DE102024002201A1 - Method for operating an internal combustion engine of a motor vehicle - Google Patents

Abstract

The invention relates to a method for operating an internal combustion engine (10) of a motor vehicle, in which the internal combustion engine (10) has at least one combustion chamber (22), an injection element (24) associated with the combustion chamber (22) by means of which fuel can be injected into the combustion chamber (22), and a pre-chamber spark plug (28) associated with the combustion chamber (22), which has a pre-chamber (30) fluidically connected to the combustion chamber (22) via several openings (32), into which at least a portion of a fuel-air mixture comprising fuel and air can be introduced from the combustion chamber (22) via the openings (32), wherein in a first operating range of the internal combustion engine (10), which is operated in the first operating range with at least one first load and at least one first speed, exactly one injection process is carried out within each working cycle of the internal combustion engine (10), in which exactly a quantity of fuel is injected into the combustion chamber (22) by means of the injection element (24). the combustion chamber (22).

Description

The invention relates to a method for operating an internal combustion engine of a motor vehicle according to the preamble of claims 1, 4 and 9 respectively.

The DE 10 2020 007 477 A1 discloses a method for operating an internal combustion engine for a motor vehicle. Furthermore, the DE 10 2018 007 093 A1 A pre-chamber spark plug for a combustion chamber of an internal combustion engine is known to exist, comprising a pre-chamber with several openings which can be fluidically connected to the combustion chamber via these openings. A fuel-air mixture can be introduced from the combustion chamber into the pre-chamber via these openings. Furthermore, the DE 10 2019 126 964 A1 a method for operating a spark-ignited four-stroke reciprocating internal combustion engine is known.

The object of the present invention is to provide a method for operating an internal combustion engine of a motor vehicle, such that a particularly advantageous operation of the internal combustion engine can be achieved.

This problem is solved by a method with the features of claim 1, by a method with the features of claim 4, and by a method with the features of claim 9. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

A first aspect of the invention relates to a method for operating an internal combustion engine, also referred to simply as a motor, internal combustion engine, or combustion power unit, of a motor vehicle, also referred to simply as a vehicle. Preferably, the motor vehicle is a motor car, in particular a passenger car. Preferably, the internal combustion engine is a four-stroke engine. Most preferably, the internal combustion engine is a reciprocating piston engine, i.e., a reciprocating piston machine. Preferably, the method provides that the motor vehicle is driven by means of the internal combustion engine. For example, the internal combustion engine has an output shaft, in particular a crankshaft, via which drive torques for driving the motor vehicle can be provided by the internal combustion engine, or are provided in the method. The internal combustion engine has, for example, an engine housing, wherein the output shaft is rotatable about an output shaft axis relative to the engine housing. In particular, it is provided that in the method the output shaft rotates around the output shaft axis relative to the engine housing, especially at a speed that is also referred to as the speed of the output shaft or the speed of the internal combustion engine.

In this process, the internal combustion engine has at least one combustion chamber. The combustion chamber is, for example, partially bounded by a cylinder, which may form the engine housing. Furthermore, the combustion chamber is partially bounded by a piston arranged within the cylinder so as to be translationally movable. The piston is, for example, articulated to the output shaft via a connecting rod, such that translational movements of the piston occurring within the cylinder, relative to the engine housing, can be converted into a rotational movement of the output shaft relative to the engine housing and about the output shaft's axis of rotation. In particular, the piston is translationally movable within the cylinder between a bottom dead center (BDC) and a top dead center (TDC) of the piston.

Furthermore, it is conceivable that the combustion chamber is partially bounded by a combustion chamber roof, wherein the combustion chamber roof is formed, for example, by a housing element of the internal combustion engine. Preferably, the housing element is designed separately from the engine housing and is connected to the engine housing at least indirectly, and in particular directly. Preferably, the housing element is designed as a cylinder head of the internal combustion engine.

In this method, the internal combustion engine has an injection element associated with the combustion chamber, which is also referred to as an injection element or can be designed as an injection element. In particular, the injection element is also referred to as an injector. A preferably liquid fuel can be introduced into the combustion chamber by means of the injection element, in particular such that the fuel can be injected, especially directly, into the combustion chamber by means of the injection element.

In this process, the internal combustion engine also has a pre-chamber spark plug associated with the combustion chamber, which has a pre-chamber fluidically connected to the combustion chamber, also referred to as the main combustion chamber, via several openings in the pre-chamber spark plug. In particular, the pre-chamber is fluidically connected to the combustion chamber via these openings and otherwise fluidically separated from the combustion chamber. The combustion chamber can be supplied with fuel, particularly bypassing the pre-chamber, by means of the injection element, which introduces the fuel. The combustion chamber can be introduced into the combustion chamber, bypassing the pre-chamber, and in particular, can be injected. This means that the fuel does not flow into the combustion chamber via the pre-chamber on its way from the injection element. Furthermore, the combustion chamber can be supplied with air, in particular such that the air, also referred to as fresh air or combustion air, can be introduced into the combustion chamber, especially bypassing the pre-chamber. This means that the air does not flow into the combustion chamber via the pre-chamber on its way. In particular, it is provided that in the process the combustion chamber is supplied with fuel, especially bypassing the pre-chamber, by introducing the fuel into the combustion chamber, especially by injection, and most notably directly, using the injection element. Furthermore, it is provided, for example, that in the process the combustion chamber is supplied with air by introducing the air into the combustion chamber, especially bypassing the pre-chamber. By supplying the combustion chamber with the preferably liquid fuel and air, a fuel-air mixture, also simply referred to as a mixture, can be formed, particularly within each operating cycle of the internal combustion engine. This mixture comprises the air with which the combustion chamber can be supplied or is supplied, and the fuel with which the combustion chamber can be supplied or is supplied. In particular, within each operating cycle of the internal combustion engine, at least a portion of the fuel-air mixture comprising the fuel and air can be introduced or is introduced from the combustion chamber into the openings of the pre-chamber. Preferably, each operating cycle of the internal combustion engine comprises exactly two complete revolutions of the output shaft and thus, for example, exactly 720 degrees of crankshaft angle (°CA).

