EP1549844A1 - Moteur a combustion interne a auto-allumage - Google Patents

Moteur a combustion interne a auto-allumage

Info

Publication number
EP1549844A1
EP1549844A1 EP03753455A EP03753455A EP1549844A1 EP 1549844 A1 EP1549844 A1 EP 1549844A1 EP 03753455 A EP03753455 A EP 03753455A EP 03753455 A EP03753455 A EP 03753455A EP 1549844 A1 EP1549844 A1 EP 1549844A1
Authority
EP
European Patent Office
Prior art keywords
fuel
combustion chamber
additional
combustion
mixture
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.)
Withdrawn
Application number
EP03753455A
Other languages
German (de)
English (en)
Inventor
Andreas Juretzka
Jochen SCHÄFLEIN
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1549844A1 publication Critical patent/EP1549844A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • 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
    • 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
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • 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
    • F02D41/403—Multiple injections with pilot injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • 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
    • 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
    • F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D2041/3088—Controlling fuel injection for air assisted injectors
    • 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
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • 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]
    • F02D41/006—Controlling exhaust gas recirculation [EGR] using internal 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 invention relates to a method for operating a supercharged internal combustion engine according to the preamble of claim 1, in particular a self-igniting internal combustion engine with direct injection.
  • the invention is therefore based on the object of providing a method for operating an internal combustion engine in which reliable operation with auto-ignition is ensured.
  • the method according to the invention is characterized in that, after the combustion of the main mixture, an additional quantity of combustion air and an additional quantity of fuel are introduced into the combustion chamber in such a way that a fuel / exhaust gas / air mixture is formed which is located in an area of an upper gas exchange dead center Piston is implemented.
  • an intermediate mixture for raising the combustion chamber temperature is formed, which is implemented before the main combustion takes place by means of a compression ignition and / or spark ignition such that a main mixture temperature control is made possible.
  • the additional amount of fuel is introduced into the combustion chamber in a region between the end of an expansion stroke of the piston and an end part of an extension stroke of the piston. This ensures that the additional fuel quantity is distributed and evaporated in the combustion chamber in good time before the gas exchange dead center.
  • the additional quantity of fresh air is supplied to the combustion chamber in a region between an end part of the expansion stroke of the piston and an end part of the extension stroke of the piston.
  • an ignitable mixture is formed, the additional quantity of fresh air being allocated as a function of the additional fuel.
  • the temperature of the intermediate mixture is raised to a certain temperature level by the exhaust gas energy, the temperature of the mixture being determined by the proportions of fresh air and exhaust gas.
  • At least one outlet valve and at least one inlet valve are opened during the introduction of the additional fresh air quantity and / or the additional fuel quantity.
  • the outlet valve is preferably opened first and then the inlet valve. Due to the opening sequence, part of the exhaust gas is first pushed out of the combustion chamber, so that the introduction of an additional quantity of fresh air is ensured by means of the pressure built up in the intake manifold.
  • Fig. 1 is a schematic diagram of a cylinder pressure curve of a supercharged internal combustion engine during a work cycle plotted against the crank angle
  • FIG. 2 shows a schematic diagram of a valve lift of the internal combustion engine from FIG. 1 plotted over the crank angle during operation.
  • An exemplary internal combustion engine with supercharging and direct injection preferably comprises four cylinders in which a piston which is held in a longitudinally displaceable manner is guided.
  • the internal combustion engine comprises at least one inlet valve, at least one outlet valve, a fuel injector and an ignition source per combustion chamber.
  • the combustion chamber of the internal combustion engine is closed at the top by a cylinder head, the piston limiting the combustion chamber at the bottom.
  • the internal combustion engine works on the 4-stroke principle, whereby it can alternatively be operated on the 2-stroke principle.
  • the internal combustion engine is charged by supplying the combustion air supplied to the combustion chamber at a pressure P s higher than the ambient pressure Pu.
  • the combustion air and the resulting exhaust gases are supplied to the combustion chamber via the inlet and outlet valves of the internal combustion engine or are pushed out of the combustion chamber.
  • the inlet and outlet valves are opened and closed by an actuating device, a control unit controlling the opening and closing times of the inlet and outlet valves according to the operating point driven.
  • one stroke corresponds to a full piston stroke.
  • 1 shows the course of a combustion chamber pressure during an operating cycle of an internal combustion engine according to the invention.
  • the work cycle of the internal combustion engine consisting of four cycles corresponds to a combustion tion cycle, wherein a combustion cycle begins with a first intake stroke, in which the piston moves in a downward movement to a bottom dead center UT.
  • combustion air is supplied to the combustion chamber, a certain amount of exhaust gas being retained in the combustion chamber according to the invention in a push-out cycle of a previous work cycle.
  • the introduction of fuel into the combustion chamber forms a main mixture, which is compressed in a subsequent compression stroke.
  • the piston moves in an upward movement from bottom dead center UT to an upper ignition dead center ZOT, with a main fuel quantity preferably being introduced into the combustion chamber during the intake stroke in the main mixture.
  • the skin mixture formed is self-ignited in an area of the upper ignition dead center ZOT by the present compression.
  • the main mixture can be spark-ignited by means of an ignition source, for example in starting operation or in the case of high load ranges.
  • an ignition source for example in starting operation or in the case of high load ranges.
  • the piston expands in a downward movement to a bottom dead center UT.
  • the piston moves upwards to an upper gas exchange dead center GOT and pushes the exhaust gases out of the combustion chamber.
