Method for operating an internal combustion engine

A technology for an internal combustion engine and a compressor, applied in the field of high-compression gasoline engines, can solve the problem of not getting engine efficiency loss and the like

Active Publication Date: 2015-04-08
VOLKSWAGEN AG
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Problems solved by technology

In addition, there is the possibility of carrying out an adaptation to different requirements by means of a targeted change of the valve control time, wherein in particular a later time for closing of the exhaust valve is used for the arrival during the ejection stroke due to the injection. Part of the fuel introduced into the exhaust gas channel is pushed back into the combustion chamber by the "internal" exhaust gas recirculation and is thus combusted in the main combustion chamber with a reaction of the mixture, so that no loss of engine efficiency results

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  • Method for operating an internal combustion engine
  • Method for operating an internal combustion engine
  • Method for operating an internal combustion engine

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Embodiment Construction

[0024]In conventional Otto engines, the thermodynamic efficiency is limited by the reduced compression ratio to avoid engine knocking and the necessary throttling for quantitative load control. The so-called Miller method or Atkinson method designates a method for reducing throttling in part-load operation and for achievably increasing the geometric compression ratio. In this case, the volumetric efficiency and effective compression are reduced by closing the intake valve early or late. As a result, the engine is throttled down and the compression temperature and thus the tendency to knock is reduced or the geometric compression is increased. The volumetric efficiency (which represents the ratio of the air mass trapped in the cylinder to the theoretical air mass in the cylinder determined from the thermal state in the intake manifold after a possible charge air cooler) can be obtained by the Miller method, for example from 0.95 reduced to 0.6 to 0.8. However, power losses ma...

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Abstract

The present invention relates to a method for operating an internal combustion engine (51). The internal combustion engine (51) comprises a compressor (52) for setting a charge density (p_SGR) in an intake pipe of the internal combustion engine and adjusting means (53), for example variable valve gear, for setting a volumetric efficiency (lambda_Iota) of the internal combustion engine (51). In the method, a dynamic setpoint value (rl_dyn) is determined for the internal combustion engine (51) as a function of a difference between a load request (rl_soll) on the internal combustion engine (51) and a current load output (rl_ist) of the internal combustion engine (51). The volumetric efficiency (lambda_Iota) and the charge density (p_SGR) are set as a function of the dynamic setpoint value (rl_dyn).

Description

technical field [0001] The following invention relates to a method for operating an internal combustion engine, in particular a supercharged, highly compressed gasoline engine (Ottomotor, sometimes called an Otto engine) with variable valve adjustment ( The so-called variable valve drive (Ventiltrieb)), and the internal combustion engine is operated according to the Miller combustion method (Miller-Brennverfahren). Background technique [0002] In gasoline engines, which are used, for example, in passenger cars or vans, the thermodynamic efficiency is limited due to the reduced compression ratio to avoid engine knocking and the necessary throttling for quantitative load control. The so-called “Miller / Atkinson-Verfahren method” denotes a method for reducing throttling in part-load operation and for achievably increasing the geometric compression ratio (Ansatz). Reduced air consumption (Luftaufwand) and efficient compression by early / late closing of the intake valves (FES = f...

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Application Information

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Patent Type & Authority Applications(China)
IPC IPC(8): F02D41/00F02D13/02
CPCY02T10/42Y02T10/142F02D2041/001F02D41/0002F02D13/02F01L13/0015F02B37/24F02D13/0238F02D13/0269F02D15/00F02D41/0007F02D41/006F02D41/10F02D2200/0406F02D2200/0411F02D2200/602F02M26/22Y02T10/12Y02T10/40
Inventor H. 霍夫迈尔N. 林登坎普
Owner VOLKSWAGEN AG
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