For example, the pre-chamber spark plug is designed to generate at least one spark, or exactly one, within the pre-chamber, particularly during the respective combustion cycle. This spark ignites the mixture flowing into the pre-chamber through its openings—that is, the aforementioned portion of the mixture. This results in so-called "burning torches" that flow through the openings and into the combustion chamber, igniting the remaining mixture in the combustion chamber, which is then combusted. This causes the mixture to expand, driving, for example, the pistons and, via the connecting rod, the output shaft. This rotation of the output shaft is then relative to the engine block, and the internal combustion engine provides, or can provide, the respective output torque. To generate the spark, the pre-chamber spark plug has, for example, at least two electrodes: a first electrode and a second electrode. The first electrode is, for example, a so-called center electrode. The second electrode is, for example, a so-called ground electrode. The electrodes enable the ignition spark to be generated, particularly in an ignition zone located in the pre-chamber, and specifically via a so-called ignition gap, thereby igniting the mixture flowing into the pre-chamber.

In order to achieve a particularly advantageous operation of the internal combustion engine, the invention provides that, in a first operating range of the internal combustion engine, which is operated in this range with at least one first load and at least one first rotational speed, exactly one injection process is carried out within each operating cycle of the internal combustion engine. In this process, exactly one quantity of fuel is introduced into the combustion chamber by means of the injection element, in particular by injection, and most especially by direct injection. The at least one first rotational speed of the internal combustion engine refers to at least one first rotational speed of the output shaft, which rotates at this at least one first speed about the output shaft axis of rotation relative to the engine housing in the first operating range. In other words, the at least one first rotational speed of the internal combustion engine, and thus of the output shaft, is at least one first value of the aforementioned rotational speed at which the output shaft rotates about the output shaft axis of rotation relative to the engine housing in the first operating range.

Furthermore, according to the invention, in a second operating range of the internal combustion engine, which in this second operating range is operated with at least one higher load and/or a higher second speed than the first, exactly one injection process is carried out within each operating cycle of the internal combustion engine, in which exactly one quantity of fuel is introduced into the combustion chamber by means of the injection element, in particular injected and, most especially, directly injected. The preceding and following descriptions relating to at least one first speed can readily be applied to at least one second speed. and vice versa. This means that the "at least one second speed" of the internal combustion engine refers to at least one second speed of the output shaft, which rotates around its axis of rotation relative to the engine housing at that second speed in the second operating range. Thus, the "at least one second speed" is at least one second value of the previously mentioned speed at which the output shaft rotates around its axis of rotation relative to the engine housing in the second operating range. Since, for example, the second speed is greater than the first speed, the second value is also greater than the first value. In other words, for example, in the second operating range, the output shaft rotates around its axis of rotation relative to the engine housing faster than in the first operating range.

Furthermore, according to the invention, the injection process is carried out later in the second operating range than in the first operating range within the respective combustion cycle to cool at least a portion of the pre-chamber spark plug. This means that the respective quantity is introduced, in particular injected, and especially directly injected, into the combustion chamber later in the second operating range than in the first operating range within the respective combustion cycle. This later introduction of the quantity, and thus of the fuel, into the combustion chamber compared to the first operating range allows at least the portion of the pre-chamber spark plug to be cooled advantageously. This prevents excessive temperatures of the pre-chamber spark plug, thus ensuring, as will be explained in more detail below, efficient operation of the internal combustion engine.

Preferably, the respective injection process is an injection process, also referred to as injection, fuel injection, or fuel injection process. Most preferably, the respective injection process is direct fuel injection, also referred to as direct injection, direct injection process, or direct fuel injection process. In direct injection, the fuel is injected directly into the combustion chamber by means of the injection element. The respective operating range is also referred to as the respective operating state of the internal combustion engine.

The aforementioned section of the pre-chamber spark plug can refer to an electrode area, where, for example, at least one of the electrodes is at least partially located. It has been found that during operation of the internal combustion engine, the electrode area can heat up considerably if no appropriate countermeasures are taken. Furthermore, it has been found that the temperature of the electrode area depends on the load and speed of the internal combustion engine. The temperature of the electrode area increases with higher load and higher speed. It has been found that under high load and high speed of the internal combustion engine, or under high load and low speed of the internal combustion engine, very high temperatures can occur in the electrode area, particularly at the center electrode, in the insulator surrounding the center electrode, in the so-called breathing space around the insulator, and at the ground electrode and/or in the area around the ground electrode and/or in a section of the cap of the pre-chamber spark plug, so that hot zones, also known as hotspots, can develop. For example, the openings in the aforementioned cap are designed such that the cap at least partially, and in particular at least predominantly and thus at least to more than half or even completely, limits the pre-chamber, and in particular directly limits it. In particular, each opening is designed as a through-hole. At such a hotspot, the mixture in the vicinity of the respective hotspot can ignite spontaneously, especially without the influence of the ignition spark, which is also referred to as pre-ignition. Such pre-ignition can lead to excessive stress or even damage to the internal combustion engine, so it is desirable to avoid such pre-ignition. This is now easily possible with the invention, since the invention utilizes existing components and processes to cool at least the portion of the pre-chamber spark plug and thus prevent the formation of hotspots and therefore undesirable pre-ignition. For this purpose, in the second operating range, the injection process is carried out later within the respective operating cycle compared to the first operating range, so that in the second operating range, the quantity of fuel, also referred to as the amount of fuel, is introduced into the combustion chamber later than in the first operating range within the respective operating cycle. In other words, in the second operating range, the injection process is carried out at a later time within the respective operating cycle compared to the first operating range. Thus, in the second operating range, the injection process begins later than in the first operating range within the respective operating cycle, that is, at a later time, and most preferably ends, for example, In the second operating state, compared to the first operating state within the respective work cycle, the respective insertion process occurs later.

