CN106481460B - Method and device for operating a reciprocating piston internal combustion engine with a VCR regulator - Google Patents
Method and device for operating a reciprocating piston internal combustion engine with a VCR regulator Download PDFInfo
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- CN106481460B CN106481460B CN201610721242.9A CN201610721242A CN106481460B CN 106481460 B CN106481460 B CN 106481460B CN 201610721242 A CN201610721242 A CN 201610721242A CN 106481460 B CN106481460 B CN 106481460B
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 90
- 238000000034 method Methods 0.000 title claims abstract description 23
- 230000006835 compression Effects 0.000 claims abstract description 71
- 238000007906 compression Methods 0.000 claims abstract description 71
- 230000007246 mechanism Effects 0.000 claims abstract description 18
- 238000002405 diagnostic procedure Methods 0.000 claims description 4
- 238000004590 computer program Methods 0.000 claims description 2
- 230000007257 malfunction Effects 0.000 description 6
- 239000000446 fuel Substances 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
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- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
-
- 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
- F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
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- 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
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- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
- F02D2700/03—Controlling by changing the compression ratio
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention relates to a method for operating an internal combustion engine (2) having a VCR regulator (6) for setting a compression ratio in a cylinder (3) of the internal combustion engine (2) and a valve control mechanism for setting a valve stroke of a gas exchange valve (11, 12) and/or a phase of an operation of the gas exchange valve (11, 12) with respect to a crankshaft angle, comprising the following steps: -checking: whether a failure has occurred in the valve control mechanism; and-if a fault is detected, limiting the compression ratio in the cylinder (3) such that the moving top dead center (OT) of the piston (4) in the combustion chamber of the cylinder (3) is determined such that a distance of 0 or more exists between the piston (4) at the top dead center position and the valve head (15) of the gas exchange valve (11, 12) in its maximum open state.
Description
Technical Field
The invention relates to an internal combustion engine, in particular a reciprocating internal combustion engine, having a VCR regulator (VCR Variable Compression Ratio) which makes it possible to variably adapt the Compression Ratio of the combustion chamber of the internal combustion engine. The invention further relates to a method for operating such an internal combustion engine with a VCR regulator.
Background
For a reciprocating piston internal combustion engine, the possibility exists that: the compression ratio in the combustion chamber of the cylinder is adjusted by different measures. The compression ratio gives the ratio between the maximum volume of the combustion chamber and the minimum volume of the combustion chamber during a power stroke of the internal combustion engine. The ratio can be variably adjusted by means of a suitable so-called VCR regulator.
For example, a reciprocating piston internal combustion engine with a variable compression mechanism and with an actuating unit for varying the compression ratio is known from document WO 2014/019684. The actuating unit has a connecting rod with a variable length, a piston with a variable compression height and/or a crankshaft with a variable crankshaft radius.
Furthermore, DE102008050827a1 discloses an adjusting device for a crankshaft of an internal combustion engine. The crankshaft is mounted in an adjusting bearing which can be adjusted by means of an adjusting shaft in order to change the position of the crankshaft between a minimum compression position and a maximum compression position of the piston in the cylinder.
Furthermore, a device for adjusting a variable compression ratio in an internal combustion engine is known from document US 2014/0014071. The arrangement comprises an eccentric bearing arrangement for receiving a crankshaft. The eccentric bearing device comprises a rotatable eccentric ring in which the crankshaft is supported, wherein the compression ratio can be adjusted by rotating the eccentric ring.
Disclosure of Invention
According to the invention, a method for operating an internal combustion engine with a VCR regulator according to claim 1 is provided, as well as a device and an engine system with an internal combustion engine according to the respective claims.
Further embodiments are given in the dependent claims.
