WO2005038218A1 - Verfahren zum betrieb einer brennkraftmaschine - Google Patents
Verfahren zum betrieb einer brennkraftmaschine Download PDFInfo
- Publication number
- WO2005038218A1 WO2005038218A1 PCT/EP2004/010446 EP2004010446W WO2005038218A1 WO 2005038218 A1 WO2005038218 A1 WO 2005038218A1 EP 2004010446 W EP2004010446 W EP 2004010446W WO 2005038218 A1 WO2005038218 A1 WO 2005038218A1
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- WO
- WIPO (PCT)
- Prior art keywords
- valve
- changed
- operating modes
- internal combustion
- mode
- Prior art date
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Classifications
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- 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
- F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
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- 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
- F02B11/00—Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders
- F02B11/02—Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders convertible from fuel-air mixture compression to air compression or vice versa
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- 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
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- 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
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- 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
- F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
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- 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
- F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
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- 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
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- 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
- F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
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- 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
- F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
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- 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
- F02D41/403—Multiple injections with pilot injections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
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- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
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- 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
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- 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
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- 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
- F02D2041/002—Controlling intake air by simultaneous control of throttle and variable valve actuation
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
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- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the invention relates to a method for operating an internal combustion engine according to the preamble of patent claim 1.
- a combustion chamber in which fuel is burned is delimited by a longitudinally movable piston in each cylinder.
- the supply of fresh oxygen-containing gas for the combustion usually takes place via the inlet ducts of the cylinders, while the combustion exhaust gases are discharged via outlet ducts.
- the channels are controlled by intake valves and exhaust valves, which are actuated by a valve train to carry out the cyclical charge change.
- DE 198 52 552 C2 discloses a method for operating a four-stroke internal combustion engine, in which combustion exhaust gases are retained in the combustion chamber and, as a result of the temperature increase of the fuel / air mixture which is achieved thereby, a temperature during compression of the next working cycle of the respective cylinder. temperature of the compressed volume is reached in which the mixture ignites.
- the retention of combustion exhaust gases is achieved by undercutting the valve timing of the gas exchange valves, whereby the known method wants to control the valve undercut depending on the engine speed and load by means of an exhaust gas throttle valve that is effective for all combustion chambers.
- compression ignition as an internal combustion engine method with self-ignition of a homogeneous fuel / air mixture is carried out only in certain partial load ranges of the internal combustion engine due to special boundary conditions of this operating mode.
- DE 199 23 413 AI describes a method in which the compression ignition is to be carried out stably in a narrow part-load map area and an ottomotor ignition and combustion is provided for higher engine loads.
- the known method provides for a change between valve undercutting and valve overlap of the gas exchange valve control times by shifting a camshaft.
- the camshaft as a forced valve drive of the gas exchange valves should be switchable between a cam shape for valve overlap (petrol engine operation) and a cam shape for exhaust gas retention in compression ignition mode by means of a switch.
- No. 6,336,436 B1 discloses a method for changing the operating mode between spark ignition mode and compression ignition mode, in which the exhaust gas to be retained for the compression ignition mode is realized by changing the control times of the gas exchange valves by means of internal exhaust gas recirculation.
- the closing time of the exhaust valve is shifted in the "late" direction compared to the spark ignition mode.
- the opening time of the intake valve is brought forward, so that there is an overlap of the valve timing.
- the operating mode should alternatively be changed by a variably adjustable mechanism or by a camshaft with a plurality of cam profiles for the forced control of the respective valve activities of the operating modes.
- the known method provides for a change between the operating modes with a certain transition mode, in which stratified mixture formation is to take place by direct fuel injection during the compression stroke.
- a stable change of the combustion method is to take place, in which the transitional operation when changing between compression ignition and spark ignition extends over several work cycles. A long transitional operation is required, otherwise knocking phenomena and severe engine irregularity will result.
- the invention has for its object to provide a method for operating an internal combustion engine with a change between a spark ignition mode and a mode of operation with compression ignition, with which simple knocking and running irregularity of the internal combustion engine can be avoided, in particular when changing the operating modes.
- the opening stroke is increased when changing to spark ignition mode.