Preferably, in the second operating state, compared to the first operating state, the injection process is carried out shortly before the piston's top dead center (TDC) within the respective operating cycle. This means that, for example, in the second operating range, the injection process begins shortly before the piston's top dead center within the respective operating cycle. The respective quantity of fuel is also referred to as the respective fuel quantity, mass, or fuel mass. It has been found that by performing the injection process later, compared to the first operating range, effective cooling of the critical area, particularly the electrode area, of the pre-chamber spark plug can be achieved. This effectively prevents excessively hot spots and thus undesirable pre-ignitions, resulting in excessive stress and damage to the internal combustion engine. Since, in the second operating range within each combustion cycle of the internal combustion engine, only one injection process is performed, the entire fuel mass is introduced into the combustion chamber later in this range compared to the first operating range within each combustion cycle. This injection, and especially direct injection, allows for advantageous cooling of the pre-chamber spark plug, particularly the electrode area. The invention makes it possible to cool at least this portion of the pre-chamber spark plug without special, separate cooling measures, thus enabling particularly advantageous operation of the internal combustion engine in a space-saving, weight-efficient, and cost-effective manner. The invention prevents excessive stress and damage to the internal combustion engine. Furthermore, it eliminates the need for load-related interventions, which would be noticeable to occupants of the vehicle, such as the driver, to prevent pre-ignition, thereby ensuring particularly advantageous operation of the internal combustion engine.

It is evident that the internal combustion engine operates selectively in either the first or the second operating range, depending on its speed and load. If the speed of the internal combustion engine, i.e., the output shaft, exceeds a predefined threshold value and/or the load exceeds a predefined limit value, the engine operates in the second operating range. If the speed of the internal combustion engine is less than or equal to the threshold value and the load is less than or equal to the limit value, the engine operates in the first operating range. Therefore, when the internal combustion engine is operated in the second operating range, the speed and/or load is greater than in the first operating range, and the respective engagement process within the respective work cycle is performed later in the second operating range than in the first operating range. The invention thus provides for map-dependent operation, in particular map-dependent control or map-dependent regulation, of the internal combustion engine, since the internal combustion engine is operated selectively in the first operating range or in the second operating range depending on its speed and its load and thus depending on its map.

It was found that by performing the insertion process later, the fuel introduced into the combustion chamber by means of the insertion process, particularly the injected and especially the directly injected fuel, and thus the quantity of fuel introduced into the combustion chamber by the later insertion process, can advantageously flow through the openings into the pre-chamber and there advantageously cool at least the portion of the pre-chamber spark plug. In particular, this portion is a region in which the first electrode and/or the second electrode are each at least partially located. Thus, by the later insertion process, at least a respective region of the electrodes and/or a region around the electrodes can be advantageously cooled. In particular, this portion is located in the pre-chamber. It was found that the cooling of the pre-chamber spark plug, or at least of the part of the pre-chamber spark plug, which can be effected by the invention and is also referred to as cooling, is a localized and time-limited cooling, which can ensure that a temperature required for self-ignition or pre-ignition is not reached in a critical area, so that the formation of undesirable hotspots and thus engine-damaging pre-ignitions can be prevented.

To achieve particularly advantageous operation of the internal combustion engine, one embodiment of the first aspect of the invention provides that the quantity introduced into the combustion chamber in the second operating range during the respective injection process within the respective working cycle differs from the quantity introduced into the combustion chamber in the first operating range during the respective injection process within the respective working cycle. This allows at least the portion of the pre-chamber spark plug to be cooled advantageously. Furthermore, it prevents any noticeable interference with the operation of the internal combustion engine by persons inside the vehicle, thus enabling particularly advantageous drivability and therefore advantageous operation of the internal combustion engine.

In order to effectively and efficiently cool at least the pre-chamber spark plug section and thereby achieve advantageous operation of the internal combustion engine, a further embodiment of the first aspect provides that the quantity introduced, in particular injected, and especially directly injected, into the combustion chamber in the second operating range during the respective injection process carried out within the respective working cycle is greater or less than the quantity introduced, in particular injected, and especially directly injected, into the combustion chamber in the first operating range during the respective injection process carried out within the respective working cycle.

A second aspect of the invention relates to a method for operating an internal combustion engine of a motor vehicle, also referred to simply as a vehicle, the interior of which is formed, for example, by a structure designed, in particular, as a self-supporting body. In the method according to the second aspect of the invention, the internal combustion engine has at least one combustion chamber, an injection element associated with the combustion chamber by means of which a fuel, in particular liquid, can be introduced into the combustion chamber, in particular injected, and most especially directly injected, and a pre-chamber spark plug associated with the combustion chamber, which has a pre-chamber fluidically connected to the combustion chamber via several openings and, for example, otherwise fluidically separated from the combustion chamber. At least a portion of a fuel-air mixture comprising fuel and air can be introduced into the pre-chamber from the combustion chamber via the openings. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

In order to achieve a particularly advantageous operation of the internal combustion engine, the second aspect of the invention provides that in a first operating range of the internal combustion engine, which is operated in the first operating range with at least one first load and at least one first speed, exactly one injection process is carried out within each working cycle of the internal combustion engine, in which exactly one quantity of fuel is introduced into the combustion chamber by means of the injection element. Furthermore, the second aspect of the invention provides that, for cooling at least a portion of the pre-chamber spark plug in a second operating range of the internal combustion engine, which in this second operating range is operated with at least one higher load and/or at least one higher rotational speed than the first, at least or exactly two successive and temporally spaced injection processes are carried out within each operating cycle of the internal combustion engine, namely a first injection process and a second injection process, in which exactly one quantity of fuel is introduced into the combustion chamber by means of the injection element, in particular injected and, more specifically, directly injected. The quantity introduced into the combustion chamber in the first injection process within the respective operating cycle in the second operating range is also referred to as the first quantity, and the quantity introduced into the combustion chamber in the second injection process within the respective operating cycle in the second operating range is also referred to as the second quantity. The first quantity is also referred to as the first subset, first mass, or first fuel mass, and the second quantity is also referred to as the second subset, second mass, or second fuel mass. The first injection operation performed in the second operating range within the respective work cycle need not necessarily be the very first injection operation performed. Therefore, it would be conceivable that at least one further injection operation could be performed in the second operating range within the respective work cycle prior to the first injection operation. However, it is preferably intended that the first injection operation performed in the second operating range within the respective work cycle be... The process is the first injection process carried out within the respective work cycle, and thus the very first injection process, so that it is preferably provided that in the second operating range within the respective work cycle no other, further injection process is carried out before the first injection process, in which fuel is introduced into the combustion chamber by means of the injection element.

