EP4483048A1 - Procédé et unité de commande pour commander un moteur à hydrogène turbocompressé - Google Patents

Procédé et unité de commande pour commander un moteur à hydrogène turbocompressé

Info

Publication number
EP4483048A1
EP4483048A1 EP22840065.1A EP22840065A EP4483048A1 EP 4483048 A1 EP4483048 A1 EP 4483048A1 EP 22840065 A EP22840065 A EP 22840065A EP 4483048 A1 EP4483048 A1 EP 4483048A1
Authority
EP
European Patent Office
Prior art keywords
hydrogen
air
operating states
engine
range
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Withdrawn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
EP22840065.1A
Other languages
German (de)
English (en)
Inventor
Giovanni Cornetti
Horst Mueller
Moritz Hoess
Gabriele Sgroi
Holger Kauss
Samuel WEINBRENNER
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP4483048A1 publication Critical patent/EP4483048A1/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Withdrawn legal-status Critical Current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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • F02P5/1521—Digital data processing dependent on pinking with particular means during a transient phase, e.g. starting, acceleration, deceleration, gear change
    • 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
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/02—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with gaseous fuels
    • F02D19/021—Control of components of the fuel supply system
    • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F02D19/024—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0206—Non-hydrocarbon fuels, e.g. hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to a method and a control unit for controlling a turbocharged hydrogen engine.
  • Hydrogen offers potentially COj-free energy for mobile and stationary applications.
  • internal combustion engines with hydrogen as fuel are also known, which have advantages for certain market segments, such as greater robustness in off-highway applications.
  • established technologies are used, resulting in lower manufacturing and maintenance costs.
  • a method for controlling a turbocharged hydrogen engine for burning an air-hydrogen mixture with an air-hydrogen ratio X greater than 1 is proposed, with the hydrogen engine being designed to assume steady-state operating states and transient operating states, with ignition times in the transient operating states being be adjusted later than in the stationary operating states.
  • the subject hydrogen engine has one or more cylinders arranged in a desired manner in an engine block.
  • An axially movable piston is located in each cylinder and is moved by a hydrogen-air mixture which is compressed and ignited in a chamber defined by the piston.
  • the ignition point at which an ignition spark is triggered at a spark plug is made dependent on the position of the piston and generally depends on a flame propagation speed and various operating and environmental parameters of the hydrogen engine. It is common to advance the ignition timing toward an earlier point in time, i.e., points in time close to a top dead center, with increasing engine speed.
  • the ignition timing can be adjusted within certain limits to optimize combustion in a current operating condition and to avoid both knocking and backfire. At full load, for example, knocking could result from ignition timing that is too early, while ignition timing that is too late could result in backfire. In this way, a kind of ignition time range can be defined in which the ignition times should lie. The ignition timing range can depend on the load and tends to be earlier at part load than at full load.
  • transient operating states can be significantly improved by the method according to the invention and the hydrogen engine controlled by this method can be operated significantly more dynamically in order to achieve full-load operation more quickly. According to the invention, this is carried out very cost-effectively, since practically no modifications to the hydrogen engine are necessary.
  • Alternatives to improve the response of a hydrogen engine may include alternative combustion strategies and measures to increase the gas mass in the cylinders.
  • An alternative combustion strategy would be, for example, stoichiometric engine operation, which, however, is associated with a tendency to knock, particularly in the higher-velocity range, as mentioned above.
  • fuel consumption is increased compared to lean combustion processes.
  • Measures to increase Gas mass in the cylinder can, for example, have an electrical charge; support with a separate electric machine, air injection in an intake manifold of the engine, and other measures. However, these could significantly increase system complexity and manufacturing costs.
  • Retarding the ignition angle can temporarily lead to increased fuel consumption. However, since the retardation is intended exclusively for transient and consequently non-stationary operating states in which an increased torque requirement is desired, this additional consumption is significantly limited overall. As soon as the desired boost pressure is reached in the hydrogen engine, the ignition angle can be shifted back into a range for optimal (mechanical) efficiency.