- various cam contours are provided for the spark ignition mode and the compression ignition mode, which can alternatively be used when switching between the operating modes by means of a switching element of the valve train and which effect the stroke switching according to the invention.
- the switching element can expediently be a switchable tappet of the gas exchange valve his. Shift rocker arms are also advantageous as a switching element. It has also proven to be advantageous to control the start of combustion in compression ignition mode by means of phase adjusters on the camshafts in addition to the switching element.
- the phase position of the opening process of the other type of valve is changed. If the mode change is controlled by switching only the valve stroke of the exhaust valve, the phase position of the opening process of the intake valve should be brought forward when changing to spark ignition mode, which improves the efficiency in the gasoline engine operation. Accordingly, when changing the operating mode from spark ignition operation to compression ignition operation, the phase position of the inlet valve should be shifted towards the "late" direction due to intermediate compression.
- the switchover to spark ignition mode is expediently accompanied by an adjustment of the angle of attack of a throttle element in the intake tract in order to ensure the stoichiometric mixture formation in spark ignition mode.
- the reduction of the valve lift of the intake valve alone can be advantageous, the phase position of the opening process of the exhaust valve being adjusted in the "late" direction, whereby the downward movement of the piston leads to exhaust gas being sucked back out of the exhaust port.
- the shift in the phase position of the exhaust valve is reversed when changing to spark ignition mode by advancing it accordingly, the pressure difference occurring in the intake port being able to be taken into account by appropriate correction of the throttle valve position.
- the opening stroke of both valve types is changed simultaneously, which results in an immediate transition from one combustion process to another.
- the position of the throttle element must be changed very widely when changing the operating mode, although a further stroke change is not required in the spark ignition mode.
- valve stroke leads to a sudden change in the composition of the combustion chamber mixture both when acting on only one valve and when changing the opening stroke of both types of gas exchange valve. In this way, depending on the valve lift, given corresponding amounts of exhaust gas, compression ignition operation is enabled or alternatively overridden.
- FIG. 1 is a schematic longitudinal section of a reciprocating piston internal combustion engine
- Fig. 4 is a graphical representation of the stroke curves when switching over both gas exchange valves when changing the operating mode.
- FIG. 1 shows a reciprocating piston internal combustion engine 1, in the cylinders 2 of which a longitudinally movable reciprocating piston 3 is arranged which delimits a combustion chamber 4, which is closed off by a cylinder head 5 placed on the cylinder 2.
- a mixture of fuel and combustion air is formed in the combustion chamber 4 and burned to drive the reciprocating piston 3.
- At least one inlet duct 13 and one outlet duct 14 are formed in the cylinder head 5, oxygen-rich fresh gas being supplied through the inlet duct 13 and the combustion exhaust gases being removed from the combustion chamber through the outlet duct 14.
- gas exchange valves 6, 7 are provided, which are driven by a valve train 26 and cyclically open the inlet channel 13 in the manner of the four-stroke method or open the outlet channel 14 with respect to the outlet valve 7.
- each cylinder is assigned an injector 10, which is arranged in the cylinder head 5 and emits a fuel jet 11 directly into the combustion chamber 4.
- an intake manifold injector 12 is provided, which emits fuel into the inlet duct 13.
- the direct injection injector 10 and the intake manifold injector 12 are fed by fuel lines 15, 16 of a fuel pump 18, which is supplied from a fuel tank 20 via a feed line 17.
- the fuel pump is designed as a high-pressure pump and provides the direct injection valve 10 with fuel under a high injection pressure.
- the arrangement of a prefeed pump 19 in the feed line 17 is expedient.
- the fuel metering is set by a control unit 9 as a function of the operating point of the internal combustion engine, which is connected to the intake manifold injector 12 via a signal line 22 and to the direct injection valve 10 via a signal line 23 in order to transmit injection commands.
- the control unit determines the present operating point of the internal combustion engine as a function of continuously measured operating parameters, namely in the present exemplary embodiment the load L and the speed n der Internal combustion engine 1, and takes the control values stored there to determine the operating point and the associated control commands from a map memory 21.
- the control unit 9 also adjusts the position of a throttle valve 24 arranged in the inlet duct 13.
- the mixture in the combustion chamber 4 is configured by the setting of the throttle valve 24 and the effects thus achieved on the fresh gas flow and the pressure in the inlet duct 13 and the injection parameters for metering the fuel.