According to a first aspect, a method is proposed for operating an internal combustion engine having a VCR regulator for adjusting a compression ratio in a cylinder of the internal combustion engine and a valve control mechanism for adjusting a valve stroke of a gas exchange valve and/or a phase of an operation of the gas exchange valve with respect to a crankshaft angle. The method comprises the following steps:
-checking: whether a failure has occurred in the valve control mechanism; and is
-if a fault is identified, limiting the compression ratio in the cylinder so that the top dead center of the movement of the piston in the combustion chamber of the cylinder is determined such that: so that a distance of 0 or more exists between the piston in the position of the top dead center and the valve head of the gas exchange valve in its maximum open state.
In particular, the compression ratio in the cylinder can be limited such that the top dead center of the movement of the piston in the combustion chamber of the cylinder is determined at a position which corresponds to the position of the valve head of the gas exchange valve with its maximum desired opening state in relation to the cylinder axis or at a position which is further away from the gas exchange valve.
Internal combustion engines with VCR-regulators reduce the fuel consumption by optimizing the ventilation losses by adjusting the compression ratio in the combustion chambers of the cylinders. Since the thermal efficiency of the internal combustion engine depends on the compression ratio, an appropriate compression ratio can be adjusted depending on the operating point for the operation of the internal combustion engine. In particular, a high thermodynamic efficiency can be achieved by a high compression ratio in the low and partial operating points, while the compression ratio is reduced in the operating points at high loads in order to reduce the knocking tendency of the internal combustion engine.
In internal combustion engines, gas exchange valves in the form of intake and exhaust valves are located in the combustion chamber crown of the combustion chamber. The gas exchange valves close and open the combustion chamber by a movement of the valve head of the gas exchange valve concerned into the combustion chamber. The operation of the gas exchange valves is generally coupled in a synchronous manner to the rotation of the crankshaft of the internal combustion engine. However, valve control methods for gas exchange valves are known, which decouple the operation of the gas exchange valves at least partially from the rotation of the crankshaft or shift their movement phases relative to one another. For example, hydraulically coupled valve control mechanisms such as Schaeffler UniAir, Fiat Multi Air and similar valve control mechanisms are provided in some valve control approaches to gas exchange valves. In this case, the hydraulic oil in the cold state has a high viscosity, which leads to a slow valve reaction.
In an undesired valve movement of the gas exchange valves, for example, the closing process can be correspondingly slowed down, so that the valve heads of the respective valves project into the combustion chamber longer. Furthermore, in a high compression ratio, the top dead center of the piston movement is close to the top of the combustion chamber, so that the valve head collides with the piston moving in the direction of the top dead center in the combustion chamber. This can lead to mechanical damage to the valve drive and/or the crankshaft drive.
This also occurs in the event of a malfunction of the valve stroke control and the valve phase control, which prescribes the height of the stroke of the gas exchange valve if the maximum valve stroke coincides with the time at which the top dead center of the piston is reached.
The concept of the above method is therefore: the compression ratio is reduced if the adjustment of the respective gas exchange valve is blocked or the valve response is not clear, in order to reduce the risk of damage to the valve drive or the crankshaft drive.
Thus, with the method described above, provision is made for: in an operating situation in which either a malfunction in the VCR regulator is detected or, if the position of the gas exchange valve concerned cannot be determined precisely, the compression ratio is limited in such a way that the position of the piston in the cylinder at top dead center is spaced from the top of the combustion chamber in such a way that no mechanical impact is expected even during the maximum stroke of the valve head of the gas exchange valve. Mechanical damage to the french drive and/or the crank drive can in this way be ensured by maintaining a minimum spacing from the top of the combustion chamber if a malfunction of the VCR regulator occurs or the position of the gas exchange valve is undefined.
Furthermore, a malfunction of the valve control mechanism can be identified if a malfunction identified by the diagnostic method is identified, or if a failure of the seat feedback of the valve state is identified.
According to one embodiment, the compression ratio is higher the closer the top dead center can be to the gas exchange valve, wherein the compression ratio is adjusted to a minimum compression ratio if the valve state is not clear due to failed seat feedback.