  • the air-to-hydrogen ratio X in the steady-state operating conditions can be set to a larger value than in the transient operating conditions.
  • the cylinders of the hydrogen engine can be filled significantly more in the transient operating conditions than in the stationary operating conditions. This results in an increased exhaust gas enthalpy and consequently an at least temporarily improved response behavior of the turbocharger to increase the torque.
  • the air-to-hydrogen ratio X can be in the range from 2 to 4 in the stationary operating states and 2 or lower in the transient operating states, preferably in a range from 1.7 to 2 Combustion stability and low nitrogen oxide emissions achieved.
  • demands for a rapid and significant increase in torque are comparatively low and the operation of the hydrogen engine is less dynamic. However, this allows operation in a rather lean range.
  • transient operating states on the other hand, richer mixtures can be used, at least for a short time.
  • an air-to-hydrogen ratio below about 1.5 to 1.7 should be avoided in order to further reduce the risk of rather uncontrolled burns. It might make sense to limit the air-to-hydrogen ratio down to 1.7, for example.
  • the ignition times in the transient operating states could be in a range from 20° to 45°, preferably in a range from 38° to 42°, after top dead center.
  • the flame propagation speed of hydrogen is significantly higher than that of petrol or diesel, so that the ignition timing can be well after top dead center. The later the ignition point is, the more the cylinder in question can be loaded with an air-hydrogen mixture. It can therefore be advisable to adjust the ignition timing by up to 45° after top dead center in transient operating states when a higher torque increase is required.
  • the ignition times could be in a range from 0° to 25°, preferably in a range from 5° to 20°, after top dead center. This results in optimal combustion with low nitrogen oxide production.
  • the ignition times could be adjusted later. Consequently, the greater the required increase in torque, the spark timing could be retarded.
  • the exhaust gas enthalpy can be increased as required to improve the response of the turbocharger and thus a compressor coupled to the turbocharger to increase the air mass flow, but can be generated in a consumption- and emission-optimized manner in stationary phases. It would be conceivable to linearly convert a torque increase request into an ignition timing adjustment. It is also conceivable to implement this relationship exclusively for torque increase requests that are in a range from 25% to 100% and preferably from 50% to 100% of a theoretical, maximum torque increase request. It is also conceivable to retard the ignition point accordingly only after a threshold value for a desired increase in torque has been reached.
  • the ignition times could also be adjusted back to the range of steady-state operating states when a predetermined pressure is reached at a compressor coupled to the turbocharger of the hydrogen engine. Since the Since a measure to improve the response behavior is only necessary in the transient operating states, the ignition point can be adjusted back into the optimal range immediately when the desired boost pressure is reached. The efficiency is then back in the optimum range.
  • the air-to-hydrogen ratio X in the transient operating states could be decreased by increasing an amount of hydrogen injected into the hydrogen engine.
  • the exhaust gas enthalpy is increased as a result and the turbocharger is subjected to significantly greater mechanical stress for a short period of time. Due to the mass inertia of the combination of turbocharger and compressor, the air mass flow for combustion initially remains largely constant or initially increases only slightly.
  • the invention also relates to a control unit for controlling a turbocharged hydrogen engine for combusting an air-hydrogen mixture, the control unit being designed to carry out the method presented above.
  • the invention relates to a hydrogen engine, having at least one cylinder, a turbocharger, a compressor and the aforementioned control unit. This is operationally coupled to the components of the hydrogen engine and is designed to regulate the operation of the hydrogen engine.
  • FIG. 1 is a schematic, block-based representation of a hydrogen engine
  • FIG. 1 shows a hydrogen engine 2 which has a plurality of cylinders 6 in which an air-hydrogen mixture is ignited by spark plugs 4 .
  • the hydrogen engine has an air inlet 8 and a hydrogen inlet 10 .
  • a turbocharger 12 is provided, through which flows exhaust gas that emerges from an exhaust gas outlet 14 .
  • the turbocharger 12 is coupled to a compressor 13 which compresses air and conveys air into the air inlet 8 .
  • the illustration here is very schematic and can be supplemented by the usual line and valve arrangements.
  • a control unit 16 is coupled to the hydrogen engine 2 and can, among other things, cause the ignition of the spark plugs 4, the ignition being generally correlated with a rotational angular position of an engine shaft (not shown).
