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WO2008000386A1 - Procédé d'injection homogénéisée - Google Patents

Procédé d'injection homogénéisée Download PDF

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Publication number
WO2008000386A1
WO2008000386A1 PCT/EP2007/005464 EP2007005464W WO2008000386A1 WO 2008000386 A1 WO2008000386 A1 WO 2008000386A1 EP 2007005464 W EP2007005464 W EP 2007005464W WO 2008000386 A1 WO2008000386 A1 WO 2008000386A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
injection
internal combustion
combustion engine
injected
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2007/005464
Other languages
German (de)
English (en)
Inventor
Philipp Adomeit
Knut Habermann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FEV Europe GmbH
Original Assignee
FEV Motorentechnik GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by FEV Motorentechnik GmbH and Co KG filed Critical FEV Motorentechnik GmbH and Co KG
Publication of WO2008000386A1 publication Critical patent/WO2008000386A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method for operating a spark-ignited internal combustion engine as well as a combustion engine with a spark ignition.
  • Direct injection internal combustion engines with spark ignition which operate on the Otto principle, have become in recent years more and more the state of the art in their implementation.
  • direct injection power losses that can occur in chamber engines should be minimized.
  • the injection can be adapted to the operating behavior of the engine.
  • DE 10 256 474 B3 a method in which on the one hand by means of a variable camshaft adjustment a valve overlap of the gas exchange valves of the internal combustion engine is set.
  • a homogeneous operation of the internal combustion engine is to be made possible by the fact that the total fuel injection quantity is divided into two subsets. While a first subset is injected into an intake stroke, a second subset is to be injected into the compression stroke. A division ratio between the two subsets should be determined depending on the load range of the internal combustion engine.
  • Object of the present invention is to improve a homogenization in a combustion chamber of a direct-injection, spark-ignited internal combustion engine.
  • a method for operating a spark-ignited internal combustion engine in which a fuel is injected directly into a combustion chamber of a cylinder of the internal combustion engine, wherein an amount of fuel to be supplied in an intake stroke is injected at least approximately proportional to a parallel flowing into the cylinder fresh air amount.
  • the supply of the amount of fuel as a function of the incoming fresh air amount allows the homogenization already during and during the supply of both streams.
  • flowing fresh air quantity can be achieved by, for example, a corresponding angle beam geometry of the injection jet in the supplied amount of fresh air distribution and homogenization, which takes place during the intake stroke.
  • At least approximately a total amount of fuel for a combustion cycle during the intake stroke is supplied. Due to the homogenization during the intake stroke due to the adaptation to the respectively momentarily incoming fresh air flow, it is possible to dispense with a distribution of the injection of the fuel quantity into different cycles of the internal combustion engine as far as possible. For example, it is provided that the amount of fuel to be supplied is injected at least approximately distributed over the entire intake stroke. However, there is also the possibility that this takes place only over a range of the intake stroke, in which case, however, a proportional injection to the instantaneously flowing fresh air mass flow takes place again.
  • a further embodiment provides that the total amount of fuel is injected divided into several sub-fuel quantities, this being done during the intake stroke.
  • the total amount of fuel is injected divided into several sub-fuel quantities, this being done during the intake stroke.
  • these can each be adapted to the respective fresh air mass flow. This promotes homogenization.
  • control also means a control, so that an open as well as a closed control or regulation circuit can be made by the controller, for example, to achieve the desired degree of homogenization.
  • a swirling and / or swirling property of the inflowing fresh air quantity can also be included in the determination of the fuel quantity to be supplied.
  • the influence of an exhaust gas recirculation in the determination of the amount of fuel to be supplied is also taken into account. In this way, it is possible to achieve a high degree of homogenization. 20/06/2007
  • a further embodiment of the proposed method provides that a clocked multiple injection takes place during the intake cycle.
  • the multiple injection is again dependent on the supplied fresh air mass flow.
  • a timing of the multiple injection is set with the same timing during a suction cycle.
  • a timing of the multiple injection is set with different timing cycles during a suction cycle. This is done, for example, at rather low speeds.
  • the accuracy of the adapted fuel quantity can be adapted to the instantaneously flowing fresh air mass flow by setting the time cycle duration. This increases the degree of homogenization in the combustion chamber.
  • an additional amount of fuel is injected before completion of the intake stroke before ignition TDC. Preferably, this takes place only immediately before ignition TDC. In particular, it is considered that the additional fuel quantity, 20/06/2007
