WO2008095783A2 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2008095783A2
WO2008095783A2 PCT/EP2008/050793 EP2008050793W WO2008095783A2 WO 2008095783 A2 WO2008095783 A2 WO 2008095783A2 EP 2008050793 W EP2008050793 W EP 2008050793W WO 2008095783 A2 WO2008095783 A2 WO 2008095783A2
Authority
WO
WIPO (PCT)
Prior art keywords
throttle
internal combustion
combustion engine
throttle valve
injection device
Prior art date
Application number
PCT/EP2008/050793
Other languages
German (de)
English (en)
Other versions
WO2008095783A3 (fr
Inventor
Paul Kapus
Original Assignee
Avl List 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
Priority claimed from AT0020207A external-priority patent/AT502969B1/de
Priority claimed from AT5962007A external-priority patent/AT503081A3/de
Application filed by Avl List Gmbh filed Critical Avl List Gmbh
Priority to DE112008000333T priority Critical patent/DE112008000333A5/de
Publication of WO2008095783A2 publication Critical patent/WO2008095783A2/fr
Publication of WO2008095783A3 publication Critical patent/WO2008095783A3/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • 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
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • 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
    • 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
    • F02M69/046—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into both the combustion chamber and the intake conduit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/16—Indirect injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0272—Two or more throttles disposed in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/22—Control of the engine output torque by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to an internal combustion engine, in particular for a motorcycle, with at least one directly injecting into a combustion chamber of at least one cylinder first injector for direct fuel injection and at least one opening into an inlet flow path of the cylinder second injection device for indirect fuel injection, wherein at least one throttle valve is arranged in the inlet flow path , Furthermore, the invention relates to a method for operating an internal combustion engine, in particular for a motorcycle, with an automated transmission, wherein in the inlet flow two throttle valves are arranged one behind the other and wherein one of the two throttle valves is operated electronically by an electronic control unit and the other throttle manually by the driver ,
  • EP 1 555 403 A1 also discloses an internal combustion engine with direct and indirect injection, the injection jets of the injector injecting indirectly into the intake manifold being directed toward the mouths of the intake passage into the combustion chamber.
  • the injector is arranged for indirect fuel injection downstream of the throttle. This requires the throttle to be located further away from the intake ports. This results in a larger volume between throttle and inlet channel. As a result, the residual gas content in the cylinder increases at the partial load. The combustion stability decreases.
  • a second throttle which is controlled by a map.
  • the second throttle is used to release a smaller intake area during acceleration and at low loads than is mechanically predetermined by the driver at the first throttle.
  • the aim is to achieve improved drivability.
  • An internal combustion engine with a manually operated throttle valve and an electronically operable throttle valve is known for example from US 5,575,255 A.
  • the object of the invention is to avoid these disadvantages and to increase the combustion stability.
  • a further object of the invention is to simplify the switching process in an internal combustion engine with an automated transmission.
  • the throttle valve is arranged downstream of the second injection device.
  • the inlet flow path comprises an intake funnel, the second injection device being arranged upstream of the intake funnel and injecting fuel into the intake funnel. This allows the throttle to be positioned closer to the intake ports. The volume after the throttle valve and thus the residual gas content at the partial load decrease.
  • throttle flap is positioned directly at the beginning of the inlet channel arranged in the cylinder head.
  • the second injection device is arranged upstream of the intake funnel, that is to say relatively far away from the intake valves, the intake air is cooled by means of evaporation heat during the indirect fuel injection. This has an advantageous effect on the degree of delivery and engine performance.
  • the initial cross section of the inlet ducts approximately corresponds to the cross section of the throttle valve. This allows the throttle to be positioned closer to the intake valves.
  • the throttle valve can also be arranged directly in the cylinder head.
  • a second throttle valve upstream of a first throttle valve, a second throttle valve is arranged, which serves the better load control and the improvement of the acoustics. With the help of this second throttle, at least partial decoupling of the load control by the driver (throttle position) can take place.
  • the injection jet of the second injector is preferably oriented so that no liquid fuel contacts the suction tube walls, but the entire intake air flow is detected. This ensures maximum cooling of the air and the best possible evaporation.