  • a number of sensors are provided which are not shown here and which enable the control unit 16 to detect a current operating state of the hydrogen engine 2 . These could be temperature, pressure and mass flow sensors, for example, which can be arranged at different points on the hydrogen engine 2 .
  • the control unit 16 is designed to carry out a method for controlling the hydrogen engine 2 for combusting an air-hydrogen mixture with an air-hydrogen ratio X greater than 1, with the hydrogen engine 2 being designed to assume steady-state operating states and transient operating states.
  • the control unit 16 is designed in such a way that ignition times are later in transient operating states than in steady-state operating states.
  • the turbocharger 12 can then be subjected to a significantly greater exhaust gas enthalpy and the torque build-up of the hydrogen engine 2 can be increased by greater acceleration of the compressor 13 support. If more dynamics are required, the ignition points can be adjusted up to a maximum of about 40° - 45° after top dead center (TDC). If the desired torque build-up by the hydrogen engine 2 is at least approximately achieved, or if a desired pressure is present at the compressor 13, the ignition point can be shifted back into the optimum range, ie back toward top dead center.
  • TDC top dead center
  • the air/hydrogen ratio X is set to a greater value in the stationary operating states than in the transient operating states, approximately in a range from 3 to 4. In the transient operating states, however, the air/hydrogen ratio is preferably below 3 in a range of 2 to 2.5. This can be achieved in particular by temporarily filling the cylinders 6 with more hydrogen.
  • 2a and 2b show two diagrams in which the optimization of the combustion in the hydrogen engine 2 is shown.
  • FIG. 2a In a first diagram in FIG. 2a, various operating points of internal combustion engines are plotted as a function of the air/fuel ratio X on the vertical axis and the ignition timing in degrees after top dead center (TDC) on the horizontal axis.
  • TDC top dead center
  • a first operating point 18, a second operating point 20 and a third operating point 22 of a diesel engine are shown with a dot-dash line.
  • the first operating point 18 is at an air/fuel ratio X of more than 4 and corresponds to part-load operation.
  • full-load operation is represented by the third operating point 22 .
  • Second operating point 20 is passed through on the way to third operating point 22 .
  • the second operating point 20 that is passed through can be at the smoke limit of the engine.
  • the second operating point 20 is transient, while the first operating point 18 and the third operating point 22 are stationary.
  • a boost pressure is sufficient to allow a greater air mass flow into the engine to initiate During the transition from the first operating point 18 to the third operating point 22, ignition timings are continuously retarded.
  • a conventional hydrogen engine is controlled in a similar way.
  • three operating states 24, 26 and 28 are shown, which correspond to part-load operation, a transient state and full-load operation.
  • the ignition timing is continuously retarded.
  • the air/hydrogen ratio X drops from around 4 to just over 2.
  • the course between these three operating states 24, 26 and 28 is shown with solid lines.
  • the regulation according to the invention is indicated by the dashed line.
  • the first operating state 24, a second operating state 30 and the third operating state 26 are assumed one after the other.
  • the second operating point 30 in the regulation according to the invention is at a clearly different point in the diagram in FIG. 2a.
  • the ignition timing is retarded significantly beyond the ignition timing of the third operating state 28, so that the ignition timing in the transient operating state is significantly higher than in the steady-state operating states 24 and 28.
  • the exhaust gas enthalpy can be increased significantly and the charge pressure can be built up more quickly, so that a stronger air mass flow can be built up in a very short time.
  • the ignition point in second operating state 30 is approximately 40° after top dead center, while in full-load operation, i.e. in third operating state 28, it is approximately 20° after TDC.
  • Operating limits of the hydrogen engine 2 are delimited by hatched areas.
  • the air/hydrogen ratio X can be between about 2 and 4 at earlier ignition times, with these limits decreasing somewhat with later ignition times and being between about 1.5 and 3.5 at ignition times of about 40° after top dead center .
  • FIG. 2b shows the corresponding curves of the torque T of the conventional hydrogen engine and of the hydrogen engine 2 regulated according to the invention in a diagram.
  • the torque is in the second operating state 30 of the hydrogen engine 2 regulated according to the invention is significantly above the torque of the conventionally regulated hydrogen engine in its second operating state 26, so that the third operating state 28 is reached significantly more quickly in the hydrogen engine 2 regulated according to the invention than in the conventionally regulated one