In principle, it is provided within the framework of the present disclosure that ordinals also referred to as ordinal numbers, such as "first", "first", "first", "second", "second", "second", etc., are initially only used to be able to clearly refer to terms to which the ordinals refer, whereby these ordinals do not necessarily indicate a temporal or other order or a number of terms, unless this is explicitly described.

The second aspect of the invention also provides for speed- and load-dependent operation of the internal combustion engine, since the engine is selectively operated in either the first or the second operating range, depending on its speed and load, as already described in relation to the first aspect of the invention. In the second aspect of the invention, particularly when the engine speed exceeds a threshold value and/or the engine load exceeds a limit value, the engine is operated in the second operating range, thus switching from the first to the second operating range. In the second aspect of the invention, operating the engine in the second operating range, compared to the first operating range, provides for a distribution of a fuel quantity, also referred to as fuel mass or configured as fuel mass. This means the following: Since in the first operating range, within each working cycle of the internal combustion engine, exactly one injection process is carried out, and thus exactly one quantity of fuel is introduced into the combustion chamber, exactly one total quantity of fuel, also referred to as or represented as a total mass, is introduced into the combustion chamber in the first operating range within each working cycle. Since in the second operating range, within each working cycle, at least or exactly two injection processes are carried out, by which a respective quantity of fuel, also referred to or represented as a mass, is introduced into the combustion chamber, at least or exactly two quantities of fuel, namely a first quantity and a second quantity, are introduced into the combustion chamber in the second operating range within each working cycle. The aforementioned total quantity is also referred to as the first total quantity. The first quantity introduced into the combustion chamber during the first injection process in the second operating range within the respective operating cycle, and the second quantity introduced into the combustion chamber during the second injection process in the second operating range within the respective operating cycle, together constitute a second total quantity, which is a second total mass of fuel or is also referred to as the second total mass of fuel. In principle, it would be conceivable for the second total quantity to be larger or smaller than the first total quantity. Preferably, however, the second total quantity corresponds to the first total quantity and vice versa, so that the total quantities are preferably equal. The first and second quantities are introduced into the combustion chamber sequentially and with a time interval between them. This means that the first injection process ends before the second injection process begins. The first quantity is also referred to as the first partial quantity, which is also referred to as the first partial mass, or as a first partial mass of fuel. The second quantity is also referred to as the second partial quantity, which is a second partial mass of fuel or is also referred to as a second partial mass of fuel. The second aspect of the invention involves dividing the total quantity into at least two sub-quantities. This allows for advantageous cooling, also referred to as cooling, of at least the portion of the pre-chamber spark plug, thus advantageously preventing the formation of undesirable hot zones and, consequently, undesirable pre-ignitions or resulting excessive loads on the internal combustion engine and damage to the internal combustion engine.

In order to effectively and efficiently cool at least the portion of the pre-chamber spark plug, one embodiment of the second aspect of the invention provides that the sum of the quantities introduced into the combustion chamber in the second operating range during the respective injection processes carried out within the respective operating cycle—that is, the sum of the first quantity and the second quantity—differs from the quantity introduced into the combustion chamber in the first operating range during the respective injection process carried out within the respective operating cycle. Thus, it is preferably provided that the second The total quantity differs from the first total quantity.

It has proven particularly advantageous if the sum of the quantities introduced into the combustion chamber during the respective injection processes within the second operating range, within each working cycle, is greater or less than the quantity introduced into the combustion chamber during the respective injection process within the first operating range. Thus, for example, the second quantity is designed to be greater or less than the total quantity of the first. This allows at least the pre-chamber spark plug to be cooled effectively, thereby avoiding undesirable effects such as pre-ignition, excessive stress, and damage to the internal combustion engine. This results in more efficient operation of the internal combustion engine.

The aforementioned first insertion process, which is carried out in the second operating area within the respective work cycle, is carried out in the second operating area within the respective work cycle before the aforementioned second insertion process, which is carried out in the second operating area within the respective work cycle after the first insertion process.

It has proven particularly advantageous if the quantity introduced into the combustion chamber during the second injection process is within a range of 1% to 20%, and especially within a range of 3% to 10%, of the quantity introduced into the combustion chamber during the first injection process. This means that the second quantity is within a range of 1% to 20%, and especially within a range of 3% to 10%, of the first quantity. In other words, it is preferably provided that the second sub-quantity is within a range of 1% to 20%, and especially within a range of 3% to 10%, of the first sub-quantity. This allows at least the pre-chamber spark plug to be cooled effectively and efficiently. At the same time, it allows passengers in the vehicle's interior, such as the driver, to make perceptible adjustments to the operation of the internal combustion engine, thus ensuring particularly favorable operation of the engine.

In order to at least advantageously cool the partial area of the pre-chamber spark plug and thus achieve advantageous operation of the internal combustion engine, a further embodiment of the second aspect of the invention provides that in the second operating range, the respective second injection process carried out within the respective working cycle is the last injection process carried out within the respective working cycle, so that in the second operating range, no further injection process for introducing the fuel into the combustion chamber follows a second injection process within the respective working cycle.

A third aspect of the invention relates to a method for operating an internal combustion engine of a motor vehicle, also referred to simply as a vehicle. In the method according to the third aspect of the invention, the internal combustion engine comprises at least a combustion chamber, an injection element associated with the combustion chamber by means of which a fuel, in particular a liquid, can be introduced into the combustion chamber, and a pre-chamber spark plug associated with the combustion chamber, which has a pre-chamber fluidically connected to the combustion chamber via several openings, into which at least a portion of a fuel-air mixture comprising fuel and air can be introduced from the combustion chamber via the openings. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

In order to achieve a particularly advantageous operation of the internal combustion engine, the third aspect of the invention provides that in a first operating range of the internal combustion engine, which is operated in the first operating range with at least one first load and at least one first speed, at least or exactly two successive and temporally spaced injection processes, namely a first injection process and a second injection process, are carried out within each working cycle of the internal combustion engine, in which exactly a respective quantity of fuel is introduced into the combustion chamber by means of the injection element, in particular injected and, most especially, directly injected.