Alternatively or additionally, in the event of a fault being identified, the compression ratio is adjusted to a compression ratio which is: the position of the piston at top dead center at this compression ratio corresponds to the position of the maximum opening state of the gas exchange valve.
According to a further aspect, a device for operating an internal combustion engine with a VCR regulator for setting a compression ratio in a cylinder of the internal combustion engine and a valve control mechanism for setting a valve stroke of a gas exchange valve and/or setting a phase of the operation of the gas exchange valve with respect to a crankshaft angle is proposed. The device is configured such that:
-checking whether a fault has occurred in the valve control mechanism; and is
If a fault is detected, the compression ratio in the cylinder is limited, so that the top dead center of the movement of the piston in the combustion chamber of the cylinder is determined in such a way that a distance of 0 or more is formed between the piston at the position of the top dead center and the valve head of the gas exchange valve at its maximum opening position.
According to a further aspect, an engine system is proposed with a reciprocating piston internal combustion engine with a VCR-regulator and the above-mentioned device.
According to a further aspect, a computer program is proposed, which is configured to carry out all the steps of the above-described method.
Drawings
The embodiments will be further elucidated with reference to the drawing. The figures show:
FIG. 1: schematic illustration of an engine system with an internal combustion engine having a VCR regulator for adjusting a variable compression ratio in the combustion chamber of a cylinder;
FIG. 2: a schematic illustration of a cross section through the cylinder, showing the adjustment paths of the piston and the gas exchange valve at high and low compression ratios;
FIG. 3: a flowchart for illustrating a method for operating an internal combustion engine with a VCR regulator is provided.
Detailed Description
Fig. 1 shows a schematic representation of an engine system 1 with an internal combustion engine 2, which is designed in the form of a reciprocating piston internal combustion engine. The internal combustion engine 2 can be designed, for example, in the form of a gasoline engine or a diesel engine.
The internal combustion engine 2 has a cylinder 3 with a combustion chamber 31 in which a piston 4 is movably arranged in a known manner. The piston 4 is coupled at its side opposite the combustion chamber 31 to a crankshaft 5 via a connecting rod (not shown), so that the reciprocating motion of the piston 4 caused by the combustion stroke in the internal combustion engine 2 is converted into a rotational motion of the crankshaft 5.
Otherwise, the internal combustion engine 2 is configured like a conventional internal combustion engine. Intake, exhaust, fuel delivery and the like are not shown in FIG. 1 for clarity reasons.
The coupling between the crankshaft 5 and the piston 4 in the cylinder 3 can be provided with a VCR-regulator 6 (VCR: Variable Compression Ratio) in order to variably adjust the Compression Ratio in the cylinder 3. The compression ratio corresponds to the ratio of the maximum volume of the combustion chamber 31 of the cylinder 3 to the minimum volume of the combustion chamber 31 of the cylinder 3, the maximum volume being: the volume of the combustion chamber 31 when the piston 4 is at the bottom dead center; the minimum volume refers to: volume of the combustion chamber 31 when the piston 4 is at the top dead center. All VCR-regulators 6 change the position of the piston 4 at top dead center jointly as a function of the compression ratio to be set. Specifically, the adjusted compression ratio is larger the closer the top dead center is to the top 16 of the combustion chamber 31.
The combustion engine 2 is operated by a control unit 10 in a known manner. In addition to the adjustment possibilities provided for driving the conventional internal combustion engine 2, the control unit 10 can also adjust the VCR regulator 6.
The advantage of the adjustability of the compression ratio epsilon arises from the thermal efficiency eta of the internal combustion engineTHThe dependence on the compression ratio is as follows:
where ε describes the compression ratio which is found in gasoline enginesIn-machine is typically between 8 and 14 and k is the isotropy index (isotroponexenten) of the mixture, which can be assumed to be about 1.3 for homogeneous combustion. Therefore, the thermal efficiency η is increased from a minimum value to a maximum value in the entire adjustment range of the compression ratioTHThe improvement is about 10%. Thereby, the fuel consumption of the internal combustion engine can be reduced.