- a lean mixture formation with, for example, stratified mixture formation by direct fuel injection during the compression stroke of the piston 3 or homogeneous mixture formation with a stoichiometric mixture composition can take place.
- the internal combustion engine is operated in higher load ranges with spark ignition in the manner of an Otto engine, the mixture formed in the combustion chamber 4 being ignited by the ignition spark of a spark plug 8 arranged in the cylinder head 5.
- Operation with compression ignition is provided in lower to medium load ranges.
- this mode of operation which can also be referred to as a room ignition process, by adjusting the control of the gas exchange valves 6, 7, combustion exhaust gas in the combustion chamber 4 is retained to be admixed with the fresh gas of the next cycle so that the combustion chamber temperature rises and self-ignition by the compression by the Piston 3 heated charge can be done.
- the control unit 9 acts in this way on the correspondingly adjustable valve train 26 of the gas exchange valves 6, 7.
- a variably adjustable valve train for example an electromechanical or electro-hydraulic valve control
- the valve train 26 with which the control times, ie opening and closing times and thus the opening time of the gas exchange valve, tiles are adjustable as needed.
- a cam control is provided as the valve drive 26, in which control cams 27 driven by a camshaft, with their cam contours, lift the gas exchange valves cyclically from their valve seat.
- the cam valve drive 26 is provided with switching means described in more detail below.
- the composition of the working gas in the combustion chamber 4 is changed when the operating mode is changed by changing the valve lift of at least one of the gas exchange valves 6, 7.
- the gas exchange valves 6, 7 are controlled by a cam valve drive 26, different cam contours 27 being provided for the spark ignition mode and the compression ignition mode.
- the valve train 26 comprises a switching element which alternatively uses the cam contours 27 in the respective operating modes.
- the switching element can be a switchable tappet or a shift rocker arm.
- the control unit influences the mixture formation by varying the setting angle of the throttle valve in order to ensure stoichiometric mixture ratios and throttled compression ignition mode in the spark ignition mode.
- Fig. 3 shows the lift curves of the exhaust valve and the intake valve when switching the operating mode by changing the valve lift of the intake valve.
- the opening stroke of the intake valve is reduced when switching from spark ignition mode to RZV mode.
- This embodiment of the method according to the invention is particularly advantageous for realizing a return suction of exhaust gases from the outlet duct.
- the phase position of the opening process of the exhaust valve in compression ignition operation can be shifted very far in the direction of the phase position of the intake valve, as a result of which the piston, during its downward suction movement, sucks previously exhausted exhaust gas back out of the exhaust duct into the combustion chamber.
- the phase position ⁇ of the exhaust valve is brought forward again in the direction of the arrow.
- FIG. 4 shows a third embodiment of the method according to the invention, the opening stroke of both the exhaust valve and the intake valve being changed when the operating mode is changed.
- the valve strokes of both valves are reduced.
- a change in the phase position is not necessary when changing the operating mode, however, the position of the throttle valve must be rapidly changed significantly due to the immediately occurring strong change during the gas exchange phase in order to ensure the stoichiometric mixture ratios in spark ignition mode.