In the third aspect of the invention, it is further provided that in a second operating range of the internal combustion engine, which in the second operating range is operated with at least a second load higher than the first load and/or with a second speed higher than the first speed, within a In each working cycle of the internal combustion engine, at least or exactly two successive and temporally spaced injection processes, namely a third injection process and a fourth injection process, are carried out, in which exactly a respective quantity of fuel is introduced into the combustion chamber by means of the injection element.

The third aspect of the invention further provides that, to cool at least a portion of the pre-chamber spark plug, the last insertion process within each operating cycle is performed later in the second operating cycle than in the first operating cycle. This means that, within each operating cycle, the fourth insertion process is performed later in the second operating cycle than the second insertion process in the first operating cycle. By performing the fourth insertion process later than the second insertion process, at least the portion of the pre-chamber spark plug can be cooled effectively and efficiently, thus advantageously preventing excessively hot areas of the pre-chamber spark plug and the resulting undesirable effects such as pre-ignition, excessive loads on the internal combustion engine, and damage to the internal combustion engine.

As with the first and second aspects of the invention, the third aspect of the invention also provides for speed- and load-dependent, and thus map-dependent, control or regulation of the internal combustion engine, since the internal combustion engine is selectively operated in either the first operating range or the second operating range depending on its load and speed, particularly with regard to the respective application process. In other words, the first, second, and third aspects of the invention involve a speed- and load-dependent variation of the application process, i.e., a variation dependent on the speed and load of the internal combustion engine, thereby enabling advantageous operation of the internal combustion engine.

In order to achieve a particularly advantageous operation of the internal combustion engine, in one embodiment of the third aspect of the invention it is provided that the sum of the quantities introduced into the combustion chamber in the second operating range in the respective injection processes carried out within the respective working cycle differs from the sum of the quantities introduced into the combustion chamber in the first operating range in the respective injection processes carried out within the respective working cycle.

It has proven particularly advantageous if the sum of the quantities introduced into the combustion chamber during the respective injection processes within the second operating range, within the respective working cycle, is greater or less than the sum of the quantities introduced into the combustion chamber during the respective injection processes within the first operating range, within the respective working cycle. This prevents excessively hot spots on the pre-chamber spark plug, thus enabling particularly efficient operation of the internal combustion engine.

A further embodiment of the third aspect of the invention is characterized in that the quantity introduced into the combustion chamber during the respective fourth injection process lies within a range of 1% to 20% inclusive, and in particular within a range of 3% to 10% inclusive, of the quantity introduced into the combustion chamber during the respective third injection process. The respective injection processes carried out in the second operating range within the respective operating cycle of the internal combustion engine, i.e., the third injection process and the fourth injection process, are temporally spaced apart and sequential, such that the respective third injection process ends before the respective fourth injection process begins. For example, the quantity introduced into the combustion chamber during the respective third injection process is also referred to as the third quantity or third sub-quantity, and the quantity introduced into the combustion chamber during the respective fourth injection process is also referred to as the fourth quantity or fourth sub-quantity. It is preferably provided that the fourth subset comprises a range of 1% to 20% inclusive, and in particular a range of 3% to 10% inclusive, of the third subset. This allows for advantageous cooling of the pre-chamber spark plug. Furthermore, undesirable load-related interventions perceptible to persons inside the vehicle, such as the driver, can be avoided, thus ensuring particularly efficient operation of the internal combustion engine.

In order to achieve a particularly advantageous operation of the internal combustion engine, it is necessary to consider both the first aspect, the second aspect, and the third aspect. In the applicable embodiment of the invention, it is provided that the openings cause a tumble-like flow of the fuel-air mixture entering the pre-chamber through the openings. This is already achieved, for example, in the DE 10 2020 007 477 A1 described.

• 1 ausschnittsweise eine schematische Schnittansicht einer Verbrennungskraftmaschine eines Kraftfahrzeugs;
• 2 ein Diagramm zum Veranschaulichen eines Verfahrens zum Betreiben der Verbrennungskraftmaschine; und
• 3 ein weiteres Diagramm zum weiteren Veranschaulichen des Verfahrens.

Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and/or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention. This is shown in the following:

• 1 a partial schematic sectional view of an internal combustion engine of a motor vehicle;
• 2 a diagram illustrating a method for operating the internal combustion engine; and
• 3 Another diagram to further illustrate the process.

In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

1 Figure 1 shows a partial schematic sectional view of an internal combustion engine 10 of a motor vehicle, also referred to simply as a vehicle. The internal combustion engine 10 is designed as a reciprocating piston engine, that is, as a piston-type engine. The internal combustion engine 10 has an engine housing 12, which is designed, for example, as a crankcase, in particular as a cylinder crankcase. The engine housing 12 forms or delimits a cylinder 14 of the internal combustion engine 10. The internal combustion engine 10 also has a housing element 16, which in this case is designed as a cylinder head. The housing element 16 is designed separately from the engine housing 12 and connected to the engine housing 12. The housing element 16 forms a combustion chamber roof 18. The internal combustion engine 10 also has a piston 20 arranged translationally within the cylinder 14, which is translationally movable within the cylinder 14 and relative to the engine housing 12. The piston 20 is translationally movable back and forth between a bottom dead center (BDC) and a top dead center (TDC). The internal combustion engine 10 also has at least one combustion chamber 22, which is partially bounded by the piston 20, partially by the combustion chamber roof 18, and partially by the cylinder 14. The combustion chamber 22 is also referred to as the main combustion chamber. In the combustion chamber 22, in particular, an injection element 24 is provided by means of which a preferably liquid fuel can be introduced into the combustion chamber 22, such that the fuel can be injected directly into the combustion chamber 22 by means of the injection element 24. 1 It can be seen that the injection element 24 can eject the preferably liquid fuel, forming at least one or more injection jets 26, and thereby inject it directly into the combustion chamber 22. This means that the respective injection jet 26 is formed by the fuel that is ejected from the injection element 24 and thereby injected directly into the combustion chamber 22. A pre-chamber spark plug 28 of the internal combustion engine 10 is also associated with the combustion chamber 22, and in particular precisely. The pre-chamber spark plug 28 has a pre-chamber 30, which is fluidically connected to the combustion chamber 22 via an opening 32 of the pre-chamber spark plug 28 designed as a through-opening, and is preferably otherwise, and in particular completely, fluidically separated from the combustion chamber 22. The pre-chamber spark plug 28 has at least or exactly two electrodes, namely a first electrode 34 and a second electrode 36. For example, the electrode 34 is a center electrode. For example, electrode 36 is a ground electrode. At least partial sections of electrodes 34 and 36 are located in the pre-chamber 30. Electrodes 34 and 36 enable the pre-chamber spark plug 28 to generate and thus provide a spark in the pre-chamber 30.

