DE1091378B - Control method for a mixture-compressing four-stroke internal combustion engine - Google Patents

Description

GERMAN

The invention relates to a control method for a mixture-compressing four-stroke internal combustion engine External ignition with a main combustion chamber and a connected via a constriction the Spark plug containing auxiliary combustion chamber, the volume of which is smaller or at least not significantly larger than that of the main combustion chamber at top dead center position of the piston, with over the entire Load range the amount of combustion air introduced into the cylinder remains approximately constant and only a change in the amount of fuel takes place, furthermore at least part of the amount of fuel during of the compression stroke is injected into the auxiliary combustion chamber, everything in such a way that in the entire load range there is always an ignitable mixture in the auxiliary combustion chamber and the mixture in the Main combustion chamber becomes poorer with decreasing load.

The control method according to the invention works in such a way that in a machine with introduction at least part of the combustion air or a fuel-air mixture via the auxiliary combustion chamber the ignitable mixture in this chamber in the entire load range is achieved in that the Fuel injection into the auxiliary chamber with regard to the injection quantity and / or distribution of the injection arc is changed accordingly in the crank diagram on the intake and compression stroke.

The difference between the method according to the invention and a previously proposed method lies in the way in which the amount of fuel is regulated. According to the invention, the fuel injection changed into the auxiliary combustion chamber, while in the older method the one directly into the main combustion chamber introduced: amount of fuel is changed. With the older method, the one in the antechamber remains The injected quantity is constant over the entire load range, since that is also the amount introduced into the auxiliary combustion chamber The amount of air is always the same and therefore the same ignitable mixture over the entire control range is present in the antechamber. The method according to the invention has the advantage that at part load a larger amount of fuel is saved than is possible with known methods.

In an advantageous embodiment of the method according to the invention, the entire amount of combustion air is Introduced via the auxiliary combustion chamber and the position of the injection arc in the crank diagram changed in such a way that with decreasing load the arc part lying in the compression stroke increases and the part of the arch in the intake stroke becomes smaller. This is illustrated below using Examples 1 to 5 and FIGS. 1 to 3 explained in more detail.

In one embodiment of the invention, control methods are used
for a gemis diver poet
Four-stroke internal combustion engine

Applicant:

Neil Otto Broderson,
Rochester, NY (V. St. A.)

Representative: Dr. W. Germershausen, patent attorney,
Frankfurt / M., Neue Mainzer Str. 49/51

Neil Otto Broderson, Rochester, NY (V. St. A.),
has been named as the inventor

Except for the load range that requires less than twice the idle fuel quantity that Half of the amount of fuel is injected into the auxiliary combustion chamber during the compression stroke and the other half during the intake stroke injected into the auxiliary combustion chamber or introduced into the combustion chambers as a fuel-air mixture will. This is also described in more detail below with reference to Examples 6 to 8 and FIGS. 4 and 5.

For an internal combustion engine in which part of the fuel is mixed with the combustion air in with increasing engine load, an increasing amount is introduced into the combustion chambers and the in the auxiliary combustion chamber injected fuel is fully adjusted during the compression stroke is injected, one changes according to the method according to the invention, the injection quantity and that with the Air introduced amount of fuel such that with decreasing load the percentage of the injection amount in the total amount increases more strongly than would be the case with a constant injection amount. This is explained in more detail below with reference to Examples 9 to 11.

For an internal combustion engine in which some of the fuel is mixed with the combustion air in with increasing engine load, an increasing amount is introduced into the combustion chambers and the in the auxiliary combustion chamber injected fuel amount is constant in the entire load range, is according to the The method according to the invention changed the position of the injection arc in the crank diagram in such a way that with decreasing load the one lying in the compression stroke

009 628/108

The arc part becomes larger and the arc part in the intake stroke becomes smaller. This is illustrated below using the Examples 12 to 14 are described in more detail.

The invention also includes an internal combustion engine for performing the above Control method with the indicator that the volume of the auxiliary combustion chamber 10 to 50% of the Volume of the entire combustion chamber at top dead center position of the piston.

