WO2008000386A1

WO2008000386A1 - Homogenised injection method

Info

Publication number: WO2008000386A1
Application number: PCT/EP2007/005464
Authority: WO
Inventors: Philipp Adomeit; Knut Habermann
Original assignee: Fev Motorentechnik Gmbh
Priority date: 2006-06-30
Filing date: 2007-06-21
Publication date: 2008-01-03
Also published as: DE102006030213A1

Abstract

The invention relates to a method for operating a spark-ignition internal combustion engine. According to said method, a fuel is directly injected into a combustion chamber of a cylinder of the internal combustion engine, a fuel quantity to be supplied in an intake cycle being injected at least approximately proportionately to a quantity of fresh air flowing into the cylinder in parallel. The plurality of fuel injection rates are respectively adapted to the air mass flow rates. As the air mass flow rate increases, the injected fuel mass flow increases proportionately. The invention also relates to a corresponding internal combustion engine.

Description

20/06/2007

Homogenized injection process

The present invention relates to a method for operating a spark-ignited internal combustion engine as well as a combustion engine with a spark ignition.

Direct injection internal combustion engines with spark ignition, which operate on the Otto principle, have become in recent years more and more the state of the art in their implementation. By means of direct injection, power losses that can occur in chamber engines should be minimized. For this it is necessary that the injection can be adapted to the operating behavior of the engine. For example, this is described in DE 10 256 474 B3 a method in which on the one hand by means of a variable camshaft adjustment a valve overlap of the gas exchange valves of the internal combustion engine is set. On the other hand, a homogeneous operation of the internal combustion engine is to be made possible by the fact that the total fuel injection quantity is divided into two subsets. While a first subset is injected into an intake stroke, a second subset is to be injected into the compression stroke. A division ratio between the two subsets should be determined depending on the load range of the internal combustion engine.

Object of the present invention is to improve a homogenization in a combustion chamber of a direct-injection, spark-ignited internal combustion engine.

This object is achieved by a method having the features of claim 1 and by an internal combustion engine having the features of claim 22. Further advantageous embodiments and further developments are specified in the respective subclaims.

A method is proposed for operating a spark-ignited internal combustion engine, in which a fuel is injected directly into a combustion chamber of a cylinder of the internal combustion engine, wherein an amount of fuel to be supplied in an intake stroke is injected at least approximately proportional to a parallel flowing into the cylinder fresh air amount. The supply of the amount of fuel as a function of the incoming fresh air amount allows the homogenization already during and during the supply of both streams. By adapting the inflowing fuel flow to the 20/06/2007

flowing fresh air quantity can be achieved by, for example, a corresponding angle beam geometry of the injection jet in the supplied amount of fresh air distribution and homogenization, which takes place during the intake stroke.

It is preferably provided that at least approximately a total amount of fuel for a combustion cycle during the intake stroke is supplied. Due to the homogenization during the intake stroke due to the adaptation to the respectively momentarily incoming fresh air flow, it is possible to dispense with a distribution of the injection of the fuel quantity into different cycles of the internal combustion engine as far as possible. For example, it is provided that the amount of fuel to be supplied is injected at least approximately distributed over the entire intake stroke. However, there is also the possibility that this takes place only over a range of the intake stroke, in which case, however, a proportional injection to the instantaneously flowing fresh air mass flow takes place again.

A further embodiment provides that the total amount of fuel is injected divided into several sub-fuel quantities, this being done during the intake stroke. By injecting a plurality of partial quantities of fuel, these can each be adapted to the respective fresh air mass flow. This promotes homogenization. By dividing into different partial fuel quantities, the possibility exists of being able to compensate for an adaptation to too much or too little supplied fuel within the intake stroke. For example, this is a control control available, which is able to determine the degree of homogenization during the intake cycle.

In the following, in the context of this invention, the term control also means a control, so that an open as well as a closed control or regulation circuit can be made by the controller, for example, to achieve the desired degree of homogenization.