The combustion chamber 22 is also associated with at least one gas exchange valve designed as an inlet valve 38, through which air, also referred to as fresh air or combustion air, can be introduced into the combustion chamber 22. The air that can be introduced or is introduced into the combustion chamber 22 via the inlet valve 38 is in 1 This is schematically illustrated by arrow 40. Arrow 40 represents a tumble-shaped airflow, also known as a tumble flow. By introducing air into the combustion chamber and injecting fuel into the combustion chamber 22, a fuel-air mixture, also simply called a mixture, can be formed, i.e., generated, in the combustion chamber 22. This fuel-air mixture comprises the air introduced into the combustion chamber 22 and the fuel injected directly into the combustion chamber 22. At least a portion of the mixture can be introduced from the combustion chamber 22 into the pre-chamber 30 via the openings 32. The mixture introduced into the pre-chamber 30 via the openings 32, i.e., the aforementioned mixture, is introduced into the pre-chamber via the openings 32. 30 The portion of the mixture introduced and originating from the main combustion chamber is in 1 This is illustrated by an arrow 42. Arrow 42 indicates that the pre-chamber spark plug 28, in particular the openings 32, is designed to create a tumbled flow of the mixture flowing into the pre-chamber 30 via the openings 32.

The following will be based on 1 , 2 until 3 A method for operating the internal combustion engine 10 is described. In particular, the method involves operating the internal combustion engine 10 in its fired mode. Specifically, for example, the method is used to power a motor vehicle by means of the internal combustion engine 10. During each operating cycle of the internal combustion engine 10, the fuel and air are introduced into the combustion chamber 22 as described, so that the mixture is formed during the respective operating cycle.

The internal combustion engine 10 has an output shaft, preferably designed as a crankshaft and not shown in the figures, which is rotatable about an output shaft axis of rotation relative to the engine housing 12. In particular, it is provided that in this process the output shaft rotates about the output shaft axis of rotation relative to the engine housing 12. The piston 20 is articulated to the output shaft via a connecting rod (not shown in the figures), so that the translational movements of the piston 20 in the cylinder 14 can be converted into a rotational movement of the output shaft about the output shaft axis of rotation and relative to the engine housing 12. Each working cycle of the internal combustion engine 10 comprises exactly two complete revolutions of the output shaft and thus exactly 720 degrees of crank angle (°CA).

In the embodiment shown in the figures, the internal combustion engine 10 is operated in a first operating range in which it is operated with at least one first load and at least one first rotational speed of the output shaft, and thus of the internal combustion engine 10. This means that in the first operating range, the output shaft rotates at at least one first rotational speed about the output shaft axis relative to the engine housing 12. In the first operating range, within each operating cycle of the internal combustion engine 10, exactly one injection process, also referred to as an injection process, injection, or direct fuel injection, is carried out by means of the injection element 24, in which exactly one quantity of fuel, also referred to as fuel quantity, mass, or first total quantity, is injected directly into the combustion chamber 22 and thereby introduced.

To ensure particularly advantageous operation of the internal combustion engine 10, the method involves operating the internal combustion engine 10 in a second operating range. In this range, the engine 10 operates with at least one second load that is higher than the first load and/or with at least one second speed that is higher than the first speed. This means that in the second operating range of the internal combustion engine 10, the second load is greater than the first load and/or the output shaft rotates about its axis of rotation relative to the engine housing 12 at a second speed that is higher than the at least one first speed. In order to advantageously cool at least a portion of the pre-chamber spark plug 28 and thus prevent undesirable pre-ignition, at least or preferably exactly two successive and temporally spaced injection processes, also referred to as injection events, direct injections, or direct fuel injections, are carried out in the second operating range within the respective operating cycle of the internal combustion engine 10. These injection processes consist of a first injection process and a second injection process, in which exactly a specific quantity of fuel is injected directly into the combustion chamber 22 by means of the injection element 24. The quantity injected directly into the combustion chamber 22 in each injection process is also referred to as the first quantity, first mass, first fuel mass, first partial mass, or first partial quantity. The quantity injected directly into the combustion chamber 22 in each second injection process is also referred to as the second quantity, second mass, second fuel mass, second partial mass, or second partial quantity. The first quantity and the second quantity together form, for example, a second total quantity. In principle, it would be conceivable for the second total quantity to be larger or smaller than the first total quantity. Preferably, however, it is provided that the second total quantity corresponds to the first total quantity and vice versa, so that the total quantities are preferably equal. Thus, it is provided that in the second operating area, the first total quantity is divided into sub-quantities, in contrast to the first operating area. In other words, in the second operating area, the injection of the fuel is divided into injection processes, that is, the first injection process and The second application process is sequential and spaced out in time. This means that the first application process ends before the second application process begins. In other words, the second application process begins after the first application process has finished.

Preferably, the second quantity is in a range of 1% to 20% inclusive, and particularly in a range of 3% to 10% inclusive, of the first quantity. This allows at least the partial area of the pre-chamber spark plug 28 to be advantageously cooled. Preferably, this partial area is an electrode area arranged in the pre-chamber 30, in which the electrodes 34 and 36 are arranged.