  • the fuel quantity is injected into the combustion chamber at a different angle during the intake stroke than an additional fuel injection before ignition TDC.
  • the additional fuel amount can be used for the ignition itself, and in particular a resulting with the ignition transfer of the resulting flame front to the rest of the homogeneous mixture can be improved.
  • a homogeneous cylinder filling takes place during the intake stroke, and before ignition an additional Kraftstoffeinspitzung takes place, an area in the combustion chamber of the cylinder in the vicinity of an ignition device with a lambda value whose value is greater than that prevailing at the time of the additional fuel injection in another area in the combustion chamber of the cylinder, in particular in the vicinity of a piston crown of the cylinder prevails.
  • an area in the combustion chamber of the cylinder in the vicinity of an ignition device with a lambda value whose value is greater than that prevailing at the time of the additional fuel injection in another area in the combustion chamber of the cylinder, in particular in the vicinity of a piston crown of the cylinder prevails.
  • this allows the homogeneous mixture to be arranged in a substoichiometric manner in the combustion chamber during the intake phase.
  • a region of the combustion chamber can be produced with a homogeneous mixture in which lambda is arranged in a range between 0.85 and 0.99.
  • an area of lambda greater than 1 can provide sufficient fuel in an area of the combustion chamber arranged in a region of the spark plug which, in the further combustion, enters the homogeneous regions with lambda less than 1.
  • a further embodiment provides that, during operation of the internal combustion engine, an injection of the injected fuel quantity during the intake stroke is switched from an approximately proportional pulsed injection to an approximately continuous injection. For example, it is provided that in a low-speed operating range of the internal combustion engine, a quantity-proportional clocked injection and in a higher-speed operating range, a quantity-proportional, continuous, in particular stroke-controlled injection via the intake stroke.
  • the method provides a respectively adapted fuel mass flow over the intake stroke proportional to the respective incoming air mass flow.
  • the fuel injection is inhibited when a return flow from a partial flow of fresh air flowed into the cylinder in the intake stroke takes place when the inlet valve is open, in particular when a return inflow is detected.
  • a fuel injection is prevented before a return outflow.
  • a further adjustment of the injection via an intake stroke in response to an adjustment of a valve timing of the valves, in particular an exhaust valve in response to an adjustment of a valve timing of the valves, in particular an exhaust valve.
  • this can be done selectively as well as over the entire internal combustion engine as part of a corresponding strategy.
  • this can be done in cam-controlled valves via a camshaft adjustment as well as a cam adjustment itself, for example, continuously or in stages.
  • an electromagnetic valve train, an electrohydraulic valve train or another, continuously variable valve train can be used. This also makes it possible to allow valve overlaps, in particular of intake and exhaust valves, which are arranged to each other, for improving a purge as well as with respect to an internal exhaust gas recirculation in a cylinder.
  • a spark-ignition internal combustion engine which has a direct injection of a fuel into a combustion chamber of a cylinder and has a control which determines an amount of fuel to be injected and its injection timing, and a device for determining a combustion chamber the internal combustion engine inflowing air quantity, a device for determining an operating parameter of a 20/06/2007
  • the injection valve at least approximately proportional to the inflowing air quantity, supplies an adapted amount of fuel distributed over an intake stroke to the combustion chamber.
  • the device for determining the operating parameter of the crankshaft is coupled to the control.
  • the control itself, at least in a controlled manner, for example, in emergency operation or even in normal operation, can initiate injection from the control.
  • the injection valve is clocked controlled.
  • an approximate proportionality between the air flow rate and the fuel to be injected ström over the clock speed or clock frequency can be controlled at least.
  • a stroke control is also made possible by the injection valve.
  • the injection valve is continuously proportional actuated. For example, this may be stroke controlled. By changing the stroke during the intake cycle, the fuel mass flow that is injected can thus be changed, adapted to the incoming air mass flow.
  • the injection valve is actuated piezoelectrically.
  • the injection valve is clocked as well as continuously proportional controllable. In this way, it is possible to make a clocking in one operating range and to inject a continuous amount of fuel flow in another operating range.
  • the latter allows, especially at high speeds, an at least approximate compliance with the proportionality with the lowest possible energy consumption for the injection valve.
  • a further embodiment provides that the injection valve has different injection angles, which are released differently in different load range.
  • the injection valve has different injection angles, which are released differently in different load range.
  • different injection angles are made possible with the injection valve in order, for example, to provide a homogeneous mixing region in the combustion chamber, on the one hand 20/06/2007