In addition to the amount of fresh air, which is received in a controller, is also preferably also turned off on the speed of the fresh air mass flow, in order to determine an approximately proportional amount of fuel can. Furthermore, a swirling and / or swirling property of the inflowing fresh air quantity can also be included in the determination of the fuel quantity to be supplied. Preferably, the influence of an exhaust gas recirculation in the determination of the amount of fuel to be supplied is also taken into account. In this way, it is possible to achieve a high degree of homogenization. 20/06/2007

tion to enable the current state during the intake stroke. In particular, this allows, viewed over the intake stroke, to be able to inject a different, but each momentarily adjusted fuel flow in the combustion chamber. This avoids in particular that although a total amount of fresh air, which is made available during a total intake stroke, only takes into account alone in the determination of the amount of fuel to be injected, a temporal component is not taken into consideration. Rather, for sufficient homogenization, it is advantageous that, with regard to time, reference is made to these time clocks, at least for individual time segments of the intake stroke and the respective accessory parameters, when a fuel mass flow to be injected is determined. In addition, there is the possibility, with a correspondingly accurate signal resolution, of being able to carry out an approximately simultaneous control or regulation at any time during the intake cycle.

A further embodiment of the proposed method provides that a clocked multiple injection takes place during the intake cycle. The multiple injection is again dependent on the supplied fresh air mass flow. In this case, for example, there is the possibility that a timing of the multiple injection is set with the same timing during a suction cycle. For example, this is possible at particularly high speeds. A further embodiment provides that a timing of the multiple injection is set with different timing cycles during a suction cycle. This is done, for example, at rather low speeds. In particular, the accuracy of the adapted fuel quantity can be adapted to the instantaneously flowing fresh air mass flow by setting the time cycle duration. This increases the degree of homogenization in the combustion chamber. In addition to the choice of a uniform timing of the multiple injection over an operating range of the internal combustion engine, there is also the possibility that an approximately continuous injection with a changing mass flow of fuel takes place via the intake stroke. This is particularly desirable at higher speeds when only a small time frame is available for a clock and thus the necessary inertial forces of the injector can not be overcome sufficiently and accurately enough. For example, it is then possible to switch to a stroke-controlled injection.

Furthermore, it is preferred that an additional amount of fuel is injected before completion of the intake stroke before ignition TDC. Preferably, this takes place only immediately before ignition TDC. In particular, it is considered that the additional fuel quantity, 20/06/2007

which is injected, is less than the injected fuel quantity during the suction cycle. According to a further development, it is provided that the fuel quantity is injected into the combustion chamber at a different angle during the intake stroke than an additional fuel injection before ignition TDC. In this way, the additional fuel amount can be used for the ignition itself, and in particular a resulting with the ignition transfer of the resulting flame front to the rest of the homogeneous mixture can be improved. For this purpose, it is provided, for example, that during operation of the internal combustion engine, a homogeneous cylinder filling takes place during the intake stroke, and before ignition an additional Kraftstoffeinspitzung takes place, an area in the combustion chamber of the cylinder in the vicinity of an ignition device with a lambda value whose value is greater than that prevailing at the time of the additional fuel injection in another area in the combustion chamber of the cylinder, in particular in the vicinity of a piston crown of the cylinder prevails. In this way, there should be the opportunity to create a greasy stratification, which has a better ignition by the spark ignition. Furthermore, this allows the homogeneous mixture to be arranged in a substoichiometric manner in the combustion chamber during the intake phase. For example, a region of the combustion chamber can be produced with a homogeneous mixture in which lambda is arranged in a range between 0.85 and 0.99. By means of the additional fuel injection supplied shortly before ignition, an area of lambda greater than 1 can provide sufficient fuel in an area of the combustion chamber arranged in a region of the spark plug which, in the further combustion, enters the homogeneous regions with lambda less than 1.

A further embodiment provides that, during operation of the internal combustion engine, an injection of the injected fuel quantity during the intake stroke is switched from an approximately proportional pulsed injection to an approximately continuous injection. For example, it is provided that in a low-speed operating range of the internal combustion engine, a quantity-proportional clocked injection and in a higher-speed operating range, a quantity-proportional, continuous, in particular stroke-controlled injection via the intake stroke.