The control method and the internal combustion engine according to the invention are illustrated with reference to the drawing explained in more detail below. In the drawing is

Fig. 1 is a section through the combustion chambers of the internal combustion engine along the line 1-1 of Fig. 2, in Seen in the direction of the arrows,

Fig. 2 is a section along the line 2-2 of Fig. 1,

Fig. 3 is a diagram of the operation of a four-stroke engine according to the invention,

4 shows a section through an internal combustion engine with a different configuration of the combustion chambers,

Fig. 5 is a diagram showing the relationship of fuel supply to piston position in a significant represents an exemplary embodiment of the invention, and

6 shows the air-fuel ratio in the main combustion chamber, in the auxiliary combustion chamber and in the whole Diagram showing the combustion chamber with details of the area prone to knocking.

In Figs. 1 and 2, 1 represents the walls forming the cylinder in which the reciprocating Piston 2 of a four-stroke internal combustion engine is housed. The reference number 3 shows a remote one Wall which, together with the cylinder head 4, forms an auxiliary combustion chamber 5. The main incinerator 6 is above piston 2. An inlet valve 7 is for the admission of air or a mixture of air and fuel is provided during the intake stroke of the piston, and this valve is To be timed as usual with four-stroke engines. The exhaust valve 8 is located in the cylinder head above the piston and also works as usual to prevent the combustion products from escaping during the exhaust stroke to allow. An ignition device 9 is located in the side wall 3 and extends into the auxiliary combustion chamber to the fuel-air mixture located therein between the compression stroke and to fire the power stroke when the piston is at or near top dead center. the The timing of the ignition is set in the usual way. An injection nozzle 10 is used to inject the fuel or a rich mixture of fuel and air into the auxiliary combustion chamber 5 or to spray in it. A fuel pump (not shown) provides metered and variable Amounts of fuel and injects them at certain time intervals through the nozzle into the auxiliary combustion chamber a. The amount of fuel injected and the injection period are adjustable Variables, as explained in more detail below.

During operation, air or a mixture of air and fuel is drawn through the during the intake stroke Inlet valve 7 sucked into the combustion chamber. This air is used to operate at low work rates not throttled, but sucked in unthrottled for all operating conditions.

At least part of the fuel used is fed into the auxiliary combustion chamber 5 through the nozzle 10 injected. An essential characteristic of the invention is the timing of the period for the injection of the fuel as well as the work performance required by the engine amount of fuel injected.

The fuel injector need not have the position shown if it is only so that the fuel is injected into the auxiliary combustion chamber. So she can z. B. at the neck-shaped narrowed Connection point of the main combustion chamber and the auxiliary combustion chamber are or

ίο in the side wall of the main combustion chamber Direction towards the auxiliary combustion chamber.

Fig. 3 graphically illustrates how a four-stroke engine is operated in accordance with the invention. The curve is sinusoidal and shows the position of the piston in relation to the flywheel. They are on the curve The time of ignition and the various periods of fuel injection are given.

If little work is required, such as when the engine is idling, very little fuel is required. Under these conditions, all of the fuel can be injected into the auxiliary combustion chamber during the compression stroke. So z. B. the fuel injection can be started at any point I and terminated at any point Y. All of the fuel thus injected remains in the auxiliary combustion chamber essentially as a result of the inflow of air from the main combustion chamber. The amount of fuel injected is adjusted so that at the time of ignition there is an easily combustible mixture next to the ignition point. The main combustion chamber contains essentially only air. This mode of operation makes it possible to have an ignitable, combustible mixture at the moment of ignition when the spark jumps over. This mixture is enough to keep the engine idling. The total fuel load is significantly less than would be required if the fuel were mixed with the air prior to introduction into the cylinder.

The mean time of fuel injection can be set as the point in the cycle at which half of the fuel has been injected into the combustion chamber. With respect to the fuel injected between I and I ', it can be represented by a point M in FIG. If the engine is to deliver a work output that increases up to a maximum value, the midpoint of the fuel injection period is brought forward. This can be achieved by bringing forward the point in time at which the injection begins, whereby the point in time at which the injection ends is kept the same, whereby at the same time the amount of fuel injected per work cycle is increased; or the mean timing of the fuel injection is brought forward simultaneously with an increase in the amount of fuel injected in some other suitable manner.