  • the second injector serves to cool the fuel at full load and to cover large quantities of fuel at high speeds when the injection duration for the direct injection is too short.
  • the second injector is activated only from a certain load and a certain speed.
  • the first injection device covers the additional fuel requirement under transient load conditions (acceleration enrichment).
  • the second injector is used to cover the stationary demand for fuel needed to achieve maximum torque and maximum power. This ensures a very fast response of the internal combustion engine.
  • the second injector injects between 0% and a maximum of 50% of the injection quantity. It is injected via the second injector only the amount that can contribute to increasing the power density increase of the intake air through evaporative cooling.
  • a simplification of the switching process is achieved in that by means of the electronically operated throttle valve during a gear change operation or a starting operation, a predetermined by the electronic control unit torque reduction is performed with unchanged manual throttle.
  • a predetermined by the electronic control unit torque reduction is performed with unchanged manual throttle.
  • at least one clutch in the drive train depending on the driving condition, the vehicle speed and the throttle position is separated and is initiated by the electronically actuated throttle reduction of the engine torque at unchanged open mechanical throttle.
  • an automatic speed change operation is performed by the transmission control unit.
  • the clutch is opened by an automated clutch actuation.
  • a reduction of the engine torque is initiated by the additional electronic throttle with an open, mechanical throttle to prevent run-up of the engine due to the separation from the drive.
  • the engine speed may be controlled to a predetermined value, given the necessary functionality in the transmission or engine control unit.
  • the engine speed is controlled before or after completion of the gear change operation to a suitable value for the target gear.
  • the engine torque is adjusted to the demand torque by the electronically controlled throttle adjusted or increased according to a predetermined ramp until the torque required by the driver through the mechanical throttle valve is exceeded and thus the torque and engine control is again by the driver.
  • the electronic throttle may be fully opened to minimize intake losses.
  • a tracking of the mechanical throttle valve can be done to reduce a response time at an initiation of a switching operation.
  • the additional electronic throttle may be used to start-up to adjust the torque delivered by the engine to the required torque while the mechanical throttle position is unchanged while the clutch is engaged.
  • FIG. 1 shows an inlet flow path of an internal combustion engine according to the invention in a longitudinal section in a first embodiment
  • FIG. 2 shows an inlet flow path of an internal combustion engine according to the invention in a longitudinal section in a second embodiment variant
  • FIG 3 shows an inlet flow path of an internal combustion engine according to the invention in a longitudinal section in a further embodiment variant
  • Fig. 4 different engine parameters during a switching operation.
  • the figures each show an inlet flow path 1 of an internal combustion engine in a longitudinal section.
  • the intake flow path 1 has an intake funnel 2 and an intake passage 4 arranged in the cylinder head 3.
  • the inlet channel 4 opens into the combustion chamber 6 of a cylinder 7 via an inlet opening 5, which is controlled by an inlet valve (not further shown).
  • Reference numeral 8 denotes a spark plug opening into the combustion chamber 6.
  • a first injection device 9 opening directly into the combustion chamber 6 and a second injection device 10 are provided.
  • the second injection device 10 is upstream of a in the inlet flow mung 1 arranged throttle valve 11 and positioned upstream of the suction hopper 2, wherein the second injector 10 is directed into the intake hopper 2.
  • the second injection device can be designed as a multipoint injector.
  • the throttle valve 11 is positioned as close as possible to the intake valves.
  • the throttle valve 11 is arranged directly at the beginning of the inlet channel 4 formed by the cylinder head 3, whereby the residual gas content in the cylinder 7 can be lowered in the low part load range and thus the combustion stability can be increased.
  • the second injection device 10 in front of the intake funnel 2 serves above all to cover the full load power with the throttle valve 11 open. The air sucked in is cooled by the fuel injected via the second injection device 10 into the intake funnel 2.
  • the injection duration of the injecting directly into the combustion chamber 6 first injector 9 can be kept as short as possible at high speeds. Due to the long travel distance of the fuel injected via the second injection device 10 into the intake funnel 2 up to the intake valves, the intake air is cooled particularly well. This has a particularly advantageous effect on the degree of delivery and the performance of the internal combustion engine.
  • the initial cross section of the intake passage 4 approximately corresponds to the cross section of the throttle valve 11.
  • the throttle valve 11 can be positioned closer to the intake valves.
  • the throttle valve 11 can also be arranged directly in the cylinder head.
