCT)
Prior art keywords
valve
cylinder
engine
intake
valves
Prior art date
Application number
PCT/EP2004/011164
Other languages
German (de)
English (en)
Inventor
Wohlberg Reiner
Martin Hopp
Oliver Lang
José GEIGER
Andreas Sehr
Original Assignee
Fev Motorentechnik Gmbh
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 Fev Motorentechnik Gmbh filed Critical Fev Motorentechnik Gmbh
Priority to CN2004800292108A priority Critical patent/CN1863993B/zh
Priority to EP04790148A priority patent/EP1673527A1/fr
Publication of WO2005035958A1 publication Critical patent/WO2005035958A1/fr

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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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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
    • F02D13/0261—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
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • 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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • 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
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid 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
    • F02D41/0002—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
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve
    • 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 required combustion air is supplied to the cylinders via a supercharger at a pressure which is higher than the ambient pressure.
  • the pressure increase can take place here via a so-called exhaust gas turbocharger, in which a turbocompressor is driven by means of a turbine connected to the exhaust gas system and is connected on the pressure side to the air intake system.
  • the pressure increase can also be carried out by a so-called mechanical supercharger, the drive energy of which is tapped from the crankshaft of the piston internal combustion engine.
  • the fuel is supplied either by injecting the corresponding amounts of fuel into the air inlet channel of each cylinder or by injecting directly into the cylinder.
  • at least one exhaust valve and at least one intake valve are provided for each cylinder, which are correspondingly connected to the exhaust system and the air intake system.
  • the invention has for its object to improve the operating behavior of a piston internal combustion engine of the type described above in the start-up mode and in operation at low speeds, in particular in the range with speeds between 1000 and 1300 rpm. ,
  • a piston internal combustion engine with fuel injection, in particular direct fuel injection, with gas exchange valves per cylinder, each with at least one exhaust valve which is connected to an exhaust system, and at least one intake valve which is connected to an air intake system, and means for increasing the Boost pressure in the air intake system, solved in that a control device is provided for the variable adjustment of at least the opening times of the intake valves and that in the lower speed range the intake-opening times and / or the outlet-closing times of the gas exchange valves are set via the control device that a valve overlap with the closing time point of the associated exhaust valves is given and so the cylinder is flushed with fresh charge air before and / or during the charge change in the area of top dead center.
  • the advantage of this mode of operation is that, on the one hand, the residual gas is largely flushed out of the cylinder and the temperature level for the introduced air is slightly reduced after the inlet valve is closed. This means that the level of air expenditure can be significantly increased even at low engine speeds. The tendency to knock is reduced by largely flushing out residual gas.
  • the mixture cools down in the combustion chamber and increases the air flow through the engine.
  • the opening and closing times of an exhaust valve can preferably also be changed in order to increase a flushing of the cylinder.
  • the inlet and outlet valves are only opened when there is a sufficient pressure increase for flushing the cylinder in an intake manifold that is connected to the inlet valve.
  • the aim is to purge at least 95% of the residual gas in the cylinder.
  • a first development provides that, for example, only the inlet valves or only the outlet valves are adjusted.
  • a second development provides that the intake and exhaust valves are adjusted.
  • a third further development provides that only part of the inlet and / or outlet valves is adjusted.
  • valves are adjusted up to a speed of the piston internal combustion engine of 2000 rpm. Such an adjustment is, however, preferably no longer carried out for residual gas purging.
  • valve times are adjusted during an acceleration process, in particular during a start-up process, in a range between 30% and 100% of a maximum engine load.
  • the piston internal combustion engine preferably works on the diesel principle and is operated with an injection adjustment.
  • the suction system can be influenced, for example, by continuously adjusting a length of a vibrating tube, by switching between different lengths of vibrating tube, by optionally switching off a single tube per cylinder in the case of multiple vibrating tubes, by switching to different collector volumes and / or by switching between different vibrating tube diameters.
  • single vibrating tubes can be used, with longer vibrating tubes being used in the lower speed range than at higher speeds.
  • valve drives which are variable at least over partial areas and which can be controlled via the control device.