The period of fuel injection can be brought forward until the start of injection reaches point II reached on the curve, which is about 20% of the piston downward travel in the intake stroke. This point can can be achieved under full load operating conditions. Injection is preferred in all operating conditions does not finish until the compression stroke has begun, although it does on some engine designs It may be desirable, under some load conditions, to use all of the fuel on the intake stroke inject. If the last part of the injection is carried out during the compression stroke, so is the mixture in the auxiliary combustion chamber

be slightly fatter than that in the rest of the combustion chamber.

The following examples are explained with reference to FIGS. 1 and 2, in which the entire fuel in injected into the auxiliary combustion chamber and all air is supplied through this space.

example 1
Full load

In this example, it is assumed that the main combustion space 6 and the auxiliary combustion space 5 of the engine in Figs. 1 and 2 have the same volume when the piston is at top dead center where the sum of the volumes is one hundred and fifty arbitrary units. Further it is assumed that the suitable mixture for full load operation is 150 parts of air and 10 parts There is fuel in the entire combustion chamber.

The fuel injection is timed so that half of the fuel is used during the intake stroke of the piston and the remaining half is introduced during the compression stroke. At the At the end of the intake stroke, in 5 and 6, the mixture consists of 5 parts of fuel and 150 parts of air, i.e. a mixture of 30: 1. 5 parts of fuel are either direct during the compression stroke in the auxiliary combustion chamber or in the. Path of the mixture introduced by the piston from the main combustion chamber presses into the auxiliary combustion chamber. At the moment of ignition, the mixture is distributed as follows: In the main combustion chamber there are 2.5 parts of fuel introduced during the intake stroke and 75 parts of air (mixture 30: 1); In the auxiliary combustion chamber there are 7.5 parts of fuel, of which 2.5 parts are introduced in the intake stroke and 5.0 parts were added in the compression stroke, as well as 75 parts of air (mixture 10: 1). the Mixture distribution in the ignition moment is given in the following table:

Combustion
space Parts
air Share Brf
input
Suction cycle mnstofr
■ now in
Condemnation
cycle Air-
Fuel-
relationship Head-
auxiliary 75
75 2.5
2.5 5 30: 1
10: 1 All in all ... 150 5 5 15: 1

By changing the fuel injection timing with respect to the timing of the change from intake It is possible to compress almost any desired distribution ratio of the fuel between the to reach both combustion chambers, within the limits of a uniform one Fuel distribution in the entire combustion chamber up to a distribution in which there is no in the main combustion chamber and in the auxiliary combustion chamber all fuel is located. By injecting all of the fuel during the intake stroke results in an even distribution of the fuel within the entire combustion chamber. By injecting all of the fuel during the compression stroke essentially, no fuel in the main combustion chamber as the fuel is essentially all of the fuel remains in the auxiliary combustion chamber. Intermediate fuel distribution ratios are achieved by changing the fuel injection period such that the change from Suction to compression takes place during the injection period.

In the example above, only full load operation using an overall mixture of 15: 1 is described. The advantage of full load operation with two mixtures of different strengths in one Combustion chamber is one that bypasses knocking or at least minimizes it

ίο will. A Maintain a relatively rich mixture to ensure an instant burn while in the rest of the combustion chamber, away from the ignition device, there is a lean mixture that prevents knocking. This different Distribution is achieved with the supply of fuel and air in proportions that allow the highest work output result.

Example 2
Half load

In the usual intake internal combustion engines, which suck in a prefabricated air-fuel mixture from carburetors or the like, results from a reduction the amount of fuel without reducing the amount of air a lean mixture. Hence, when only 5 parts of fuel are added to 150 parts of air for poor work performance a 30: 1 mixture which is too lean to ignite satisfactorily, if at all. Man can reduce the amount of air entering the cylinder as the amount of fuel is reduced, throttle. However, this necessarily leads to a reduction in the volume of air in the cylinder to a correspondingly lower compression and reduces the conversion efficiency of the Thermal energy in useful output very much. In the engine of Example 1, it becomes the timing of fuel injection delayed so that all of the fuel (in this example 5 parts) during compression is introduced, the flammable mixture is on the immediately before the ignition moment. Auxiliary combustion chamber limited. At the moment of ignition, the fuel would then be distributed between the auxiliary and main combustion chambers as follows:

Combustion
space
50 Parts
air Parts Br <
input
Suction cycle : nnstoff
-sits in
Condemnation
cycle Air-
Fuel-
relationship Head-
auxiliary 75
75 - 5 15: 1 ⁵⁵ Total ... 150 - 30: 1

At the point of ignition in the auxiliary combustion chamber, there would then be an ignitable mixture of 15: 1. Only air would be trapped in the main combustion chamber. Since the fuel is only located in the vicinity of the ignition device in this way, a lean average mixture of 30 ¹ : 1 can be used effectively without having to accept a reduction in compression by throttling the air. Knocking is also avoided by ensuring that a lean mixture is present away from the ignition point, so that in front of the burning layer spreading from the ignition point the unburned mixture is always too lean to suddenly explode with the phenomenon of knocking.

Example 3
idle

This example forms a series with Examples 4 and 5. In these three examples, the following apply Conditions:

1. Volume of the whole
= 150 units.

Combustion chamber

2. Smallest amount of fuel required for idling = 2 parts.

3. Optimal mixture at the ignition point at the ignition moment = 15: 1.

The combustion chamber of the engine is dimensioned so that the least necessary for idling Amount of fuel at the moment of ignition as an air-fuel mixture of 15: 1 completely in the auxiliary combustion chamber is included. It is therefore necessary that the auxiliary combustion space is one fifth of the total volume of the combustion chamber at top dead center position of the piston or that it has a volume of 30 units. The arrangement of the chambers can be that shown in FIGS with appropriate adjustment of the relative sizes of rooms 5 and 6.

Under idling conditions, 2 parts of fuel are fed into the auxiliary combustion chamber during the compression stroke introduced. The table below shows the ignition moment in the combustion chamber prevailing conditions.

Combustion
space Parts
air Share Bre
input
Suction cycle nnstoff
now in
Condemnation
cycle Air-
Fuel-
relationship Head-
auxiliary 120
30th - 0
2 15: 1 All in all ... 150 - 2 75: 1

Great fuel savings are achieved under idle conditions, since in fact an average one Air-fuel mixture of 75: 1 is burned under the operating conditions without a proper one Fuel distribution is practically non-combustible.

Example 4
Partial load

It is believed that 6 parts of fuel are sufficient to power the engine of Example 3 to operate in the condition of medium work performance. The mean time of fuel injection is brought forward to 5 parts of fuel during the intake stroke and 1 part during the compression stroke be injected. At the moment of ignition, this results in a distribution of the as shown in the following table Fuel:

Combustion
space Parts
air Parts Bn
input
Suction cycle : nnstoff
-sits in
Condemnation
cycle Air-
Fuel-
relationship Head-
auxiliary 120
30th 4th
1 1 30: 1
15: 1 All in all ... 150 5 1 25: 1

An optimal air-fuel mixture of 15: 1 is maintained in the auxiliary combustion chamber and elsewhere in the combustion chamber a lean mixture of 30: 1.

Example 5

Full load

The uppermost limit of the work output of the engine, which in the presence of a mixture of 15: 1 im

ίο There is an ignition moment at the ignition device, is reached when 10 parts of fuel completely in the auxiliary combustion chamber during the intake stroke of the engine be injected. This results in essentially complete mixing and uniform distribution of the fuel reached with the air. At the moment of ignition the distribution of the mixture is between the two rooms that can be seen from the following table:

20th
Combustion
space Parts
air Parts Bn
input
Suction cycle «InstofF
• now in
Condemnation
cycle Air-
Fuel
relationship Head-
auxiliary 120
30th 8th ■ - 15: 1
15: 1 All in all ... 150 10 - 15: 1

In order to achieve maximum work performance with the lowest tendency to knock, it may be desirable be to keep the total amount of fuel injected slightly below 10 and the period of fuel injection around a: low to a point to delay where the last part of the fuel is injected during the compression stroke and in the is retained essentially in the auxiliary combustion chamber in order to maintain a mixture of 15: 1 there. The mixture in the main combustion chamber is then somewhat weaker and this results in knocking limited to a minimum.