Furthermore, there is the possibility that the internal combustion engine is operated in different operating ranges with different injection methods. For example, there is the possibility that in an operating range of the internal combustion engine, an injection of a large part of the fuel quantity only shortly before 20/06/2007

Ignition occurs while in another operating range, as proposed, the method provides a respectively adapted fuel mass flow over the intake stroke proportional to the respective incoming air mass flow.

Preferably, it is provided that the fuel injection is inhibited when a return flow from a partial flow of fresh air flowed into the cylinder in the intake stroke takes place when the inlet valve is open, in particular when a return inflow is detected. Preferably, a fuel injection is prevented before a return outflow.

In addition to the above-mentioned parameters, by means of which the fuel flow, is influenced by the intake stroke, a further adjustment of the injection via an intake stroke in response to an adjustment of a valve timing of the valves, in particular an exhaust valve. For example, this can be done selectively as well as over the entire internal combustion engine as part of a corresponding strategy. In particular, this can be done in cam-controlled valves via a camshaft adjustment as well as a cam adjustment itself, for example, continuously or in stages. It is also possible to use a completely variable valve train. For this purpose, for example, an electromagnetic valve train, an electrohydraulic valve train or another, continuously variable valve train can be used. This also makes it possible to allow valve overlaps, in particular of intake and exhaust valves, which are arranged to each other, for improving a purge as well as with respect to an internal exhaust gas recirculation in a cylinder.

In addition to the operation of the internal combustion engine in a lean operation, when the amount of fuel is injected in proportion to the amount of fresh air via the intake stroke, there is also the possibility of injecting the amount of fuel in another operating range of the internal combustion engine substantially outside of the intake stroke. This can also be done in lean operation.

According to a further aspect of the invention, a spark-ignition internal combustion engine is proposed, which has a direct injection of a fuel into a combustion chamber of a cylinder and has a control which determines an amount of fuel to be injected and its injection timing, and a device for determining a combustion chamber the internal combustion engine inflowing air quantity, a device for determining an operating parameter of a 20/06/2007

Crankshaft of the internal combustion engine and a control of the cylinder associated injection valve. The injection valve, at least approximately proportional to the inflowing air quantity, supplies an adapted amount of fuel distributed over an intake stroke to the combustion chamber.

According to one embodiment, it is preferably provided that the device for determining the operating parameter of the crankshaft is coupled to the control. In this way, it is possible that the control itself, at least in a controlled manner, for example, in emergency operation or even in normal operation, can initiate injection from the control.

Preferably, the injection valve is clocked controlled. In this way, it is possible that an approximate proportionality between the air flow rate and the fuel to be injected ström over the clock speed or clock frequency can be controlled at least. For example, there is the additional possibility that a stroke control is also made possible by the injection valve. In this way, in addition to a change in the injection stroke and thus the duration of the injection process and the available injection port and thus the injection mass flow can be changed via the stroke. A further embodiment provides that the injection valve is continuously proportional actuated. For example, this may be stroke controlled. By changing the stroke during the intake cycle, the fuel mass flow that is injected can thus be changed, adapted to the incoming air mass flow. For example, there is the possibility that the injection valve is actuated piezoelectrically. It is preferably provided that the injection valve is clocked as well as continuously proportional controllable. In this way, it is possible to make a clocking in one operating range and to inject a continuous amount of fuel flow in another operating range. The latter allows, especially at high speeds, an at least approximate compliance with the proportionality with the lowest possible energy consumption for the injection valve.

A further embodiment provides that the injection valve has different injection angles, which are released differently in different load range. In this way, it is possible, for example, for a homogeneously mixed area to be created in the combustion space and for a different distribution to be made in another operating area in the combustion space. Furthermore, there is the possibility that different injection angles are made possible with the injection valve in order, for example, to provide a homogeneous mixing region in the combustion chamber, on the one hand 20/06/2007

7

on the other hand, a non-homogeneous region, for example, with a lambda value greater than 1 can be overlaid.