In operation, the compression ratio is in fact adjusted such that it is as large as possible, but knocking of the internal combustion engine is to be avoided. This means that at low-load operating points and partial-load operating points a high or maximum compression ratio is set, and at high-load operating points the compression ratio is correspondingly reduced, so that no knocking occurs in the internal combustion engine.
Fig. 2 shows a cross-sectional view through a combustion chamber 31 of one of the cylinders 3 of the internal combustion engine 2 from fig. 1. It can be seen that: the cylinders 3 are provided with gas exchange valves in the form of inlet valves 11 and exhaust valves 12. The intake and exhaust valves are arranged at the combustion chamber top 16, which closes the combustion chamber 31 of the cylinder 3. The gas exchange valves 11, 12 are each associated with a variable valve control, an inlet valve control 13 and an outlet valve control 14. The valve control mechanisms 13, 14 can correspond to hydraulically coupled valve control mechanisms, such as Schaeffler UniAir @, Fiat Multiair @. These valve control means can possibly actuate the gas exchange valves in a malfunction. Such faults can be detected, for example, using a suitable known diagnostic method. Furthermore, the valve control device can be equipped with a seat feedback sensor (Lagerr ü ckmeldungssensensor) which reports back the current valve position. If one such seat feedback sensor fails, the valve position is unclear.
The intake valve control device 13 is used to predetermine the valve stroke and/or the phase position relative to the crankshaft position between the open and closed states of the intake valve 11. The exhaust valve control means 14 is used to predefine the valve stroke and/or the phase position relative to the crankshaft position between the open and closed state of the exhaust valve 12. When the intake valve 11 or the exhaust valve 12 is opened, the respective valve head 15 moves into the interior of the combustion chamber of the cylinder 3.
The piston 31, which is movably located in the cylinder 3, is operated in a reciprocating manner between a bottom dead center UT and a top dead center OT. The top dead center OT corresponds to a position of the piston 31 at which the surface of the piston 31 facing the combustion chamber ceiling 16 is closest to the combustion chamber ceiling, and the bottom dead center UT corresponds to a position of the piston 31 at which the side of the piston 31 facing the combustion chamber ceiling 16 is farthest from the combustion chamber ceiling 16.
The top dead center is located closer to or farther from the top of the combustion chamber depending on the adjusted compression ratio epsilon. The position of the piston 31 at the top dead center OT1 and at the bottom dead center UT1 for a high compression ratio is shown in dashed lines in fig. 2. For a low compression ratio, the position of the piston 31 at the top dead center OT2 and the bottom dead center UT2 is shown in dotted lines.
When setting the maximum compression ratio, the top dead center OT1 corresponds to a position of the piston 31 at which the valve head 15 of one of the gas exchange valves 11, 12 in the open state comes into conflict with the maximum valve travel. In normal operation, however, the valve control is carried out in such a way that the inlet valve 11 and the outlet valve 12 are both closed or open, in which the valve head does not have its maximum opening, if the piston 31 has reached the top dead center. Therefore, the case of collision can be eliminated. If a deviation from normal operation occurs as a result of a fault, the point in time at which the piston 4 reaches the top dead center and the point in time at which the inlet valve 11 or the outlet valve 12 reaches the maximum opening state can coincide and a collision between the valve head 15 and the piston 31 during operation of the internal combustion engine 2 cannot be avoided.
Fig. 3 shows a method by means of which it can be ensured that even in the event of an abnormal operation of the internal combustion engine 2, in particular of the VCR-regulator 6, collisions between the valve heads 15 of the gas exchange valves 11, 12 and the piston 31 in the combustion chamber of the cylinder 3 can be avoided.