  • another throttle valve 11a may be arranged to serve the better load control and the improvement of the acoustics. With the help of this throttle valve IIa, at least partial decoupling of the load control by the driver (throttle position) can take place.
  • the injection jet of the second injector 10 is aligned so that no liquid fuel contacts the suction tube walls 12a of the suction tube 12, but the entire sucked air flow is detected. This ensures maximum cooling of the air and the best possible evaporation.
  • the second injector 10 is used for fuel cooling at full load and for covering large amounts of fuel at high speeds when the duration of injection for the direct injection is too short.
  • the second injector 10 is activated only from a certain load and a certain speed.
  • the first injector 9 covers the additional fuel requirement in transient load conditions (acceleration enrichment).
  • the second injector 10 is used to cover the steady need of fuel needed to achieve maximum torque and maximum power. This ensures a very fast response of the internal combustion engine.
  • the second injection device 10 injects between 0% and a maximum of 50% of the total injection quantity. It is injected via the second injector 10, only the amount that can contribute to increasing the power density increase of the sucked air by evaporative cooling.
  • the intake flow path 101 includes an intake funnel 102 and an intake passage 104 disposed in the cylinder head 103.
  • the inlet channel 104 opens into the combustion chamber 106 of a cylinder 107 via an inlet opening 105, which is controlled by an inlet valve (not further shown).
  • Reference numeral 108 denotes a spark plug opening into the combustion chamber 106.
  • a first throttle 111 manually operated by the throttle by the driver, and an electronically operable second throttle lilac, which is operated by an electronic control unit such as a transmission control unit, upstream thereof.
  • the second throttle valve is closed during the switching operation by the electronic control unit.
  • an intervention in the ignition and the injection of the internal combustion engine This allows a fully automatic upshift, without requiring the operator to operate the throttle lever, the connection between the throttle lever and throttle valve in a conventional manner via cable, so not electrically via cable occurs.
  • a predetermined by the transmission or engine control unit torque reduction can be made with open mechanically actuated first throttle valve 111 to perform an automatic switching operation or a starting process.
  • the transmission control unit detects the necessity of a gear change, the transmission control unit initiates an automated gear change operation. For this purpose, depending on the driving condition, the vehicle speed and the throttle position before the switching operation, the clutch is opened by an automated clutch actuation. While or after the completion of the clutch opening operation, a reduction of the engine torque is initiated by the additional electronic second throttle valve lila with an open mechanical first throttle valve 111 remains unchanged in order to prevent the engine from starting up due to the separation from the output.
  • the engine speed can be regulated to a predetermined value. In this case, the engine speed can be adjusted before or after completion of the gear change process to a suitable value for the target gear.
  • the engine torque is adjusted by the electronically controlled second throttle li la to the required torque or increased by a predetermined ramp until the torque required by the driver through the mechanical throttle valve is exceeded and thus the torque and engine control again happens by the driver.
  • the electronic second throttle valve can remain completely open in order to keep the intake losses low.
  • a tracking of the mechanical first throttle valve 111 can be performed in order to reduce the response time at an initiation of a switching operation.
  • the additional electronic second throttle li la can also be used to start to adjust during the engagement process delivered by the engine torque, with unchanged mechanical throttle position, to the required.
  • Fig. 4 the clutch position C, the throttle position T and the gear position G during a gear change operation over the time t is shown. It can be seen that the second throttle valve purple is already closed after the beginning of the opening of the clutch disconnection process and is only opened again after the gear change is completed, while the first throttle valve 111 remains in its unchanged position.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne un moteur à combustion interne destiné en particulier à une motocyclette, comprenant au moins un premier dispositif d'injection (9) qui débouche directement dans la chambre de combustion (6) d'au moins un cylindre (7) et sert à réaliser une injection directe de carburant; et au moins un deuxième dispositif d'injection (10) qui débouche dans une voie d'entrée de flux (1) du cylindre (7) et sert à réaliser une injection indirecte de carburant, la voie de d'entrée de flux (1) présentant au moins un papillon (11, 11a). Selon l'invention, pour augmenter la stabilité de combustion, le papillon (11, 11a) est disposé en aval du deuxième dispositif d'injection (10) dans le sens du flux.
PCT/EP2008/050793 2007-02-08 2008-01-24 Moteur à combustion interne WO2008095783A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112008000333T DE112008000333A5 (de) 2007-02-08 2008-01-24 Brennkraftmaschine