Preferably, the controller is able to make as well as a regulation with respect to the injected fuel flow rate. For example, it can be provided for this purpose that one or more parameters relating to the fluid mass flows are recorded in real time. For example, a fuel mass flow can be measured directly for this purpose. It is also possible to determine the incoming air mass flow via a corresponding detection unit. For example, a Heißfileinuftmassenmesser or other meter for the air mass flow can be used. Furthermore, there is the possibility that a broadband lambda probe is linked to the controller, wherein a lambda value is received as an actual value in a regulation of the fuel to be injected. A further embodiment provides that a charging of the supplied air mass flow takes place. This can be done for example by means of a mechanical charge, by means of an exhaust gas turbocharger or other charging. In particular, such systems can also be present in a coupled manner, wherein these systems can be used together or separately in different operating areas. For example, it is provided that a mechanical supercharging and an exhaust gas turbocharger are each coupled to the controller in order to adapt an incoming air quantity to a required load condition, wherein the device detects an actual size of the air quantity and is available as the actual size of a regulation of the fuel to be injected provides. For example, if the air mass flow is too low or too high, the boost pressure may be lowered or increased. Again, a further development provides that an exhaust gas recirculation device is provided which provides an actual value of a recirculated exhaust gas flow to the control. This allows the consideration in the case of a control or regulation in terms of, for example, actually present oxygen, which sets in the mixture of recirculated exhaust gas flow and fresh air mass flow supplied. For example, for this purpose it is possible for corresponding oxygen contents to be assigned to respective recirculated exhaust gas streams via a map-based table. Furthermore, temperature-dependent or pressure-dependent variables can be included in the control or regulation, which have an effect on the setting of the fuel mass flow actually to be supplied, so that the proportionality with respect to the ratio to the air quantity is approximately maintained.

Further advantageous embodiments and developments will become apparent from the following drawings. The features illustrated in the individual figures are 20/06/2007

8th

not limited to the individual embodiments. Rather, they can be combined with other features other embodiments of the other figures or from the above description to further developments so or in a modified manner. In particular, the figures and their respective features and associated explanations are not to be construed restrictively. Show it:

1 is a first exemplary schematic representation of a proportional clocked injection process during a suction cycle,

2 shows a second schematic example of a clocked proportional injection process in the intake stroke at a higher speed,

3 is a schematic view of an example of a continuous course of injection, which is approximately proportional to the air mass flow during the intake stroke,

4 shows a continuous, approximately proportional injection during the intake stroke,

Fig. 5 is a schematic exemplary illustration of an internal combustion engine, and

Fig. 6 shows another exemplary schematic representation of an internal combustion engine with connected other units.

Fig. 1 shows a schematic representation of a first valve lift 1 of an exhaust valve and a second valve lift 2 of an intake valve, which are both associated with each other. As shown, the first valve lift and the second valve lift 1, 2 can do without overlapping. However, there is also the possibility that a valve overlap of inlet and outlet valves may be present. This is dot-dashed shown in addition. Furthermore, dashed lines show an air mass flow 3. This runs, as exemplified, approximately following the second valve lift of the intake valve. This is exemplified schematically for a speed of 2000 rpm. Furthermore, a plurality of fuel injection rates 4 are shown, which are each adapted to the air mass flow 3, in order to obtain an approximately proportional, preferably homogeneous mixture. The timing of the injection valve is constant. The injected fuel quantity, however, differs 20/06/2007

9

per bar. As the air mass flow increases, the injected fuel mass flow also increases proportionally. If the air mass flow drops above the intake stroke, the injected fuel mass flow also drops proportionately. Following the air mass flow, a pulsed injection is interrupted when a return flow of the incoming air mass flow results. This is indicated by a return flow 5, which extends in dashed lines below the X-axis. Furthermore, an additional fuel flow 6 is shown immediately before a spark ignition 7 and thus before TDC in the compression stroke. This can be done, for example, in a lower speed range below 3500 U / min. At a higher speed range, however, this additional fuel injection can be omitted, for example. In a valve overlap of inlet and outlet valves, the curves change with respect to the air mass flow 3 as well as with respect to the Krafftstoffteilmassenströme 4 with their timing.