In order to keep knocking to a minimum while working at the highest level, a slightly different setting of the mixtures existing in the two combustion chambers may be desirable to be provided. Provided that a total of 15: 1 mixture is desired, 10 parts can be used Fuel to be injected as follows: 8.75 parts during the intake stroke and 1.25 parts during the compression stroke. Then that would be at the moment of ignition Distribution under such operating conditions is as shown in the following table:

Combustion
space Parts
air Parts Bn
input
Suction cycle nnstoff
now in
Condemnation
cycle Air-
Fuel-
relationship 60 main
auxiliary 120
30th 7th
1.75 1.25 17.14: 1
10: 1 All in all ... 150 8.75 1.25 15: 1

There would be a relatively rich mixture of 10: 1 in the auxiliary combustion chamber and elsewhere in the combustion chamber a meager 17.14: 1.

The examples above are for simplicity

factors complicating the situation, such as diffusion and convection, are not particularly taken into account been drawn. These factors act in

ι oai 5i \ s

with regard to the principles applied: but not off. In practice, there is no clear demarcation between the mixtures in the main and auxiliary combustion chambers. Instead, there is between the two rooms an area in which the transition from one to the other mixing ratio is rather gradual. This is desirable as the combustion layer spreads through the combustion chamber therefore runs rather smoothly.

In general, it can be said that the fuel supplied during the intake stroke is evenly distributed over both spaces of the combustion chamber is distributed, while injected during the compression stroke Fuel essentially completely in the auxiliary combustion chamber is held back. In practice, however, this distribution may be possible because of the many possible Forms of double-volume combustion chambers, the position and mode of operation of the inlet and exhaust valves, the location of the fuel injector and other factors be. The most suitable construction of a combustion chamber for the application of the method according to of the invention for operating internal combustion engines, it should be the incoming air allow through all during the suction stroke of fuel injected into the auxiliary combustion chamber to ensure even distribution to effect this fuel within the entire combustion chamber.

In the engine shown in Fig. 4 is for the supply of air or air-fuel mixtures Care is taken both for the auxiliary combustion chamber and directly to the main combustion chamber. In Fig. 4 shows 11 the walls of the cylinder and 12 the piston of a four-stroke internal combustion engine The cylinder head 13 comprises a main combustion chamber 14 including a remote part, as with the usual L-head motors. In the remote part there is a main inlet valve 15 and a exhaust valve not shown. The cylinder head 13 is provided with an auxiliary head 16 which, for. B. in the Usual spark plug opening can be fitted. It forms an auxiliary combustion chamber 17 through which Passage 18 is connected to the main combustion chamber 14. The auxiliary head 16 is provided with a fuel injector 19, a spark plug 20 and an auxiliary intake valve 21 are provided. Become: air-fuel mixtures allowed through both valves during the intake stroke, both become the main intake valve 15 and the auxiliary inlet valve 21, preferably connected to a common line which is connected to a suitable device for mixing air and fuel is connected.

The following further examples relate to the operation of an engine of the type shown in FIG Type in which the volume of the auxiliary combustion chamber 20% of the volume of the entire combustion chamber when the piston is at the top Is dead center. The examples are also intended to specifically regulate the during the compression stroke show the proportion of fuel injected into the auxiliary combustion chamber. This is done in order to to achieve non-knocking mixtures in the main combustion chamber with all required work, an ignitable mixture is always present in the auxiliary combustion chamber.

It is assumed that the total volume of the combustion chamber corresponds to 150 weight units of air and that the critical knock zone comprises air-fuel mixtures from 10: 1 to 25: 1.

Example 6

Full load

At full load, half of the total fuel load is transferred to the combustion chamber during the intake stroke either by injection into the auxiliary space or by inlet into the chambers as a mixture with air, and half of the charge is injected into the auxiliary space during the compression stroke.

Combustion
space Parts
air Parts Br <
enter
Suction cycle : nnsto £ E
avenges
Condemnation
cycle Air-
Fuel-
relationship auxiliary
Head- 30th
120 1
4th 5 5: 1
30: 1 All in all ... 150 5 5 15: 1

Example 7 half load

At half load it becomes half of the total fuel load again supplied during the intake stroke and half into the auxiliary combustion chamber injected.

Combustion
space Parts
air Parts Bn
enter
Suction cycle : nnstoff
avenges
Condemnation
cycle Air-
Fuel-
relationship auxiliary
Head- 30th
120 0.5
2 2.5 10: 1
60: 1 All in all ... 150 2.5 2.5 30: 1

Example 8 idling

When idling, the entire fuel charge, which amounts to 20% of the fuel charge at full load, is transferred to the auxiliary combustion chamber during the compression stroke injected.

