WO2012045850A2 - Verfahren zum betreiben einer viertakt-brennkraftmaschine mit funkenzündung - Google Patents
Verfahren zum betreiben einer viertakt-brennkraftmaschine mit funkenzündung Download PDFInfo
- Publication number
- WO2012045850A2 WO2012045850A2 PCT/EP2011/067525 EP2011067525W WO2012045850A2 WO 2012045850 A2 WO2012045850 A2 WO 2012045850A2 EP 2011067525 W EP2011067525 W EP 2011067525W WO 2012045850 A2 WO2012045850 A2 WO 2012045850A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- injection
- crank angle
- fuel
- internal combustion
- combustion engine
- Prior art date
Links
Classifications
-
- 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
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
-
- 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
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
-
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/068—Introducing corrections for particular operating conditions for engine starting or warming up for warming-up
-
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
-
- 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
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
-
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the invention relates to a method for operating a four-stroke internal combustion engine with spark ignition and direct fuel injection in a combustion chamber, wherein at least two injections are performed at least in the warm-up area and / or warm operating condition of the internal combustion engine.
- Particles occur when fuels interact with cold components.
- the fuel accumulates on the components and can not evaporate before combustion.
- the flame reaches these points in the combustion chamber before the complete evaporation of the fuel. It is due to the extremely rich local combustion (inhomogeneity) soot. Therefore, significant improvements in particular in the mixture formation in the cold engine and at high loads, and transient processes are necessary.
- a major measure of the improvements can be achieved by multiple injections (multiple injections per combustion cycle). This technique is known per se both by diesel engines and gasoline engines.
- Spark-ignition internal combustion engines with direct fuel injection in which a first injection in an intake stroke and a further injection in the compression stroke is performed in at least one engine operating phase, are known from WO 05/103468 A, WO 05/100767 A or DE 10 236 856 A.
- a method for operating an Otto internal combustion engine in the four-stroke duty cycle is known, is injected for the mixture formation fuel for direct injection into a combustion chamber of at least one cylinder, wherein the internal combustion engine in a homogeneous operation, a shift operation or a multiple injection operation can be operated.
- the total fuel quantity for one working cycle is injected in a plurality of temporally successive partial injection processes with partial injection times respectively given by the engine control in accordance with predefined partial fuel amounts in the intake phase and / or in the compression phase and / or in the exhaust phase.
- the object of the invention is to reduce the particle emissions, in particular the particle mass and number, in spark-ignited internal combustion engines.
- this is achieved in that, preferably in a higher partial load or full load range, a first injection or its injection start in a first or second time window and a second injection or its injection start in a second or third time window is performed in the intake stroke, preferably per Time window only one injection takes place.
- the first time window is defined in a crank angle range between about 320 ° and 260 °
- the second time window a crank angle range between about 280 ° to 200 °
- the third time window in a crank angle range between 240 ° and 180 ° before top dead center of the ignition.
- a third injection or its beginning of injection during the third time window can be performed.
- the first Katalysatorsammlungzeit plus is thereby in a range between 300 ° to 240 ° crank angle
- the second Katalysatorsammlungzeitbine in a range between 260 ° and 200 ° crank angle
- the third Katalysatorsammlungzeitand in a crank angle range between 240 ° to 180 ° crank angle
- the fourth Katalysatorzeitposi in a crank angle range defined between 180 ° and 60 ° crank angle before top dead center of the ignition.
- the number of injections per duty cycle is not limited to the top and can be up to, for example, 20 injections per cycle.
- the injection of the fuel is carried out with an injection pressure of at least 50 bar, preferably a final injection at the latest 100 ° crank angle takes place before the top dead center of the ignition.
- a further reduction of the particle emission can be achieved if, in at least one defined operating range, preferably in the catalyst heating operating range and / or in a low-speed operating range Injection pressure is increased to 60 bar to 120 bar and when in at least one high-speed range, the injection pressure is increased to up to 300 bar.
- the necessary number of injections can be determined automatically as a quotient of required / calculated fuel quantity or injection time to minimum fuel quantity or injection time. This is necessary in order to comply with the undershooting of the minimum permissible, dependent on the injection valve, injection duration of a single injection.
- a counter is set to zero for the number of injections, at least before the initiation of the next switching operation, the counter is read by a control unit and compared with a defined minimum number of injections.
- a further reduction in particulate emissions can be achieved if per injection event a maximum of 4 mg fuel is injected during a minimum allowable injection duration, preferably between 0.3 to 0.5 milliseconds.
- a minimum allowable injection duration preferably between 0.3 to 0.5 milliseconds.
- the reduction of the static flow allows, compared to known injections, a division of the injection into several packets, since the cumulative injection duration increases.