2 The diagram shows time plotted on its abscissa (44). The ordinate (46) of the diagram is shown in 2 The diagram shown depicts the temperature of the aforementioned subsection of the prechamber spark plug 28. For example, the subsection of the prechamber spark plug 28 is or comprises at least a portion of the electrode 34, which may be configured as a center electrode, located, for example, in the prechamber 30. A time series 48 illustrates the temperature of the subsection at a first value of the output shaft rotational speed, where the first value is, for example, 6000 revolutions per minute. A time series 50 illustrates the temperature of the subsection at a second value of the output shaft rotational speed, lower than the first value, where the second value is, for example, 4000 revolutions per minute. A series 52 illustrates, for example, the temperature of the subsection at a third value of the output shaft rotational speed, lower than both the first and second values, where the third value is, for example, 2000 revolutions per minute. A dashed line 54 illustrates a point in time at which, for example, in the second operating range within the respective operating cycle of the internal combustion engine 10, the respective second injection process begins or ends. Preferably, it is provided that in the second operating range of the internal combustion engine 10, the respective second injection process carried out within the respective operating cycle is the last injection process carried out within the respective operating cycle of the internal combustion engine 10, so that preferably no further injection process follows the second injection process in the second operating range within the respective operating cycle of the internal combustion engine 10. Thus, the second injection process is also referred to as the last injection. If, for example, the last injection occurs at the same time at each rotational speed of the output shaft and thus of the internal combustion engine 10, specifically in degrees of crankshaft angle before top dead center, and especially before top dead center for ignition, then a portion of the injected and vaporized quantity enters the pre-chamber spark plug 28 through the openings 32 of the pre-chamber spark plug 28, which are designed, for example, as transfer ports and are also referred to as transfer ports, sooner or later, depending on the rotational speed. Under the same load, the temperature of this area is higher at higher rotational speeds than at lower rotational speeds. The impact of the mixture on this area cools it, and thus, for example, the center electrode and the area surrounding it, since the fuel-containing mixture is colder than the combustion air, particularly due to the enthalpy of vaporization of the fuel. After ignition, the area then heats up again to a higher temperature due to the initiated combustion. The degree of temperature sink in the sub-area and thus, for example, in the center electrode, depends on factors such as the injected quantity, the initial temperature of the sub-area or the center electrode, the calorific value of the fuel, the rotational speed and possibly at least one or more other factors.

3 Figure 56 shows another diagram, with time plotted on the abscissa 56 and the temperature of the sub-area on the ordinate 58. A dashed line 60 illustrates a first point in time at which the second, and preferably last, injection process ends or begins in the second operating range within the respective operating cycle of the internal combustion engine 10. A dashed line 62 illustrates a second point in time at which the respective, second, and preferably last, injection process ends or begins in the second operating range within the respective operating cycle of the internal combustion engine 10. A dashed line 64 illustrates a third point in time at which the respective, second, and preferably last, injection process ends or begins in the second operating range within the respective operating cycle of the internal combustion engine 10. It can be seen that the second point in time within the respective operating cycle is later than the first point in time, and the third point in time within the respective operating cycle is later than both the first and second points in time. A time series 66 illustrates the temperature of the sub-area, whereby the series 66 results from the first time point, that is, from when in the second operating area within the respective work cycle the The second injection process begins or ends at the first time point. A curve 68 illustrates the temperature of the sub-area, wherein the temperature of the sub-area illustrated by curve 68 results from the second time point, that is, from when the second injection process begins or ends at the second time point in the second operating range within the respective working cycle of the internal combustion engine 10. Finally, a curve 70 illustrates the temperature of the sub-area, wherein the temperature of the sub-area illustrated by curve 70 results from the third time point, from when the second injection process begins or ends at the third time point in the second operating range within the respective working cycle of the internal combustion engine 10. In simplified terms, the respective time point is a respective time point of the second or last injection. 3 It is apparent that the respective point in time at which the second and preferably last insertion process is carried out in the second operating range within the respective work cycle can be variable, and in particular is varied. For example, the point in time at which the respective second and preferably last insertion process begins or ends in the second operating range within the respective work cycle is varied, in particular depending on the speed and/or the load of the internal combustion engine 10.

Out of 3 The following is particularly noticeable: At the same engine speed, the time at which the temperature minimum in the sub-area, and thus at the center electrode, is reached due to cooling, can be determined for all engine speeds by means of the speed- and load-dependent, and therefore map-controlled, last injection, or by performing exactly one injection process in the second operating range within the respective working cycle using the injection element 24. This injection process is carried out later than the injection process in the first operating range within the respective working cycle. This will logically occur at a time when, without an additional injection such as the second injection process, the maximum temperature of the sub-area, and thus at the center electrode, would be reached. The degree of cooling of the sub-area can be influenced by the size of the respective injected quantity.

Reference symbol list

10

internal combustion engine

12

engine housing

14

cylinder

16

Housing element

18

Combustion chamber roof

20

Pistons

22

combustion chamber

24

insertion element

26

injection jet

28

pre-chamber spark plug

30

Atchamber

32

opening

34

electrode

36

electrode

38

Inlet valve

40

Arrow

42

Arrow

44

abscissa

46

ordinate

48

Course

50

Course

52

Course

54

dashed line

56

abscissa

58

ordinate

60

dashed line

62

dashed line

64

dashed line

66

Course

68

Course

70

Course

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• DE 10 2020 007 477 A1 [0002, 0038]
• DE 10 2018 007 093 A1 [0002]
• DE 10 2019 126 964 A1 [0002]

Claims (13)