Combustion
space Parts
air Parts Bn
united
Suction cycle Minstoff
avenges
Condemnation
cycle Air-
Fuel-
relationship auxiliary
Head- 30th
120 - 2 15: 1
100% air All in all ... 150 2 75: 1

In Fig. 5, according to the conditions of Examples 6, 7 and 8, the change in time and the period of injection in relation to the angular position of the crank and piston stroke in a diagram shown.

Fig. 6 is a graph showing the change in air-fuel ratios with the Work performance in the main combustion chamber and in the auxiliary combustion chamber according to Examples 6, 7 and 8 can be seen. From this graph it is clear how to avoid that in the main and auxiliary combustion chambers at high loads, air-fuel mixtures of the critical knock zone available. This makes it possible, very much

009 628/108

it

high pressures and correspondingly increased work rates even with relatively sensitive fuels to apply without knocking.

The following further Examples 9, 10 and 11 describe a change in the process according to FIG Invention. After this, the incineration chambers increase as the workload increases increasing proportions of fuel are introduced with the air, and further proportions are entirely during the compression stroke injected into the auxiliary combustion chamber. The quantities injected in this way are thereby changed in relation to the total fuel supplied to in the auxiliary combustion chamber to obtain an ignitable mixture for every required work performance. The volume ratio of the combustion chambers and the assumed conditions are the same as in Examples 6 and 8.

Example 9
Full load

At full load, 96% of the fuel load is introduced into the combustion chambers with the air charge, and 4% of the fuel charge is put into the auxiliary combustion chamber during the compression stroke injected.

of the compression stroke is injected into the auxiliary combustion chamber.

5 combustion
space Parts
air Parts Bn
sucked in mnstoff
a
injected Air-
Fuel-
relationship auxiliary
₁₀ main 30th
120 0.75
3 1.25 15: 1
40: 1 All in all ... 150 3.75 1.25 30: 1

Combustion
space Parts
air Share Brt
sucked in : nnstofi
a
injected Air-
Fuel-
relationship auxiliary
Head- 30th
120 1.92
7.68 0.4 12.93: 1
15.62: 1 All in all ... 150 9.6 0.4 15: 1

The fuel-air ratios can of course, as mentioned in Example 5, be changed.

Example 10
Half load

At half load, 75% of the fuel load is introduced with the amount of air, and 25% is introduced during Example 11
idle

When idling, the entire fuel load, which is 20% of the fuel load at full load, as in Example 8, injected into the auxiliary combustion chamber during the compression stroke.

Examples 12, 13 and 14 describe a further modification of the process according to the invention. After that With an increase in the required work performance, increasing proportions of fuel with the air are in the combustion chambers, as in Examples 9 to 11, introduced, and constant amounts of fuel are injected into the auxiliary combustion chamber, the time of injection increasing with Work output is brought forward by the amount injected during the compression stroke to be changed and an ignitable mixture to be added in the auxiliary combustion chamber for every required work performance obtain. The volume ratio of the combustion chambers and the assumed conditions are the same as in Examples 6 to 11.

Example 12
Full load

At full load, 80% of the fuel charge is introduced into the combustion chambers with the air charge, and 20% of the fuel charge is injected into the auxiliary combustion chamber, three quarters during the intake stroke and a quarter during the compression stroke.

Combustion chamber Share air sucked in Parts of fuel
injected in
Suction cycle [compression cycle 0.5 Air fuel
relationship auxiliary 30th
120 1.6
6.4 0.3
1.2 0.5 12.5: 1
~ 16: 1 Head- 150 8.0 1.5 15: 1 All in all

Example 13

Half-load combustion chamber injected, with 37.5% of the 40%

At half load, 60% of the fuel is injected with during the intake stroke and

Air is introduced and 40% is added to the auxiliary 60-62.5% during the compression stroke.

Combustion chamber Share air sucked in Parts of fuel
injected in
Suction cycle [compression cycle 1.25 Air fuel
relationship auxiliary 30th
120 0.6
2.4 0.15
0.6 1.25 15: 1
40: 1 Head- 150 3 0.75 30: 1 All in all

ι uyι

Example 14
idle

At idle, the total fuel load, which amounts to 20% of the fuel load at full load, as in Examples 8 and 11 during the The compression stroke is injected into the auxiliary combustion air.