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé de commande d'un moteur à hydrogène turbocompressé pour brûler un mélange air-hydrogène ayant un rapport air-hydrogène supérieur à 1, le moteur à hydrogène étant conçu pour prendre des conditions de fonctionnement en régime permanent et des conditions de fonctionnement transitoire, les moments d'allumage dans les conditions de fonctionnement transitoire étant ajustés plus tard que dans les conditions de fonctionnement en régime permanent.
EP22840065.1A 2022-02-22 2022-12-16 Procédé et unité de commande pour commander un moteur à hydrogène turbocompressé Withdrawn EP4483048A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022201852.4A DE102022201852A1 (de) 2022-02-22 2022-02-22 Verfahren und Steuereinheit zum Steuern eines turboaufgeladenen Wasserstoffmotors
PCT/EP2022/086390 WO2023160862A1 (fr) 2022-02-22 2022-12-16 Procédé et unité de commande pour commander un moteur à hydrogène turbocompressé

Publications (1)

Publication Number Publication Date
EP4483048A1 true EP4483048A1 (fr) 2025-01-01

Family

ID=84901626

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22840065.1A Withdrawn EP4483048A1 (fr) 2022-02-22 2022-12-16 Procédé et unité de commande pour commander un moteur à hydrogène turbocompressé

Country Status (5)

Country Link
US (1) US12486821B2 (fr)
EP (1) EP4483048A1 (fr)
CN (1) CN118742723A (fr)
DE (1) DE102022201852A1 (fr)
WO (1) WO2023160862A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022211757A1 (de) 2022-11-08 2024-05-08 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betreiben eines Verbrennungsmotors für gasförmige Kraftstoffe
CN117780524B (zh) * 2024-02-27 2024-06-18 潍柴动力股份有限公司 一种氢气发动机控制方法、装置、车辆及存储介质
NL2038504B1 (en) * 2024-08-27 2026-03-06 Daf Trucks Nv Hydrogen combustion engine torque control

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JPS58217775A (ja) * 1982-06-09 1983-12-17 Nippon Denso Co Ltd 内燃機関の点火時期制御方法
DE3721424C2 (de) * 1986-07-01 1994-03-10 Honda Motor Co Ltd Vorrichtung zum Regeln des Zündzeitpunktes bei einer Brennkraftmaschine
DE102011081844A1 (de) * 2011-08-31 2013-02-28 Ford Global Technologies, Llc Verfahren zum Betreiben einer aufgeladenen Brennkraftmaschine und Brennkraftmaschine zur Durchführung eines derartigen Verfahrens
EP2775122B1 (fr) * 2011-11-01 2019-10-23 Nissan Motor Company, Limited Dispositif de commande pour moteur à combustion interne et procédé de commande
US8997723B2 (en) * 2012-06-29 2015-04-07 Ford Global Technologies, Llc Method and system for pre-ignition control
DE102012018692A1 (de) * 2012-09-21 2014-03-27 Daimler Ag Verfahren zum Betreiben einer zumindest ein Einlassventil aufweisenden Brennkraftmaschine, insbesondere eines Ottomotors
US9382863B2 (en) * 2013-09-18 2016-07-05 Ford Global Technologies, Llc Systems and methods for controlling ignition energy during exhaust stroke combustion of gaseous fuel to reduce turbo lag
US10202959B2 (en) * 2016-04-26 2019-02-12 Caterpillar Inc. Combustion pre-chamber and method for operating same
DE102018122963B4 (de) 2018-09-19 2025-01-09 Keyou GmbH Verfahren zum Betreiben einer Verbrennungskraftmaschine, insbesondere eines Gasmotors
DE102018216860B4 (de) 2018-10-01 2022-03-03 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben einer Brennkraftmaschine und Brennkraftmaschine zur Durchführung eines solchen Verfahrens
US11174800B2 (en) * 2019-09-24 2021-11-16 Caterpillar Inc. Transient controller and method of operating gas engine

Also Published As

Publication number Publication date
CN118742723A (zh) 2024-10-01
DE102022201852A1 (de) 2023-08-24
US12486821B2 (en) 2025-12-02
US20250122858A1 (en) 2025-04-17
WO2023160862A1 (fr) 2023-08-31

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