  • a non-homogeneous region for example, with a lambda value greater than 1 can be overlaid.
  • the controller is able to make as well as a regulation with respect to the injected fuel flow rate.
  • one or more parameters relating to the fluid mass flows are recorded in real time.
  • a fuel mass flow can be measured directly for this purpose.
  • a H discloses a H crystallization unit
  • a broadband lambda probe is linked to the controller, wherein a lambda value is received as an actual value in a regulation of the fuel to be injected.
  • a further embodiment provides that a charging of the supplied air mass flow takes place.
  • a mechanical supercharging and an exhaust gas turbocharger are each coupled to the controller in order to adapt an incoming air quantity to a required load condition, wherein the device detects an actual size of the air quantity and is available as the actual size of a regulation of the fuel to be injected provides. For example, if the air mass flow is too low or too high, the boost pressure may be lowered or increased.
  • an exhaust gas recirculation device which provides an actual value of a recirculated exhaust gas flow to the control.
  • This allows the consideration in the case of a control or regulation in terms of, for example, actually present oxygen, which sets in the mixture of recirculated exhaust gas flow and fresh air mass flow supplied.
  • corresponding oxygen contents can be assigned to respective recirculated exhaust gas streams via a map-based table.
  • temperature-dependent or pressure-dependent variables can be included in the control or regulation, which have an effect on the setting of the fuel mass flow actually to be supplied, so that the proportionality with respect to the ratio to the air quantity is approximately maintained.
  • FIG. 1 is a first exemplary schematic representation of a proportional clocked injection process during a suction cycle
  • FIG. 2 shows a second schematic example of a clocked proportional injection process in the intake stroke at a higher speed
  • 3 is a schematic view of an example of a continuous course of injection, which is approximately proportional to the air mass flow during the intake stroke,
  • Fig. 5 is a schematic exemplary illustration of an internal combustion engine
  • Fig. 6 shows another exemplary schematic representation of an internal combustion engine with connected other units.
  • Fig. 1 shows a schematic representation of a first valve lift 1 of an exhaust valve and a second valve lift 2 of an intake valve, which are both associated with each other.
  • the first valve lift and the second valve lift 1, 2 can do without overlapping.
  • dashed lines show an air mass flow 3.
  • a plurality of fuel injection rates 4 are shown, which are each adapted to the air mass flow 3, in order to obtain an approximately proportional, preferably homogeneous mixture.
  • the timing of the injection valve is constant.
  • the injected fuel quantity differs 20/06/2007
  • a pulsed injection is interrupted when a return flow of the incoming air mass flow results. This is indicated by a return flow 5, which extends in dashed lines below the X-axis.
  • an additional fuel flow 6 is shown immediately before a spark ignition 7 and thus before TDC in the compression stroke. This can be done, for example, in a lower speed range below 3500 U / min. At a higher speed range, however, this additional fuel injection can be omitted, for example.
  • the curves change with respect to the air mass flow 3 as well as with respect to the Krafftstoffteilmassenströme 4 with their timing.
  • Fig. 2 shows a schematic view of a representation, which sets an example at 6,000 U / min. Again, the first and the second valve lift 1, 2 are shown. However, the air mass flow 3 has now shifted in the direction of the closing time of the intake valve focus. Since the injected fuel flow flows in at least approximately proportionally over the intake stroke, this likewise means a shift in the center of gravity and adaptation of the individual partial fuel flows 4. An additional fuel mass flow is omitted in this embodiment by way of example.
  • Fig. 3 shows an example of a comparable situation as shown in FIG. 1.
  • an approximately continuous fuel injection 8 which is oriented proportionally to the air mass flow 3 is provided. This is shown dotted.
  • a valve which is capable of injecting the fuel in proportion to the mass flow rate, but on the other hand can also be operated clocked, there is the possibility, for example, that an additional fuel mass flow, if necessary, takes place according to a timing during the compression stroke. It is also possible that a continuous, stroke-controlled additional fuel injection takes place.
  • Fig. 4 shows a comparable situation, as it was already apparent from Fig. 2. Again, a continuously proportional to the air mass flow 3 aligned fuel mass flow 8 is injected. As a result, an approximately proportional mixture formation in the combustion chamber can be created, which thus has approximately homogeneous mixing. 20/06/2007
  • FIG. 5 shows an exemplary embodiment of an internal combustion engine 9 in a section.
  • a cylinder 10 of the internal combustion engine with a combustion chamber 11 has a spark ignition 12, preferably via a spark plug.
  • the spark ignition is arranged for example approximately centrally in the cylinder 10.
  • An inlet valve 13 is indicated schematically. By opening and closing it, the air mass flow entering the combustion chamber is supplied to the combustion chamber 11.
  • the air mass flow can be supplied via a supply line 14, a recirculated exhaust gas mass flow.