In order to make the explanation clear and simple, the invention is applied to an engine has been described with a single cylinder; of course, the invention also relates to Multi-cylinder internal combustion engines.

The fuel can be mixed with a small amount of air and injected through the nozzle. The amount of air used is preferably not sufficient for the fuel to form a flammable mixture.

The nozzle for injecting the fuel is not a particular subject of the invention. It can be any one of the well-known currently available fuel injectors, but it should preferably be be able to produce an extremely fine, almost gaseous fuel mist.

To carry out the control method, the internal combustion engine is equipped with devices for changing the amount of fuel injected per game, together with devices for changing the average Time of fuel injection, depending on the change in the work required by the engine. These devices are not the subject of the invention and can be of any known type be.

Claims (6)

Patent claims: 1. Rule procedure for a mixture-compressing four-stroke internal combustion engine with spark ignition with a main combustion chamber and an auxiliary combustion chamber containing the spark plug connected to it via a constriction, whose Volume smaller or at least not significantly larger than that of the main combustion chamber is the top dead center position of the piston, with the in the cylinder over the entire load range The amount of combustion air introduced remains approximately constant and only changes the Fuel amount takes place, furthermore at least part of the fuel amount during the compression stroke is injected into the auxiliary combustion chamber, everything in such a way that always in the entire load range there is an ignitable mixture in the auxiliary combustion chamber and the mixture in the main combustion chamber becomes poorer with decreasing load, characterized in that in one machine with the introduction of at least part of the combustion air or a fuel-air mixture the ignitable mixture in the entire load range via the auxiliary combustion chamber (5 or 17) this chamber is achieved in that the fuel injection into the auxiliary chamber with respect to Injection quantity and / or distribution of the injection arc in the crank diagram on the intake and compression stroke is changed accordingly. 2. Rule method according to claim 1 for an internal combustion engine, in which the entire Amount of fuel is injected into the auxiliary combustion chamber, characterized in that the entire Amount of combustion air introduced via the auxiliary combustion chamber and the position of the injection arc is changed in the crank diagram in such a way that with decreasing load that in the compression stroke The arch part lying on the ground becomes larger and the arch part lying in the intake stroke becomes smaller (examples 1 to 5 and Figs. 1 to 3). 3. Control method according to claim 1, characterized in that with the exception of that load range which requires less than twice the amount of idle fuel, half the amount of fuel is injected into the auxiliary combustion chamber (17) during the compression stroke and the the other half is injected into the auxiliary combustion chamber during the intake stroke or as a fuel-air mixture is introduced into the combustion chambers (Examples 6 to 8 and Figs. 4, 5). 4. Control method according to claim 1 for an internal combustion engine, in which part of the Fuel mixed with the combustion air in increasing with increasing engine load Amount is introduced into the combustion chambers and that injected into the auxiliary combustion chamber Fuel proportion is completely injected during the compression stroke, characterized in that that the injection amount and the amount of fuel introduced with the air are changed in such a way be that with decreasing load, the percentage of the injection amount of the total amount increases more than would be the case with a constant injection quantity (Examples 9 to 11). 5. Control method according to claim 1 for an internal combustion engine, in which part of the Fuel mixed with the combustion air in increasing with increasing engine load Amount is introduced into the combustion chambers and that injected into the auxiliary combustion chamber Fuel amount is constant in the entire load range, characterized in that the location of the injection arc in the crank diagram is changed in such a way that with decreasing load the im The arc part lying on the compression stroke becomes larger and the arc part lying in the intake stroke becomes smaller (Examples 12-14). 6. Internal combustion engine for performing the control method according to one of claims 1 to 5, characterized in that the volume of the auxiliary combustion chamber (5 or 17) 10 to 50% of the Volume of the entire combustion chamber at top dead center position of the piston. Considered publications: German Patent Nos. 391 788, 410 697,
790, 823 071; German patent application D 2334 Ia / 46 a ² (published on July 5, 1951); British Patent No. 639,634. Legacy Patents Considered:
German Patent No. 1 022 051. 1 sheet of drawings