- the minimum allowable injection duration (0.3 to 0.5 milliseconds duration) can be applied with a smaller amount (3 mg to 4 mg / injection instead of 6 mg to 8 mg (per injection)).
- a 6-hole injector has the advantage that it can be made flatter, ie with a lesser height.
- 6-hole injectors are generally used.
- This aim advantageously two injection jets direction spark plug.
- the sum of steel is preferably carried out oval, as the Charge movement affects the injection jets.
- the oval design reduces wall wetting.
- Particles occur when fuel interacts with cold components.
- the fuel accumulates on the components and can not evaporate before combustion.
- the flame reaches these regions in the combustion chamber before complete evaporation of the fuel. It thus arises due to the extremely rich local combustion (inhomogeneity) soot.
- a reduction of this penetration depth can be achieved by injection openings with the smallest possible diameter, in particular by reducing the holes in the perforated plate of a multi-hole injection valve, as well as short hole lengths of the holes.
- wetting of cold components can at least be reduced.
- a maximum of two injection jets (one injection jet per intake valve) of each injection touch an intake valve at the earliest 1 mm before the maximum valve lift.
- the upper and lower jets can be made with 10% to 20% less flow than the lateral jets.
- the charge movement can be increased to improve the mixture preparation.
- the selective adjustment of the ⁇ value in each cylinder can be performed by varying the injection cross sections of the injection openings of each injector and / or by selectively adjusting the drive signal of each injector. It is helpful to carry out single-A measurements and / or single carbon monoxide measurements for each cylinder, possibly using optical measurement techniques (assessment of combustion light due to soot in combustion).
- Another measure for reducing the particle emissions is the increase of the residual gas content in the cylinder, whereby an additional heating of the mixture and the walls takes place in the combustion chamber. As a result, when fuel on contract on the wall evaporation significantly accelerated.
- the fillings of the cylinders are not changed or very slowly, especially with small load changes.
- the change in the effectively delivered engine torque instead occurs with small load changes via firing angle shifts.
- Another measure for reducing particulate emissions is that during at least one acceleration operation of the internal combustion engine, the fuel mass introduced into the cylinder is increased by at least one additional injection, wherein the amount of fuel per injection event is kept constant. By avoiding the increase in the injection quantity per single injection, the admission of the fuel to components is reduced.
- an internal combustion engine with at least one cylinder, in which a combustion chamber limiting reciprocating piston is arranged, with at least one laterally fuel injection into a combustion chamber injection device, the piston is a piston recess and at least one, preferably two Has outlet valve pockets.
- the outlet valve pocket is separated from the piston recess by a web, wherein a center edge is preferably arranged between at least two outlet valve pockets normal to the longitudinal axis of the injector.
- the center edge is arranged on the side facing away from the injection device of the Auslisterventilstaschen and preferably expires in the Auslassventiltaschen.
- the invention will be explained in more detail below with reference to FIGS. Show it :
- Fig. 1 is a jet pattern of a centrally disposed injection device for
- FIG. 2 and FIG. 3 injection time window for multiple injection
- FIG. 4 shows a spray pattern of a laterally arranged injection device designed as a 7-hole injector for carrying out the method in an oblique view of a piston;
- FIG. 5 shows this jet pattern in a further oblique view
- FIG. 6 shows this jet pattern in a view from below
- Fig. 7 shows the detail VII of Fig. 5;
- FIG 9 shows a jet matrix of a 6 and a 7-hole injector.
- the injector 4 is for example a 6-hole injector 4a with six injection openings 71, 72, 73, 74, 75, 76 formed on the nozzle tip 7, wherein the sum beam 8 of all six injection streams Sl, S2, S3, S4, S5, S6 - in a spaced from the injector 4 normal plane ⁇ on the Injektorachse 4 ' considered - has an oval shape.
- Two injection jets S1, S2 aim in the direction of the ignition location 10 defined by a spark plug.
- Reference numerals 11 and 12 indicate intake or exhaust valves.
- the penetration depth of the injection jets Sl, S2, S3, S4, S5, S6, and the amount of fuel per injection event is kept as low as possible.
- the fuel is injected in the intake stroke in several time-separated injection packets. Only in Katalysatorterrorism stipulate and / or during the starting phase of the internal combustion engine, in addition to injections during the intake stroke at least one further injection during the compression stroke be necessary.
- EF1 320 ° - 260 ° crank angle KW before the top dead center of the ignition ZOT
- EF2 280 ° -200 ° crank angle KW before the top dead center of the ignition ZOT
- EF3 240 ° to 180 ° crank angle KW before the top dead center of the ignition ZOT
- At least one injection can take place in the compression stroke, wherein a final injection occurs at the latest about 100 ° crank angle KW before the top dead center of the ignition ZOT.