  • Valve drives of this type can be designed, for example, as so-called electromechanical valve drives, in which, between two electromagnets, an armature connected to the valve leads the valve into the closed position and the open position in accordance with the current specified by the control device. The opening and closing time is specified via the control device.
  • electromechanical valve actuators can also be used.
  • the operation according to the invention can also be carried out with partially variable or fully variable mechanical valve drives, in which additional adjustable control cams are provided between the fixed control cams of the camshaft and the valve.
  • the mode of operation according to the invention is particularly advantageous, in particular, for conventional piston internal combustion engines with gas exchange valves which are controlled via camshafts.
  • At least the camshaft for the intake valves and preferably also for the exhaust valves is at least with correspondingly adjustable cams for adjustment the opening time.
  • a cam actuator is connected to the camshaft and is controlled by a control device.
  • other mechanically adjustable systems can also be used on the valve train to ensure the necessary overlap of the opening times of the gas exchange valves.
  • the mechanical systems can, for example, have a bucket tappet control, a rocker arm or rocker arm control or a rocker arm control. It is also possible to combine different systems with one another.
  • an exhaust gas recirculation is provided in an operating area without residual gas purging via variable control of the gas exchange valves to produce a valve overlap in the lower speed range.
  • the exhaust gas recirculation can be created by internal engine valve switching and / or by using an exhaust gas recirculation valve.
  • the exhaust gas recirculation takes place only in an operating range in which no residual gas purge is provided by valve overlap in the lower speed range.
  • a 4-stroke gasoline engine of a motor vehicle with direct fuel injection with at least three cylinders is provided. At least one intake and one exhaust valve are assigned to each cylinder. The intake valve is connected to a boost pressure device in an air intake system. An adjustment device for the opening and closing times of the inlet and outlet valve is provided. This can be activated to achieve a valve overlap in a lower speed range for residual gas purging.
  • the gasoline engine has an activation device which generates a signal when defined conditions for flushing out a residual gas from the cylinder, whereby the adjusting device is activated.
  • the activation device has defined conditions so that the signal can only be generated when a sufficient wash gradient is determined.
  • the activation device can also be coupled to a prediction module, by means of which it can be determined on the basis of determined parameters when the signal is to be generated in order to generate conditions in the cylinder which only create a sufficient flushing gradient.
  • the activation device and the prediction module are preferably part of a valve control unit which is connected to an engine control unit via a CAN bus.
  • the wash gradient can be determined directly or indirectly by means of a measuring device.
  • the flushing gradient can be determined from operating data which are stored in a motor controller and can be supplemented. Both procedures can also be coupled.
  • a further development has a secondary injection in order to be able to use an improved combustion behavior due to the high purging. It is also possible for the ignition to be adjusted to "late" in the lower speed range.
  • an average gas pressure is raised upstream of the inlet valve.
  • this can be used in particular with controlled self-ignition in the 4-stroke process.
  • a torque increase can also be brought about by taking additional motor measures.
  • This can be, for example, the following means, which are used individually or in combination with one another: greasing the intake air or increasing the amount of fuel in the case of direct injection, secondary injection or multiple injection of the fuel, adjusting the compressor blades or stator wheels when using one Exhaust gas turbocharger, an adjustment of the injection to "late” in an Otto engine, an injection adjustment in general in the diesel engine and others.
  • a split injection is carried out. This can provide that a first quantity of fuel covers approximately 50% to 80% of the quantity of fuel to be injected, while a quantity of fuel subsequently to be injected comprises 20% to 50%. The amount of fuel subsequently to be injected can be distributed over one or more injection processes.
  • a split injection is preferably carried out, in particular under at least approximately full load, in a speed range between 1300 rpm and 1500 rpm.
  • An embodiment in a direct-injection gasoline engine provides, for example, a primary and secondary injection in which there is an injection duration in a ratio of approximately 60% to 75% to 25% to approximately 40% of primary to secondary injection.
  • combustion processes in the lower speed range, particularly in the case of supercharged gasoline engines with direct injection.
  • This can be a homogeneous combustion process or a stratified combustion process.
  • a jet-guided or air-guided combustion process can be used.
  • the direct injection can use one or more injectors per cylinder Zen.
  • a swirl injector or a multi-hole injector is preferably used.