A method for operating an internal combustion engine (10) of a motor vehicle, in which the internal combustion engine (10) has at least one combustion chamber (22), an injection element (24) associated with the combustion chamber (22) by means of which a fuel can be injected into the combustion chamber (22), and a pre-chamber spark plug (28) associated with the combustion chamber (22), which has a pre-chamber (30) fluidically connected to the combustion chamber (22) via several openings (32), into which at least a part of a fuel-air mixture comprising fuel and air can be introduced from the combustion chamber (22) via the openings (32), characterized in that: - in a first operating range of the internal combustion engine (10), which in the first operating range is operated with at least one first load and at least one first speed, within each working cycle of the internal combustion engine (10) exactly one injection process is carried out, in which by means of the injection element (24) exactly a quantity of the fuel is introduced into the combustion chamber (22); - in a second operating range of the internal combustion engine (10), which in the second operating range is operated with at least a second load higher than the first load and/or with at least a second speed higher than the first speed, exactly one injection process is carried out within a respective working cycle of the internal combustion engine (10), in which exactly one quantity of fuel is introduced into the combustion chamber (22) by means of the injection element (24); and - in order to cool at least a partial area of the pre-chamber spark plug (28), the respective injection process is carried out later in the second operating range than in the first operating range within the respective working cycle. Procedure according to Claim 1 , characterized in that the quantity introduced into the combustion chamber (22) in the second operating area during the respective introduction process carried out within the respective work cycle differs from the quantity introduced into the combustion chamber (22) in the first operating area during the respective introduction process carried out within the respective work cycle. Procedure according to Claim 2 , characterized in that the quantity introduced into the combustion chamber (22) in the second operating area during the respective introduction process carried out within the respective work cycle is greater than the quantity introduced into the combustion chamber (22) in the first operating area during the respective introduction process carried out within the respective work cycle. A method for operating an internal combustion engine (10) of a motor vehicle, in which the internal combustion engine (10) has at least one combustion chamber (22), an injection element (24) associated with the combustion chamber (22) by means of which a fuel can be injected into the combustion chamber (22), and a pre-chamber spark plug (28) associated with the combustion chamber (22), which has a pre-chamber (30) fluidically connected to the combustion chamber (22) via several openings (32), into which at least a part of a fuel-air mixture comprising fuel and air can be introduced from the combustion chamber (22) via the openings (32), characterized in that: - in a first operating range of the internal combustion engine (10), which in the first operating range is operated with at least one first load and at least one first speed, within each working cycle of the internal combustion engine (10) exactly one injection process is carried out, in which by means of the injection element (24) exactly a quantity of the fuel is introduced into the combustion chamber (22); and - for cooling at least a partial area of the pre-chamber spark plug (28) in a second operating range of the internal combustion engine (10), which in the second operating range is operated with at least a second load higher than the first load and/or with at least a second speed higher than the first speed, at least or exactly two successive and temporally spaced injection processes are carried out within a respective working cycle of the internal combustion engine (10), in which exactly a respective quantity of fuel is introduced into the combustion chamber (22) by means of the injection element (24). Procedure according to Claim 4 , characterized in that the sum of the quantities introduced into the combustion chamber (22) in the second operating area in the respective introduction processes carried out within the respective work cycle differs from the quantity introduced into the combustion chamber (22) in the first operating area in the respective introduction process carried out within the respective work cycle. Procedure according to Claim 5 , characterized in that the sum of the quantities introduced into the combustion chamber (22) in the second operating area during the respective introduction processes carried out within the respective work cycle is greater than the quantity which in the first operating area in the respective insertion process carried out within the respective work cycle into the combustion chamber (22). Procedure according to one of the Claims 4 until 6 , characterized in that in the second operating area a first of the injection processes carried out within the respective work cycle is carried out before a second of the injection processes carried out within the respective work cycle, wherein the quantity introduced into the combustion chamber (22) in the respective second injection process is in a range of 1% to 20% inclusive, in particular in a range of 3% to 10% inclusive, of the quantity introduced into the combustion chamber (22) in the respective first injection process. Procedure according to Claim 7 characterized in that in the second operating area, the respective second insertion process carried out within the respective work cycle is the last insertion process carried out within the respective work cycle. A method for operating an internal combustion engine (10) of a motor vehicle, in which the internal combustion engine (10) has at least one combustion chamber (22), an injection element (24) associated with the combustion chamber (22) by means of which a fuel can be injected into the combustion chamber (22), and a pre-chamber spark plug (28) associated with the combustion chamber (22), which has a pre-chamber (30) fluidically connected to the combustion chamber (22) via several openings (32), into which at least a part of a fuel-air mixture comprising fuel and air can be introduced from the combustion chamber (22) via the openings (32), characterized in that: - in a first operating range of the internal combustion engine (10), which is operated in the first operating range with at least one first load and at least one first speed, at least or exactly two successive and temporally spaced injection processes are carried out within a respective working cycle of the internal combustion engine (10), in which, by means of the injection element (24) exactly one quantity of fuel is introduced into the combustion chamber (22) in each case; - in a second operating range of the internal combustion engine (10), which in the second operating range is operated with at least one second load higher than the first load and/or with a second speed higher than the first speed, at least or exactly two successive and temporally spaced injection processes are carried out within each working cycle of the internal combustion engine (10), in each of which exactly one quantity of fuel is introduced into the combustion chamber (22) by means of the injection element (24); and - to cool at least one part of the pre-chamber spark plug (28), the respective last injection process within the respective working cycle is carried out later in the second operating range than in the first operating range within the respective working cycle. Procedure according to Claim 9 , characterized in that the sum of the quantities introduced into the combustion chamber (22) in the second operating area in the respective introduction processes carried out within the respective work cycle differs from the sum of the quantities introduced into the combustion chamber (22) in the first operating area in the respective introduction processes carried out within the respective work cycle. Procedure according to Claim 10 , characterized in that the sum of the quantities introduced into the combustion chamber (22) in the second operating area in the respective introduction processes carried out within the respective working cycle is greater than the sum of the quantities introduced into the combustion chamber (22) in the first operating area in the respective introduction processes carried out within the respective working cycle. Procedure according to one of the Claims 9 until 11 , characterized in that in the second operating area a first of the injection processes carried out within the respective work cycle is carried out before a second of the injection processes carried out within the respective work cycle, wherein the quantity introduced into the combustion chamber in the respective second injection process is in a range of 1% to 20% inclusive, in particular in a range of 3% to 10% inclusive, of the quantity introduced into the combustion chamber in the respective first injection process. Method according to one of the preceding claims, characterized in that the openings (32) cause a tumble-shaped flow of the fuel-air mixture flowing into the pre-chamber (30) via the openings (32).