- Katalysator carving In Katalysator carving ceremonies are at least three, advantageously at least four injections during the Katalysatorsammlungzeitbine KEF1 (300 ° - 260 ° crank angle KW before the top dead center of the ignition ZOT), KEF2 (260 ° -200 ° crank angle KW before the top dead center of the ignition ZOT), KEF3 (240 ° to 180 ° crank angle KW before the top dead center of the ignition ZOT) and KEF4 (180 ° to 60 ° crank angle KW before the top dead center of the ignition ZOT) performed (Fig. 3). There may also be more than four injections, for example twenty injections.
- the individual injections may optionally take place with different injection quantities.
- the number of injections can be calculated automatically as a quotient of the required fuel quantity or injection time to the minimum fuel quantity or injection time.
- FIGS. 4 and 5 show a jet pattern 1 of an injector 4 arranged laterally in a cylinder head, which is designed as a 7-hole injector 4b, all of the beams S1, S2, S3, S4, S5, S6, S7 landing on one Piston well 13 of a piston 14 are directed.
- the surface of the piston 14 has outlet valve pockets 15 and inlet valve pockets 16, and a center edge 17 located between the two outlet valve pockets 15, which terminates in the outlet valve pockets 15.
- an outlet-side deflection edge 18 of a piston recess 13 of piston 14, known for example from EP 1 362 996 B1 can be as far as possible on the outlet side be relocated however, an intersection with the outlet valve pockets 15 should be avoided as far as possible. Rather, a web 13a should be formed between the outlet valve pockets 15 and the piston recess 13 in order to separate the outlet valve pockets 15 from the piston recess 13. The boundary of the laying thus usually forms the interaction with the outlet valve pockets 15. An excessive intersection of the deflecting edge 18 with the outlet valve pockets 15 would disturb the deflecting effect of the deflecting edge 18.
- the displacement of the deflecting edge 18 and the piston recess 13 increases the geometric distance between the piston surface and injection jets Sl, S2, S3, S4, S5, S6. An increase of this distance can also be achieved by a deeper piston recess 13 or possibly by a variable compression.
- the arrangement of the inlet valves 20 and the injection openings 71, 72, 73, 74, 75, 76, 77 of the injection device 4, for example a 7-hole injector 4b, are matched to one another such that only one jet S1, S2 per inlet valve 20 wets the inlet valve disk 21 at the earliest 1 mm before the maximum lift of the inlet valve 20.
- a view of the injection jets S1, S2, S3, S4, S5, S6 from the side of the piston to the inlet valve disk 21 is shown in FIG. Fig. 7 shows the wetting of the inlet valve plate 21 by an injection jet Sl in detail.
- all injections are carried out with an injection pressure of at least 50 bar, even at pulse or drag start, whereby the last or a single injection occurs at the latest 100 ° crank angle KW before the top dead center ZOT of the ignition.
- the particle emission can be further reduced, while the static flow of the injector 4 can be reduced.
- the reduction of the static flow allows a split of the injection into several packets as the cumulative injection duration increases.
- the minimum allowable injection duration typically 0.3 ms - 0.5 ms
- the minimum allowable injection duration can be used with smaller amounts (3 mg - 4 mg / injection instead of 6 mg - 8 mg / injection). It has been found that with a distribution of the injection to 6 or 7 injection openings 7, the best results can be achieved. Fig.
- FIGS Fig. 9 shows the division of individual injection openings 71, 72, 73, 74, 75, 76, 77 in the lateral position of the injector 4, wherein in one of the combustion chamber ceiling of the cylinder head upper portion of the injection device 4, two injection openings 71, 72 for upper injection jets Sl, S2, in a lower region of the injection device 4 facing away from the combustion chamber cover, two injection openings 74, 75 for lower injection jets S4, S5 and in lateral areas of the injection device 4 two injection openings 73, 76 for lateral injection jets S3, S6 are provided (see FIGS Fig. 9).
- a central injection opening 77 for a central injection jet S7 FIG. 8a).
- a typical jet matrix in a plane ⁇ normal to the longitudinal axis 4 'of the injector 4 at a defined distance from the injector 4 is shown for example in Fig. 9 for a 6 and a 7-hole injector 4a, 4b.6-hole injectors 4a have the advantage that they can be made very flat (with low height).
- the envelope 8 of all injection jets Sl, S2, S3, S4, S5, S6, S7 thus be flattened at a 6-hole injector 4a, as in a 7-hole injector 4b.
- the setting can be made, for example, via variable injection openings 71, 72, 73, 74, 75, 76, 77 of each injection device 4 or by changing the control signal of the injection device 4, wherein for each cylinder 3 individual ⁇ measurements and / or CO measurements can be performed. Also the use of optical measurement technology for assessing the combustion light due to sooting combustion may be advantageous.