  • a spray angle of the injector is advantageously in a range below 70 °, in particular around 50 °.
  • Fig. 1 is a circuit diagram of a piston internal combustion engine with an exhaust gas turbocharger
  • Fig. 2 is a circuit diagram of the piston internal combustion engine acc. 1 with mechanical loader
  • Fig. 4 for a turbocharged piston internal combustion engine, the dependency of the boost pressure and the degree of delivery on the opening time when changing loads in the area of top dead center, and
  • Fig. 5 is a schematic view of another piston internal combustion engine for performing a residual gas purging in a lower speed range.
  • FIG. 1 shows a piston internal combustion engine with four cylinders I, II, III, IV, each with a gas inlet valve 2 and a gas outlet valve 3 per cylinder.
  • the gas inlet valves 2 are connected to an air inlet system 4, while the gas outlet valves are connected to an exhaust system 5.
  • the piston internal combustion engine shown is also provided with a direct fuel injection, which is designed, for example, as a common rail injection system 6, to which the fuel is supplied via a pump 7.
  • a camshaft 8 is provided, the cams of which are adjustable in relation to the opening process for the gas inlet valves 2 and are adjustable via a cam actuator 9.
  • the cam actuator 9 is connected to a control device 10, via which the fuel injection, the ignition, etc., not shown here, are controlled by an accelerator pedal 11 in accordance with the load specification.
  • the gas outlet valves 3 are actuated via a camshaft 12, the cams of which have a predetermined control contour.
  • cam adjustment and / or camshaft phase adjustment of the exhaust valves can also be provided. Both camshafts 8 and 12 are driven in the usual way via the crankshaft, not shown here.
  • the exhaust gas system 5 is connected to an air charger 13, 1 designed as a turbocharger, whose exhaust gas turbine 14 is acted upon by the exhaust gas and whose turbocompressor 15 is connected on the pressure side to the air intake system 4.
  • an air charger 13, 1 designed as a turbocharger, whose exhaust gas turbine 14 is acted upon by the exhaust gas and whose turbocompressor 15 is connected on the pressure side to the air intake system 4.
  • a controllable relief valve 16 which may be arranged in the exhaust line 6
  • impermissible boost pressure increases for the respective operating areas can be avoided by reducing the exhaust gas flow acting on the turbine.
  • the structure of the piston internal combustion engine shown in FIG. 2 essentially corresponds to the structure of the arrangement described with reference to FIG. 1, so that reference can be made to this.
  • the only difference is that a mechanical charger 13.2 is used as the air charger, the drive energy of which is tapped from the crankshaft 1.1 of the piston internal combustion engine 1.
  • the control of the intake valves 2 of the individual cylinders is provided in such a way that in the low speed range, the control cams of the intake-side camshaft 8 are adjusted in the direction of “early intake opening” via the cam actuator 9, so that the intake valve 2 is already opened in each case is before the exhaust valve closes.
  • the air loader 13.1 or 13.2 must be designed in such a way that there is a positive purge pressure drop at low speeds in the starting area and in an operating range of, for example, 1300 rpm, ie it is ensured that the air supplied by the loader to the intake system 4 is opposite the Back pressure in the exhaust system 5 has a higher pressure
  • the control device 10 via the cam actuator 9, reverses the adjustment of the opening time of the intake valves to the point in time intended for normal operation.
  • a device for so-called pulse charging can be provided for charging.
  • a pressure drop between the air intake system and the cylinder is used to increase the charge.
  • charge air can be supplied to the cylinder abruptly in the event of a pressure drop.
  • the control time "early intake opening” provided according to the invention is limited with regard to the possible advance by the clearance between the valve and the piston which is present in the specific engine design. With the appropriate combustion chamber design and / or adapted piston geometries, it is possible to advance the "Early intake opening" timing far before the LWOT (boost pressure change at top dead center) in order to start the purging process as early as possible. Another advantage is that especially when using a turbocharger, the improvement of the charging process results in repercussions on the design of the supercharger, so that a performance-oriented turbocharger selection is possible and, accordingly, smaller units can be used.
  • the starting torque can be increased so that the nominal torque is reached at correspondingly low engine speeds.