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AT0020207A AT502969B1 (de) 2007-02-08 2007-02-08 Brennkraftmaschine
ATA202/2007 2007-02-08
AT5962007A AT503081A3 (de) 2007-04-17 2007-04-17 Verfahren zum betreiben einer brennkraftmaschine
ATA596/2007 2007-04-17

Publications (2)

Publication Number Publication Date
WO2008095783A2 true WO2008095783A2 (fr) 2008-08-14
WO2008095783A3 WO2008095783A3 (fr) 2008-12-11

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ID=39319702

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/050793 WO2008095783A2 (fr) 2007-02-08 2008-01-24 Moteur à combustion interne

Country Status (2)

Country Link
DE (1) DE112008000333A5 (fr)
WO (1) WO2008095783A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3017167A1 (fr) * 2013-04-11 2016-05-11 Silicon Fire AG Procede et dispositif de réglage de puissance d'un moteur à combustion interne
DE102016203027A1 (de) 2016-02-26 2017-08-31 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5181493A (en) * 1990-05-25 1993-01-26 Yamaha Hatsudoki Kabushiki Kaisha Operation control device for in-cylinder injection engine
US5575255A (en) * 1993-12-28 1996-11-19 Nissan Motor Co., Ltd. Throttle control system for internal combustion engine
JPH10103118A (ja) * 1996-09-25 1998-04-21 Toyota Motor Corp 筒内噴射内燃機関の燃料噴射制御装置
DE19853375A1 (de) * 1997-11-20 1999-06-02 Avl List Gmbh Hubkolbenbrennkraftmaschine mit Fremdzündung
EP0943793A2 (fr) * 1998-03-17 1999-09-22 Nissan Motor Company, Limited Commande pour moteur à combustion interne à allumage par étincelle à injection directe
JPH11294242A (ja) * 1998-04-16 1999-10-26 Fuji Heavy Ind Ltd エンジンの燃料噴射制御装置
JP2004060474A (ja) * 2002-07-25 2004-02-26 Hitachi Ltd 内燃機関の燃焼制御装置
EP1555403A1 (fr) * 2004-01-19 2005-07-20 Toyota Jidosha Kabushiki Kaisha Moteur à injection directe dans le cylindre et dans le conduit d'admission à allumage commandé
EP1681460A1 (fr) * 2003-11-07 2006-07-19 Yamaha Hatsudoki Kabushiki Kaisha Dispositif d'alimentation en carburant et vehicule comprenant celui-ci

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5181493A (en) * 1990-05-25 1993-01-26 Yamaha Hatsudoki Kabushiki Kaisha Operation control device for in-cylinder injection engine
US5575255A (en) * 1993-12-28 1996-11-19 Nissan Motor Co., Ltd. Throttle control system for internal combustion engine
JPH10103118A (ja) * 1996-09-25 1998-04-21 Toyota Motor Corp 筒内噴射内燃機関の燃料噴射制御装置
DE19853375A1 (de) * 1997-11-20 1999-06-02 Avl List Gmbh Hubkolbenbrennkraftmaschine mit Fremdzündung
EP0943793A2 (fr) * 1998-03-17 1999-09-22 Nissan Motor Company, Limited Commande pour moteur à combustion interne à allumage par étincelle à injection directe
JPH11294242A (ja) * 1998-04-16 1999-10-26 Fuji Heavy Ind Ltd エンジンの燃料噴射制御装置
JP2004060474A (ja) * 2002-07-25 2004-02-26 Hitachi Ltd 内燃機関の燃焼制御装置
EP1681460A1 (fr) * 2003-11-07 2006-07-19 Yamaha Hatsudoki Kabushiki Kaisha Dispositif d'alimentation en carburant et vehicule comprenant celui-ci
EP1555403A1 (fr) * 2004-01-19 2005-07-20 Toyota Jidosha Kabushiki Kaisha Moteur à injection directe dans le cylindre et dans le conduit d'admission à allumage commandé

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3017167A1 (fr) * 2013-04-11 2016-05-11 Silicon Fire AG Procede et dispositif de réglage de puissance d'un moteur à combustion interne
DE102016203027A1 (de) 2016-02-26 2017-08-31 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine

Also Published As

Publication number Publication date
DE112008000333A5 (de) 2009-12-24
WO2008095783A3 (fr) 2008-12-11

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