Fig. 2 shows a schematic view of a representation, which sets an example at 6,000 U / min. Again, the first and the second valve lift 1, 2 are shown. However, the air mass flow 3 has now shifted in the direction of the closing time of the intake valve focus. Since the injected fuel flow flows in at least approximately proportionally over the intake stroke, this likewise means a shift in the center of gravity and adaptation of the individual partial fuel flows 4. An additional fuel mass flow is omitted in this embodiment by way of example.

Fig. 3 shows an example of a comparable situation as shown in FIG. 1. However, instead of a pulsed fuel injection, an approximately continuous fuel injection 8, which is oriented proportionally to the air mass flow 3, is provided. This is shown dotted. If a valve is used which is capable of injecting the fuel in proportion to the mass flow rate, but on the other hand can also be operated clocked, there is the possibility, for example, that an additional fuel mass flow, if necessary, takes place according to a timing during the compression stroke. It is also possible that a continuous, stroke-controlled additional fuel injection takes place.

Fig. 4 shows a comparable situation, as it was already apparent from Fig. 2. Again, a continuously proportional to the air mass flow 3 aligned fuel mass flow 8 is injected. As a result, an approximately proportional mixture formation in the combustion chamber can be created, which thus has approximately homogeneous mixing. 20/06/2007

10

Fig. 5 shows an exemplary embodiment of an internal combustion engine 9 in a section. A cylinder 10 of the internal combustion engine with a combustion chamber 11 has a spark ignition 12, preferably via a spark plug. The spark ignition is arranged for example approximately centrally in the cylinder 10. An inlet valve 13 is indicated schematically. By opening and closing it, the air mass flow entering the combustion chamber is supplied to the combustion chamber 11. The air mass flow can be supplied via a supply line 14, a recirculated exhaust gas mass flow. A device for determining the amount of air 15 may be arranged before or else in the flow direction of the supply line 14 below. If, for example, the recirculated exhaust gas mass flow can be detected by another measuring device, the mass flow entering the combustion chamber 11 can be determined from the measured values thus obtained. If an internal exhaust gas recirculation is carried out as part of a valve overlap, this can also be taken into account when calculating the mass flows and their proportionality. By means of the device 15 for determining the amount of air, a controller 16 shown only schematically can perform an evaluation of the recorded parameters. From this, a proportional injection is adjusted and an injection valve 17 is actuated accordingly. For example, this may be provided for this purpose either by a control 18 integrated in the control 16 itself or by a control 18 arranged separately therefrom, for example at the injection valve 17. For example, the driver 18 is able to determine separately from the controller 16, the ratio and / or the injection times or periods, with which the injection valve 17 is to be actuated. Preferably, a fuel can be injected via the injection valve 17 with at least two different jet angles. For example, these can be used independently of one another at different times and / or operating points. For example, in a first region 19 in combustion chamber 11, an approximately homogeneously held mixture may be present. This has been generated for example via a first beam 20. A second region 21, which is arranged in particular above the first region 19 in the combustion chamber, is generated, for example, via a second jet 22. In this second region 21, a higher lambda value is present than in the first region 19. In particular, the second region 21 is arranged in the immediate vicinity of the spark ignition 12. By contrast, the first region 19 is preferably arranged in the immediate vicinity of a piston crown. In this way, a stratification with respectively different lambda values and thus special ignition behavior can be formed during the intake cycle. 20/06/2007