  • an exhaust valve is opened during the push-out cycle, so that the exhaust gases are pushed out of the combustion chamber, a certain amount of exhaust gas being retained in the combustion chamber by early closing of the exhaust valve.
  • an additional fuel quantity and an additional combustion air quantity are supplied to the combustion chamber in such a way that an intermediate mixture of fuel, exhaust gas and air is formed, which is converted in a region of the top gas exchange dead center GOT.
  • the conversion of the additional mixture takes place in the area of the top gas exchange dead center GOT, so that the combustion chamber temperature is raised by an additional combustion ZV.
  • the energy conversion in the area of the upper gas exchange dead center GOT likewise raises the temperature of the exhaust gas retained in the combustion chamber overall, so that the high heat losses of the exhaust gas to a combustion chamber wall, in particular in the lower speed and load ranges, are compensated for.
  • a higher energy or temperature level is thus available for the subsequent main combustion HV, as a result of which an energy loss due to the smaller amount of fuel converted can be compensated for when realizing low engine loads.
  • This enables reliable operation of the internal combustion engine with compression ignition even in the lower speed and load ranges.
  • the operating range driven with compression ignition is thus enlarged, so that further improved exhaust emissions, for example when idling, can be achieved.
  • the additional fuel quantity m z can be introduced into the combustion chamber by means of direct fuel injection, it also being possible for fuel to be introduced into the intake duct of the internal combustion engine.
  • the inlet valve E z is opened when the pressure in the combustion chamber has dropped below the boost pressure P s in the intake pipe is.
  • the additional combustion air then flows due to a pressure gradient between the intake pipe and the combustion chamber, the fuel being introduced into the combustion chamber at the same time by means of direct or duct injection.
  • the exhaust valve A z is then closed again before the injected fuel can flow into the exhaust duct via the opened exhaust valve A z .
  • the inlet valve E z is then closed again, so that the piston cannot push the additional fresh combustion chamber charge into the inlet channel.
  • a defined amount of residual gas, which determines the temperature level in the combustion chamber, is retained in the combustion chamber via the closing time of the exhaust valve A z .
  • the increase in the combustion chamber temperature is determined by the additional quantity of fuel m z or influenced by the energy converted during the additional combustion Z v .
  • the additional quantity of combustion air supplied to the combustion chamber is defined via the closing time of the intake valve E z and via the boost pressure P s .
  • the piston begins to compress the additional mixture when the gas exchange dead center GOT is raised, so that at the end of the compression the compression mixture will self-ignite due to a compression end temperature and the temperature of the retained exhaust gas.
  • the additional mixture is spark-ignited depending on the load. Such spark ignition can be useful, especially during start-up.
  • the combustion chamber pressure P z increases in the combustion chamber in such a way that the piston also does work during the intake stroke.
  • the inlet valve E H is opened and the main combustion air quantity and the main fuel quantity m are fed to the combustion chamber.
  • the main combustion HV then takes place after the compression of the main mixture.
  • the internal combustion engine can be operated with compression ignition at all load points or load ranges without it misfires. Raising the temperature in the combustion chamber at the top dead center of the gas exchange GOT ensures that combustion with compression ignition can take place in each combustion cycle.
  • exhaust gas recirculation valve not shown, is used to recirculate exhaust gas from the exhaust gas outlet duct into the inlet duct, so that a certain basic mixture temperature can be set.
  • exhaust gas recirculation can take place internally.
  • the exhaust gas is partially pushed out into the intake duct via the open intake valve and then sucked back into the combustion chamber with the intake of combustion air during the intake cycle.
  • the exhaust gas recirculation can take place internally in such a way that the exhaust gas is completely pushed out into the exhaust duct during the push-out stroke and then partially sucked back into the combustion chamber via the open exhaust valve during the intake stroke.
  • the inlet valve is opened after or during the closing process of the outlet valve.
  • a charge stratification is additionally or alternatively carried out, which is ignited by means of an ignition source. That is, in the area of the gas exchange dead center, a second additional amount of fuel is introduced into the combustion chamber in such a way that an ignitable mixture cloud is formed in the area of an ignition source within the intermediate mixture.
  • the mixture cloud formed with the second additional fuel quantity is ignited by means of the ignition source, the lean intermediate mixture present in the combustion chamber subsequently being caused to self-ignite by the combustion of the mixture cloud formed with the second additional fuel quantity.
  • the one formed with the second additional fuel quantity Mixture cloud are ignited by means of the ignition source in such a way that the combustion initiated thereby also detects the intermediate mixture present in the combustion chamber without auto-ignition.
  • a fuel injector via which an amount of air and the amount of fuel are introduced.
  • the air and the fuel are mixed by the injection device and then blown into the combustion chamber by the fuel injector.
  • the fuel injector can serve as an ignition source.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé destiné à faire fonctionner un moteur à combustion interne suralimenté à injection directe de carburant, dans lequel une quantité d'air de combustion principal et une quantité de carburant principal alimentent la chambre de combustion, ces derniers formant un mélange principal. Ledit mélange ainsi formé est enflammé dans la partie supérieure du point mort d'allumage. Après combustion dudit mélange, une quantité d'air de combustion supplémentaire et une quantité de carburant supplémentaire sont introduites, de sorte qu'un mélange carburant-gaz d'échappement / air soit formé, ledit mélange étant transformé dans une partie supérieure du point mort de remplacement de gaz du piston.
EP03753455A 2002-10-01 2003-09-25 Moteur a combustion interne a auto-allumage Withdrawn EP1549844A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10245790A DE10245790A1 (de) 2002-10-01 2002-10-01 Brennkraftmaschine mit Selbstzündung
DE10245790 2002-10-01
PCT/EP2003/010660 WO2004031559A1 (fr) 2002-10-01 2003-09-25 Moteur a combustion interne a auto-allumage