  • a lower knock limit leads to lower charge usage once the nominal torque is reached.
  • the resulting better combustion efficiency reduces fuel consumption across the entire engine speed range.
  • the high exhaust gas temperature level in the lower engine speed range also offers advantages when the engine is warming up with a corresponding optimization of the timing strategy for the partial load range.
  • Fig. 3 the dependencies of residual gas content and degree of delivery, based on the collector of the air intake system 4, are shown in diagrams for a mechanically charged piston internal combustion engine, depending on the speed.
  • the operating data during the test provided that an inlet valve length was constant with 200 ° KW and 1 mm.
  • the optimum degree of delivery is given over the entire speed range shown for an opening time at about 335 ° KW (marked with diamonds and a triangle pointing downwards).
  • the residual gas contents remain relatively low at a maximum of 1.5% to 2500 rpm.
  • 4 shows the conditions for a turbocharged piston internal combustion engine (gasoline engine with direct injection).
  • the operating data when determining the diagrams stipulate that outlet opens at 165 ° KW and outlet closes at 351 ° KW.
  • the measured values for a constant inlet valve length at 185 ° KW and 1 mm stroke are indicated with square boxes.
  • FIG. 5 shows a schematic view of a piston internal combustion engine 18 with gas exchange valves 19 for a residual gas purging in a lower speed range.
  • An adjusting device 20 is connected to the gas exchange valves 19, wherein the adjusting device 20 for the inlet and outlet valves can be present separately or, as shown, also integrated.
  • the adjusting device 20 is coupled to an activation device 21, which can also be separate or integrated.
  • the adjusting device 20 and the activation device are preferably part of the sand of a valve control unit 22 which is seated on the gas exchange valves 21, for example.
  • the valve control unit 22 can, however, also be separate, at least from the adjusting device 20.
  • the valve control unit 22 is coupled to an engine control unit 24 via a bus system 23, in particular a CAN bus.
  • valve control unit 22 and / or the engine control unit 24 can have a prediction module 25.
  • opening or closing of at least the inlet valves can also be initiated.
  • Operating data can in turn be determined via a measuring device 26, via which it can be determined whether, for example, presettable conditions have been reached that justify initiating a residual gas purging in a lower speed range of the piston internal combustion engine.
  • An injection control 27, via which an injector 28 can be activated for direct fuel injection, is preferably also integrated in the engine control 24.
  • An injection profile, an injection quantity and also an injection duration can be injected into a combustion chamber in a manner adapted to the respective operating range.
  • An exhaust gas recirculation 29 is also shown schematically. This is activated in particular in an operating range in which residual gas purging is not carried out.
  • the piston internal combustion engine 18 According to one embodiment, only the opening times of the intake valves are set such that there is an overlap of the valve with a closing time of an associated exhaust valve in the lower speed range for purging the cylinder with residual gas before the charge is changed in the area of top dead center with fresh charge air.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne à piston à injection de carburant, en particulier à injection directe de carburant, comportant, pour chaque cylindre, au moins une soupape d'échappement, qui est en liaison avec un système d'évacuation des gaz d'échappement, et au moins une soupape d'admission, qui est en liaison avec un système d'admission d'air, et comportant également des moyens pour augmenter la pression de suralimentation dans le système d'admission d'air. Ce procédé se caractérise en ce qu'un dispositif de commande sert au réglage variable au moins des moments d'ouverture des soupapes d'admission, et que, dans la plage de vitesse de rotation inférieure, les moments pendant lesquels les soupapes d'admission sont ouvertes sont fixés de façon telle qu'il y a un chevauchement avec le moment d'ouverture des soupapes d'échappement correspondantes et qu'ainsi, le cylindre, avant l'échange de gaz, dans la zone du point mort haut, est balayé avec de l'air de suralimentation frais.