11

FIG. 6 shows in another exemplary embodiment the internal combustion engine 9 from FIG. 5 of another schematic representation. To the internal combustion engine 9, a charge 23, a broadband lambda probe 24, an exhaust gas recirculation device 25 and a valve control circuit 26 is connected. The charge 24 may be, for example, a mechanical charge and / or an exhaust gas turbocharger. These can be connected in parallel as well as serially. They are in connection with an engine control unit 27, which receives, for example, a pressure as well as a temperature of the air mass flow before entering the internal combustion engine 9. For example, the motor controller 27 can provide an increase in the air mass flow as well as the pressure of the air mass flow via suitable measures in order to provide the required power on the one hand. On the other hand, it can also be influenced in the context of a control or regulating circuit to obtain a proportional mixture formation at least approximately in the combustion chamber of the internal combustion engine 9. For example, a temperature of the air mass flow, for example, via a charge air cooler can be influenced accordingly, or via a corresponding temperature of the air mass flow, which exits the charge 23. Furthermore, the engine control can receive signals from the wideband lambda probe 24, in particular the measured lambda values. These can be included in the regulation or control of a proportional injection behavior, in particular in the form of actual values. In addition, the detected temperature can also be included. It is also possible that via the exhaust gas recirculation device 25 on the one hand there is a temperature control of the incoming air mass flow. On the other hand, it gives the possibility of influencing the fuel rate to be injected. If there is still a high proportion of unburned or incompletely burned fuel in the recirculated exhaust gas mass flow, a corresponding reduction in the fuel mass flow to be injected can be provided. In particular, it is possible to provide an exhaust gas recirculation adapted to the injection behavior during the intake stroke. For example, the exhaust gas recirculation can take place only at a late time or at an early time of opening the intake valve. The control or regulation of a proportional fuel mass flow over the intake stroke is preferably carried out at least approximately in real time. For this purpose, provision can be made for one or more corresponding transducers for the fuel mass flow or the air mass flow to be provided on devices of the internal combustion engine 9. However, these are not shown in detail in detail. 20/06/2007

12

With the internal combustion engine shown schematically from FIG. 5 or FIG. 6, it is possible to provide corresponding control circuits or controls by using one or more control devices in conjunction with the engine control. These can each be self-sufficient, with the engine control unit only having a higher-level function. In this case, individual control units, for example, for a valve control in conjunction with an injection control autarkic functions are assigned, the engine control unit only sets conditions. For this purpose, the respective control unit can receive the information necessary for the autonomous use approximately in real time via a corresponding bus connection. Furthermore, this allows a failure safety and thus increased reliability, since functions can be transferred from one controller to the other, in particular so are redundant. With regard to the functionality of the engine control unit, this can be taken over by other control units. This is particularly advantageous in various injection methods in which, in addition to the proposed method, other conventional injection methods are used, in particular in the compression stroke.

Claims

20.06.2007Patentansprüche

1. A method for operating a spark-ignited internal combustion engine (9), in which a fuel is injected directly into a combustion chamber (11) of a cylinder (10) of the internal combustion engine (9), wherein one in a suction

Clock to be supplied fuel amount is injected at least approximately proportional to a parallel in the cylinder (10) inflowing amount of fresh air.

2. The method according to claim 1, characterized in that at least approximately a total amount of fuel for a combustion cycle during the intake stroke is supplied.

3. The method of claim 1 or 2, characterized in that the zuzufüh- rende fuel quantity is injected at least approximately distributed over the entire intake stroke.

4. The method according to claim 2 or 3, characterized in that the total amount of fuel is divided into several sub-fuel amounts injected.

5. The method according to any one of the preceding claims, characterized in that a temporal distribution of the fuel to be injected takes place via the intake stroke as a function of the amount of fresh air.

6. The method according to any one of the preceding claims, characterized in that a clocked multiple injection takes place during the intake stroke.

7. The method according to claim 6, characterized in that a timing of the multiple injection is set with the same timing during a suction cycle.

8. The method according to claim 6, characterized in that a timing of the multiple injection is set with different clock cycles during a suction cycle.

9. The method of claim 6, 7 or 8, characterized in that a uniform timing of the multiple injection over an operating range of the internal combustion engine (9) is selected. 20/06/2007

10. The method according to any one of the preceding claims, characterized in that an approximately continuous injection takes place with a changing fuel flow rate over the intake stroke.

11. The method according to any one of the preceding claims, characterized in that an additional amount of fuel is injected after completion of the intake stroke before ignition TDC.

12. The method according to claim 11, characterized in that the additional amount of fuel that is injected, is less than the injected amount of fuel during the intake stroke.