Publications (1)

Publication Number Publication Date
EP1549844A1 true EP1549844A1 (fr) 2005-07-06

Family

ID=32010051

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03753455A Withdrawn EP1549844A1 (fr) 2002-10-01 2003-09-25 Moteur a combustion interne a auto-allumage

Country Status (5)

Country Link
US (1) US7431010B2 (fr)
EP (1) EP1549844A1 (fr)
JP (1) JP4026150B2 (fr)
DE (1) DE10245790A1 (fr)
WO (1) WO2004031559A1 (fr)

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US7021277B2 (en) * 2004-07-26 2006-04-04 General Motors Corporation Valve and fueling strategy for operating a controlled auto-ignition four-stroke internal combustion engine
DE102004038121B3 (de) 2004-08-05 2006-06-01 Siemens Ag Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
JP2007040273A (ja) * 2005-08-05 2007-02-15 Toyota Motor Corp 圧縮着火内燃機関の燃料噴射制御システム
DE602006011483D1 (de) 2006-11-22 2010-02-11 Ford Global Tech Llc HCCI-Brennkraftmaschine mit Schnellneustart
DE102007016278A1 (de) 2007-04-04 2008-10-09 Bayerische Motoren Werke Aktiengesellschaft Brennverfahren für eine Hubkolben-Brennkraftmaschine
JP5033465B2 (ja) * 2007-04-24 2012-09-26 ヤマハ発動機株式会社 エンジンおよび車両
US8616177B2 (en) 2010-02-11 2013-12-31 Wisconsin Alumni Research Foundation Engine combustion control via fuel reactivity stratification
US8851045B2 (en) * 2011-03-31 2014-10-07 Wisconsin Alumni Research Foundation Engine combustion control at low loads via fuel reactivity stratification
US9057321B2 (en) 2012-01-24 2015-06-16 Wisconsin Alumni Research Foundation Fuel reactivity stratification in rotary diesel engines
US10113453B2 (en) * 2015-04-24 2018-10-30 Randy Wayne McReynolds Multi-fuel compression ignition engine
US9915235B2 (en) 2015-10-02 2018-03-13 Wisconsin Alumni Research Foundation Engine combustion control at high loads via fuel reactivity stratification
CN106948959B (zh) * 2015-12-15 2021-10-12 迪尔公司 确定往复活塞式发动机中的气缸健康状况的方法

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JP2711565B2 (ja) 1989-05-11 1998-02-10 株式会社いすゞセラミックス研究所 エンジンのサイクル制御装置
US5117790A (en) * 1991-02-19 1992-06-02 Caterpillar Inc. Engine operation using fully flexible valve and injection events
JP3661200B2 (ja) 1994-07-12 2005-06-15 マツダ株式会社 エンジンの制御装置
DE19810935C2 (de) * 1998-03-13 2000-03-30 Daimler Chrysler Ag Verfahren zum Betrieb einer im Viertakt arbeitenden Hubkolben-Brennkraftmaschine
JP3815163B2 (ja) * 2000-01-25 2006-08-30 日産自動車株式会社 圧縮自己着火式内燃機関
JP2002256911A (ja) * 2001-02-23 2002-09-11 Fuji Heavy Ind Ltd エンジンの燃焼制御装置
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Also Published As

Publication number Publication date
DE10245790A1 (de) 2004-04-15
JP2006507440A (ja) 2006-03-02
JP4026150B2 (ja) 2007-12-26
US7431010B2 (en) 2008-10-07
US20060130805A1 (en) 2006-06-22
WO2004031559A1 (fr) 2004-04-15

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