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Method for changing a distribution between port fuel injection and direct injection in an internal combustion engine

A technology of an internal combustion engine and an intake pipe, applied in the field of computer programs

Inactive Publication Date: 2019-05-21
ROBERT BOSCH GMBH
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

[0004] However, due to the different power yields caused by the different injection methods, when changing the distribution between the two injection methods, changes in the torque output by the internal combustion engine occur, which for the driver, for example, due to power Perceptible in jerks caused by descents or power increases

Method used

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  • Method for changing a distribution between port fuel injection and direct injection in an internal combustion engine
  • Method for changing a distribution between port fuel injection and direct injection in an internal combustion engine
  • Method for changing a distribution between port fuel injection and direct injection in an internal combustion engine

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Embodiment Construction

[0021] exist Figure 1a An internal combustion engine 100 is shown schematically and in simplified form, which can be used for the method according to the invention. The internal combustion engine 100 exemplarily has four combustion chambers 103 and an intake duct 106 connected to each of the combustion chambers 103 .

[0022] The intake manifold 106 here has, for each combustion chamber 103 , a fuel injector 107 which is arranged in the respective section of the intake manifold shortly before the combustion chambers. The fuel injector 107 is thus used for intake manifold injection. Furthermore, each combustion chamber 103 has a fuel injector 111 for direct injection.

[0023] exist Figure 1b A further internal combustion engine 200 is shown schematically and in simplified form, which can be used for the method according to the invention. The internal combustion engine 100 exemplarily has four combustion chambers 103 and an intake duct 206 connected to each of the combusti...

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Abstract

The invention relates to a method for changing a distribution between port fuel injection and direct injection, in an internal combustion engine (100) having port fuel injection and direct injection as injection types, from a first to a second distribution factor, wherein fuel quantities to be introduced into each combustion chamber (103) of the internal combustion chamber (100) according to the second distribution factor (A') are determined by means of the respective injection type. A firing angle ([delta][phi]) is determined for each combustion chamber (103) while taking into account at least one torque requirement of the internal combustion engine (100), and the determined fuel quantities and the determined firing angle ([delta][phi]) are adjusted.

Description

technical field [0001] The invention relates to a method for changing the distribution between the two types of injection in an internal combustion engine with intake manifold injection and direct injection, as well as to a computing unit and a computer program for carrying out the method. Background technique [0002] A possible method for fuel injection in Otto motors is intake manifold injection, which is increasingly separated from direct fuel injection. The latter method leads to a significantly better fuel distribution in the combustion chamber and thus a better power yield with less fuel consumption. [0003] In addition, there are also gasoline motors that have a combination of intake pipe injection and direct injection, a so-called dual system. This appears to be advantageous precisely due to increasingly stringent emission requirements or emission limit values, since the intake manifold injection leads to better emission values ​​than direct injection, for example...

Claims

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Application Information

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Patent Type & Authority Applications(China)
IPC IPC(8): F02D41/00F02D41/30F02P5/15F02M69/04F02D37/02
CPCF02D37/02F02D41/008F02D41/2416F02D41/2422F02D41/3094F02M69/046F02P5/1512F02P5/1514Y02T10/40
Inventor A.布劳O.阿本德罗特R.帕森
Owner ROBERT BOSCH GMBH
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