- a further reduction in the number of particles can be achieved due to an increase in the residual gas content and thus an additional heating of the mixture and the walls in the combustion chamber 2. This is accelerated at fuel on contract to the wall combustion chamber 2, the evaporation.
- the fuel and air mass should not be changed or slowed down with a small load change.
- the change of the effectively delivered engine torque can take place in this time via a Zündwinkelverschiebung.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112011103383.4T DE112011103383B4 (de) | 2010-10-07 | 2011-10-07 | Verfahren zum Betreiben einer Viertakt-Brennkraftmaschine mit Funkenzündung |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATA1672/2010 | 2010-10-07 | ||
ATA1672/2010A AT508578B1 (de) | 2010-10-07 | 2010-10-07 | Verfahren zum betreiben einer viertakt-brennkraftmaschine mit funkenzündung |
Publications (2)
Publication Number | Publication Date |
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WO2012045850A2 true WO2012045850A2 (de) | 2012-04-12 |
WO2012045850A3 WO2012045850A3 (de) | 2012-07-19 |
Family
ID=43568317
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/EP2011/067525 WO2012045850A2 (de) | 2010-10-07 | 2011-10-07 | Verfahren zum betreiben einer viertakt-brennkraftmaschine mit funkenzündung |
Country Status (3)
Country | Link |
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AT (1) | AT508578B1 (de) |
DE (1) | DE112011103383B4 (de) |
WO (1) | WO2012045850A2 (de) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9394871B2 (en) | 2011-04-29 | 2016-07-19 | Volkswagen Aktiengellschaft | Method and device for injecting fuel into a combustion chamber |
DE102017107947A1 (de) | 2017-04-12 | 2018-10-18 | Volkswagen Ag | Strahlbild eines Mehrloch-Einspritzventils für Einspritzdrücke über 300 bar bei Ottomotoren mit zentraler Injektorlage |
DE102017208857A1 (de) | 2017-05-24 | 2018-12-13 | Volkswagen Aktiengesellschaft | Verfahren zum Betreiben einer Brennkraftmaschine, Brennkraftmaschine und Kraftfahrzeug |
CN111684151A (zh) * | 2018-01-23 | 2020-09-18 | Avl李斯特有限公司 | 火花点火式内燃机的运行方法 |
US11293372B1 (en) | 2020-09-30 | 2022-04-05 | Ford Global Technologies, Llc | Method and system for adjusting operation of a fuel injector |
DE102022106869A1 (de) | 2022-03-23 | 2023-09-28 | Volkswagen Aktiengesellschaft | Verfahren zum Betreiben einer mehrfach direkteinspritzenden Brennkraftmaschine und massenbasierter Umschaltung der Anzahl von Einspritzungen |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
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AT508578B1 (de) | 2010-10-07 | 2012-08-15 | Avl List Gmbh | Verfahren zum betreiben einer viertakt-brennkraftmaschine mit funkenzündung |
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DE10236856A1 (de) | 2002-08-07 | 2004-02-26 | Volkswagen Ag | Verfahren zur Anhebung einer Abgastemperatur einer Verbrennungskraftmaschine |
EP1362996B1 (de) | 2002-05-07 | 2004-12-15 | AVL List GmbH | Kolben für eine direkteinspritzende, fremdgezündete Brennkraftmaschine |
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US9394871B2 (en) | 2011-04-29 | 2016-07-19 | Volkswagen Aktiengellschaft | Method and device for injecting fuel into a combustion chamber |
DE102017107947A1 (de) | 2017-04-12 | 2018-10-18 | Volkswagen Ag | Strahlbild eines Mehrloch-Einspritzventils für Einspritzdrücke über 300 bar bei Ottomotoren mit zentraler Injektorlage |
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DE102017208857A1 (de) | 2017-05-24 | 2018-12-13 | Volkswagen Aktiengesellschaft | Verfahren zum Betreiben einer Brennkraftmaschine, Brennkraftmaschine und Kraftfahrzeug |
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CN111684151B (zh) * | 2018-01-23 | 2023-04-18 | Avl李斯特有限公司 | 火花点火式内燃机的运行方法 |
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DE102022106869A1 (de) | 2022-03-23 | 2023-09-28 | Volkswagen Aktiengesellschaft | Verfahren zum Betreiben einer mehrfach direkteinspritzenden Brennkraftmaschine und massenbasierter Umschaltung der Anzahl von Einspritzungen |
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Also Published As
Publication number | Publication date |
---|---|
AT508578A3 (de) | 2012-03-15 |
WO2012045850A3 (de) | 2012-07-19 |
AT508578A2 (de) | 2011-02-15 |
DE112011103383A5 (de) | 2013-07-11 |
DE112011103383B4 (de) | 2023-02-09 |
AT508578B1 (de) | 2012-08-15 |
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