  • a device for determining the amount of air 15 may be arranged before or else in the flow direction of the supply line 14 below. If, for example, the recirculated exhaust gas mass flow can be detected by another measuring device, the mass flow entering the combustion chamber 11 can be determined from the measured values thus obtained.
  • a controller 16 shown only schematically can perform an evaluation of the recorded parameters. From this, a proportional injection is adjusted and an injection valve 17 is actuated accordingly. For example, this may be provided for this purpose either by a control 18 integrated in the control 16 itself or by a control 18 arranged separately therefrom, for example at the injection valve 17.
  • the driver 18 is able to determine separately from the controller 16, the ratio and / or the injection times or periods, with which the injection valve 17 is to be actuated.
  • a fuel can be injected via the injection valve 17 with at least two different jet angles.
  • these can be used independently of one another at different times and / or operating points.
  • a first region 19 in combustion chamber 11 an approximately homogeneously held mixture may be present. This has been generated for example via a first beam 20.
  • a second region 21, which is arranged in particular above the first region 19 in the combustion chamber, is generated, for example, via a second jet 22.
  • a higher lambda value is present than in the first region 19.
  • the second region 21 is arranged in the immediate vicinity of the spark ignition 12.
  • the first region 19 is preferably arranged in the immediate vicinity of a piston crown. In this way, a stratification with respectively different lambda values and thus special ignition behavior can be formed during the intake cycle. 20/06/2007
  • FIG. 6 shows in another exemplary embodiment the internal combustion engine 9 from FIG. 5 of another schematic representation.
  • a charge 23 a broadband lambda probe 24, an exhaust gas recirculation device 25 and a valve control circuit 26 is connected.
  • the charge 24 may be, for example, a mechanical charge and / or an exhaust gas turbocharger. These can be connected in parallel as well as serially. They are in connection with an engine control unit 27, which receives, for example, a pressure as well as a temperature of the air mass flow before entering the internal combustion engine 9.
  • the motor controller 27 can provide an increase in the air mass flow as well as the pressure of the air mass flow via suitable measures in order to provide the required power on the one hand.
  • a temperature of the air mass flow for example, via a charge air cooler can be influenced accordingly, or via a corresponding temperature of the air mass flow, which exits the charge 23.
  • the engine control can receive signals from the wideband lambda probe 24, in particular the measured lambda values. These can be included in the regulation or control of a proportional injection behavior, in particular in the form of actual values.
  • the detected temperature can also be included. It is also possible that via the exhaust gas recirculation device 25 on the one hand there is a temperature control of the incoming air mass flow.
  • control circuits or controls by using one or more control devices in conjunction with the engine control.
  • These can each be self-sufficient, with the engine control unit only having a higher-level function.
  • individual control units for example, for a valve control in conjunction with an injection control autarkic functions are assigned, the engine control unit only sets conditions.
  • the respective control unit can receive the information necessary for the autonomous use approximately in real time via a corresponding bus connection.
  • this allows a failure safety and thus increased reliability, since functions can be transferred from one controller to the other, in particular so are redundant.
  • this can be taken over by other control units. This is particularly advantageous in various injection methods in which, in addition to the proposed method, other conventional injection methods are used, in particular in the compression stroke.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé permettant de faire fonctionner un moteur à combustion interne à allumage commandé, procédé selon lequel un carburant est injecté directement dans un espace de combustion d'un cylindre du moteur à combustion interne, caractérisé en ce qu'une quantité de carburant aspirée cycliquement est injectée de manière adaptée, au moins approximativement proportionnellement à une quantité d'air frais introduite parallèlement dans le cylindre. Il est prévu plusieurs vitesses d'injection de carburant qui sont adaptées respectivement au débit massique d'air. Lorsque le débit massique d'air augmente, le débit massique de carburant injecté augmente également proportionnellement. L'invention concerne en outre un moteur à combustion interne correspondant.
PCT/EP2007/005464 2006-06-30 2007-06-21 Procédé d'injection homogénéisée Ceased WO2008000386A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006030213.3 2006-06-30
DE102006030213A DE102006030213A1 (de) 2006-06-30 2006-06-30 Homogenisiertes Einspritzverfahren

Publications (1)

Publication Number Publication Date
WO2008000386A1 true WO2008000386A1 (fr) 2008-01-03

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Application Number Title Priority Date Filing Date
PCT/EP2007/005464 Ceased WO2008000386A1 (fr) 2006-06-30 2007-06-21 Procédé d'injection homogénéisée

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DE (1) DE102006030213A1 (fr)
WO (1) WO2008000386A1 (fr)

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