PCT/EP2004/011164 2003-10-06 2004-10-06 Procede d'optimisation du fonctionnement dans la plage de vitesse de rotation inferieure d'un moteur a combustion interne a pistons a suralimentation WO2005035958A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN2004800292108A CN1863993B (zh) 2003-10-06 2004-10-06 用于在低转速范围中使增压的活塞式内燃机的运作优化的方法
EP04790148A EP1673527A1 (fr) 2003-10-06 2004-10-06 Procede d'optimisation du fonctionnement dans la plage de vitesse de rotation inferieure d'un moteur a combustion interne a pistons a suralimentation

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DE10346747A DE10346747A1 (de) 2003-10-06 2003-10-06 Verfahren zur Optimierung des Betriebs einer aufgeladenen Kolbenbrennkraftmaschine im unteren Drehzahlbereich
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AT501678B1 (de) * 2006-06-29 2008-02-15 Avl List Gmbh Verfahren zum betreiben einer fremdgezündeten brennkraftmaschine
EP2206904A1 (fr) * 2007-11-06 2010-07-14 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de moteur à combustion interne
EP2389500A1 (fr) * 2009-01-22 2011-11-30 Volvo Lastvagnar AB Procédé et appareil d'actionnement variable de soupapes
WO2016120926A1 (fr) * 2015-01-26 2016-08-04 Toyota Jidosha Kabushiki Kaisha Moteur à mélange pauvre
WO2018074963A1 (fr) * 2016-10-19 2018-04-26 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne ii

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DE102009036530A1 (de) 2009-08-07 2011-02-10 Fev Motorentechnik Gmbh Verbrennungskraftmaschine und Verfahren zum Betrieb einer nach dem Otto-Prinzip arbeitenden Verbrennungskraftmaschine
FR2956699B1 (fr) * 2010-02-24 2012-07-27 Peugeot Citroen Automobiles Sa Estimation de la pression d'echappement d'un vehicule
US20130305707A1 (en) * 2011-01-24 2013-11-21 Toyota Jidosha Kabushiki Kaisha Control apparatus for supercharger-equipped internal combustion engine
CN102562274A (zh) * 2012-02-15 2012-07-11 麦镇荣 高效环保增压发动机
JP6015575B2 (ja) * 2013-06-28 2016-10-26 三菱自動車工業株式会社 エンジンの制御装置
DE102014001790A1 (de) 2014-02-12 2015-08-13 Fev Gmbh Bestimmung des Liefergrades von aufgeladenen Ottomotoren im Scavenging
DE102016004820A1 (de) * 2016-04-21 2017-10-26 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Steuern einer Brennkraftmaschine
SE541558C2 (en) * 2016-10-19 2019-10-29 Scania Cv Ab Method and system for controlling the intake and exhaust valves in an internal combustion engine
WO2018096589A1 (fr) * 2016-11-22 2018-05-31 マツダ株式会社 Dispositif de commande de moteur de type à auto-allumage par compression

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT501678B1 (de) * 2006-06-29 2008-02-15 Avl List Gmbh Verfahren zum betreiben einer fremdgezündeten brennkraftmaschine
EP2206904A1 (fr) * 2007-11-06 2010-07-14 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de moteur à combustion interne
EP2206904A4 (fr) * 2007-11-06 2012-04-18 Toyota Motor Co Ltd Dispositif de commande de moteur à combustion interne
US8201406B2 (en) 2007-11-06 2012-06-19 Toyota Jidosha Kabushiki Kaisha Control apparatus for internal combustion engine
EP2389500A1 (fr) * 2009-01-22 2011-11-30 Volvo Lastvagnar AB Procédé et appareil d'actionnement variable de soupapes
EP2389500A4 (fr) * 2009-01-22 2012-12-05 Volvo Lastvagnar Ab Procédé et appareil d'actionnement variable de soupapes
US8925315B2 (en) 2009-01-22 2015-01-06 Volvo Lastvagnar Ab Method and apparatus for variable valve actuation
WO2016120926A1 (fr) * 2015-01-26 2016-08-04 Toyota Jidosha Kabushiki Kaisha Moteur à mélange pauvre
JP2016138475A (ja) * 2015-01-26 2016-08-04 トヨタ自動車株式会社 リーンバーンエンジン
WO2018074963A1 (fr) * 2016-10-19 2018-04-26 Scania Cv Ab Procédé et système de commande d'un moteur à combustion interne ii

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DE10346747A1 (de) 2005-05-12
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CN1863993B (zh) 2012-10-10

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