13. The method according to any one of the preceding claims, characterized in that the fuel quantity is injected during the intake stroke at a different angle in the combustion chamber as an additional fuel injection before ignition TDC.

14. The method according to any one of the preceding claims, characterized in that during operation of the internal combustion engine (9), a homogeneous cylinder filling takes place during the intake stroke, and before ignition

Additional fuel injection occurs, which creates an area in the combustion chamber of the cylinder in the vicinity of an ignition device with a lambda value whose value is greater than that prevailing at the time of the additional fuel injection in another area in the cylinder (10), especially in the vicinity of a piston crown of the cylinder (10) prevails.

15. The method according to any one of the preceding claims, characterized in that during operation of the internal combustion engine (9) an injection of the injected amount of fuel during the intake stroke of an approximately proportional clocked injection to an approximately continuous

Injection is changed.

16. The method according to any one of the preceding claims, characterized in that in a low-speed operating range of the Verbrennungskraftma- machine (9) is a quantity-proportional clocked injection and in an operating range with higher speed, a quantitative proportional, continuous injection over the intake stroke. 20/06/2007

17. The method according to any one of the preceding claims, characterized in that an adjustment of the injected amount of fuel in response to a recirculated via an exhaust gas recirculation exhaust gas flow takes place.

18. The method according to any one of the preceding claims, characterized in that a fuel injection is inhibited when a return flow of a partial flow of the into the cylinder (10) in the intake stroke fresh air flow occurs when the inlet valve is open.

19. The method according to any one of the preceding claims, characterized in that an adjustment of the injection via the intake stroke takes place in dependence on an adjustment of a valve timing of an exhaust valve.

20. The method according to any one of the preceding claims, characterized in that the internal combustion engine (9) is operated in a lean operation, when the amount of fuel is injected in proportion to the amount of fresh air via the intake stroke.

21. The method according to any one of the preceding claims, characterized in that the fuel quantity is injected in a different operating range of the internal combustion engine substantially outside the intake stroke.

22. internal combustion engine (9) with a spark ignition (12), a direct injection of fuel into a combustion chamber (11) of a cylinder (10) and a controller (16) which determines an amount of fuel to be injected and its injection timing, means for determining an in The combustion chamber of the cylinder (10) incoming air quantity and a device for determining an operating parameter of a crankshaft of the internal combustion engine (9), wherein the internal combustion engine (9) comprises a control (18) of the cylinder associated injection valve (17), wherein the

Injection valve (17) at least approximately proportional to the inflowing air amount an adapted amount of fuel distributed via an intake stroke feeds the combustion chamber.

23. internal combustion engine (9) according to claim 22, characterized in that the device for determining the operating parameter of the crankshaft is coupled to the control (18). 20/06/2007

24. internal combustion engine (9) according to any one of claims 22 or 23, characterized in that the injection valve (17) clocked is controlled.

25. Internal combustion engine (9) according to any one of claims 22, 23 or 24, character- ized in that the injection valve (17) is continuously proportional controlled.

26. Internal combustion engine (9) according to any one of the preceding claims, characterized in that the injection valve (17) is to be actuated piezoelectrically.

27. internal combustion engine (9) according to any one of the preceding claims, characterized in that the injection valve (17) has different injection angles, which are released differently in different load ranges ..

28. internal combustion engine (9) according to any one of the preceding claims, characterized in that a broadband lambda probe (24) with the controller (16) is linked, wherein a lambda value is received as an actual value in a regulation of the fuel to be injected ,

29. internal combustion engine (9) according to any one of the preceding claims, characterized in that a mechanical supercharging and an exhaust gas turbocharger are present, which are each coupled to the controller (16) to adapt an incoming air quantity to a required load condition, wherein the Set up an actual size of the air quantity and as an actual size of a

Provides control of the fuel to be injected.

30. internal combustion engine (9) according to any one of the preceding claims, characterized in that an exhaust gas recirculation device (25) is present, the an actual value of a recirculated exhaust gas flow of the controller (16) for

Provides.