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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)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US11/403,563 US7318427B2 (en) | 2003-10-16 | 2006-04-13 | Method for operating an internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10348138.9A DE10348138B4 (de) | 2003-10-16 | 2003-10-16 | Verfahren zum Betrieb einer Brennkraftmaschine |
DE10348138.9 | 2003-10-16 |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/403,563 Continuation-In-Part US7318427B2 (en) | 2003-10-16 | 2006-04-13 | Method for operating an internal combustion engine |
Publications (1)
Publication Number | Publication Date |
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WO2005038218A1 true WO2005038218A1 (de) | 2005-04-28 |
Family
ID=34428438
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/EP2004/010446 WO2005038218A1 (de) | 2003-10-16 | 2004-09-17 | Verfahren zum betrieb einer brennkraftmaschine |
Country Status (3)
Country | Link |
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US (1) | US7318427B2 (de) |
DE (1) | DE10348138B4 (de) |
WO (1) | WO2005038218A1 (de) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2910054A1 (fr) * | 2006-12-15 | 2008-06-20 | Renault Sas | Moteur a combustion interne a allumage commande et procede de commande d'un tel moteur |
EP2628916A1 (de) * | 2010-10-15 | 2013-08-21 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Motor mit brennstoffeinspritzung über einen ansaugkanal |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004034505B4 (de) * | 2004-07-16 | 2018-01-04 | Daimler Ag | Verfahren zum Betrieb einer Brennkraftmaschine |
DE102005031241A1 (de) * | 2005-07-01 | 2007-01-04 | Fev Motorentechnik Gmbh | Variabler Ventiltrieb einer Kolben-Brennkraftmaschine |
JP2008291720A (ja) * | 2007-05-23 | 2008-12-04 | Honda Motor Co Ltd | 内燃機関の制御装置 |
US7963268B2 (en) * | 2008-03-11 | 2011-06-21 | GM Global Technology Operations LLC | Control strategy for transitions between homogeneous-charge compression-ignition and spark-ignition combustion modes |
DE102009014086A1 (de) | 2009-03-23 | 2010-09-30 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Brennkraftmaschine |
DE102009014087A1 (de) | 2009-03-23 | 2010-09-30 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Brennkraftmaschine |
US9074551B2 (en) * | 2011-07-13 | 2015-07-07 | GM Global Technology Operations LLC | Method and apparatus for engine operation in homogeneous charge compression ignition and spark ignition |
US11053838B2 (en) * | 2014-11-06 | 2021-07-06 | Westport Fuel Systems Canada Inc. | Combustion chamber geometry |
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WO1999042718A1 (en) * | 1998-02-23 | 1999-08-26 | Cummins Engine Company, Inc. | Premixed charge compression ignition engine with optimal combustion control |
DE19810935A1 (de) * | 1998-03-13 | 1999-09-16 | Daimler Chrysler Ag | Verfahren zum Betrieb einer im Viertakt arbeitenden Hubkolben-Brennkraftmaschine |
DE19818596A1 (de) * | 1998-04-25 | 1999-11-25 | Daimler Chrysler Ag | Verfahren zum Betrieb einer im Viertakt arbeitenden Hubkolbenbrennkraftmaschine |
DE19852552A1 (de) * | 1998-11-13 | 2000-05-25 | Daimler Chrysler Ag | Verfahren zum Betrieb eines im Viertakt arbeitenden Verbrennungsmotors |
DE19923413A1 (de) * | 1999-05-21 | 2000-11-30 | Daimler Chrysler Ag | Verfahren zum Betrieb einer im Viertakt arbeitenden Hubkolben-Brennkraftmaschine mit wechselnder Kompressions- und Fremdzündung |
US20010015192A1 (en) * | 2000-01-25 | 2001-08-23 | Tomonori Urushihara | System and method for auto-ignition of gasoline internal combustion engine |
US6336436B1 (en) * | 1999-09-14 | 2002-01-08 | Nissan Motor Co., Ltd. | Compression autoignition gasoline engine |
US20020011233A1 (en) * | 1998-03-09 | 2002-01-31 | Hitachi, Ltd. | Premixed-compression-ignition internal combustion engine and method of controlling the same |
US6425367B1 (en) * | 1999-09-17 | 2002-07-30 | Nissan Motor Co., Ltd. | Compression self-ignition gasoline internal combustion engine |
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DE19602013C2 (de) * | 1996-01-20 | 2003-10-30 | Ina Schaeffler Kg | Zylinderkopf einer Brennkraftmaschine mit einem auf unterschiedliche Ventilhübe schaltbaren Ventiltrieb |
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2003
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2004
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2006
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FR2910054A1 (fr) * | 2006-12-15 | 2008-06-20 | Renault Sas | Moteur a combustion interne a allumage commande et procede de commande d'un tel moteur |
EP2628916A1 (de) * | 2010-10-15 | 2013-08-21 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Motor mit brennstoffeinspritzung über einen ansaugkanal |
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Also Published As
Publication number | Publication date |
---|---|
DE10348138A1 (de) | 2005-05-12 |
US7318427B2 (en) | 2008-01-15 |
DE10348138B4 (de) | 2016-09-15 |
US20060201489A1 (en) | 2006-09-14 |
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