In step S1, it is first checked whether the valve control means 13, 14 is malfunctioning. This can be ascertained, for example, by means of a suitable diagnostic method. If a fault in the valve control mechanism is detected in step S1 (yes), the method continues with step S3, otherwise (no) the method continues with step S2.
In step S2, it is checked whether the valve response (ventileaktion) of the gas exchange valves 11, 12 is determined or whether it is not possible to determine in which position the valve head 15 is located. If the valve response of at least one of the gas exchange valves 11, 12 is not clear (alternatively: yes), the method continues with step S3, otherwise it jumps back to step S1.
In step S3, it is now checked whether the maximum stroke height h is presentmaxAre known. If the maximum stroke height is known (alternatively: yes), the maximum compression ratio ε is thus determined in step S4max: in the open state, the valve heads 15 of the gas exchange valves 11, 12 concerned extend to what extent into the combustion chambers of the cylinders 3 concerned. Maximum allowable compression ratio epsilonmaxThe method corresponds to the following steps:
εmax = hKolben × A +Vr（Pventil_offen）/Vr（Pventil_offen）
wherein A is the piston cross-sectional area, hKolbenIs the stroke length of the piston movement, and Vr（Pventil_offen) Is the residual volume of the cylinder 3 at the piston position at the top dead center OT, which corresponds to the maximum opening state Pventil_offenThe valve head 15 of the gas exchange valve 11, 12 concerned is in the position which can be reached maximally in the piston direction. In other words, the position of the valve head 15 of the gas exchange valve 11, 12 in question is in the maximum opening state P about the cylinder axisventil_offenCorresponding to the compression ratio epsilon allowed by the maximummaxThe determined position of the top dead center OT of the piston 4. In particular, the maximum allowable compression ratio εmaxCan be defined as the compression ratio: in this compression ratio, the piston is in contact with the valve heads of the gas exchange valves 11, 12 concerned, which are in their top dead center OT and which are in their maximum open state.
If the maximum open state Pventil_offenIs unknown (alternatively: no), the minimum adjustable compression ratio epsilon of the VCR-regulator 6 is set in step S5minWill be determined as the maximum compression ratio epsilonmax。
The compression ratio epsilon to be adjustedsollAt step S6, the maximum compression ratio εmaxIs required compression ratio epsilonwunschThe required compression ratio can generally be predefined by the control unit 10.
Claims (8)
1. Method for operating an internal combustion engine (2) having a VCR regulator (6) for adjusting the compression ratio in a cylinder (3) of the internal combustion engine (2) and a valve control mechanism for adjusting the valve stroke of gas exchange valves (11, 12) and/or the phase of the operation of the gas exchange valves (11, 12) with respect to the crankshaft angle, comprising the following steps:
-checking: whether a failure has occurred in the valve control mechanism; and is
-if a fault is identified, limiting the compression ratio in the cylinder (3) so that the top dead center (OT) of the movement of the piston (4) in the combustion chamber of the cylinder (3) is determined in such a way that: so that a distance of 0 or more exists between the piston (4) in the position of the top dead center (OT) and the valve head (15) of the gas exchange valve (11, 12) in its maximum open state.
2. A method according to claim 1, wherein a fault in the valve control mechanism is identified if the fault identified by the diagnostic method is identified or if a failure in the seat feedback of the valve status is identified.
3. Method according to claim 1 or 2, wherein the compression ratio (epsilon) is higher the closer the top dead center (OT) of the movement of the piston (4) is to the gas exchange valves (11, 12), wherein said compression ratio (epsilon) is adjusted to a minimum compression ratio if the valve condition is not clear due to lost seat feedback.
4. Method according to claim 1 or 2, wherein in case of a confirmed fault, the compression ratio(s) is adjusted to such a compression ratio(s): wherein the position of the piston (4) at top dead center corresponds to the position of the maximum opening state of the gas exchange valve.
5. Device for operating an internal combustion engine (2) having a VCR regulator (6) for adjusting the compression ratio in a cylinder (3) of the internal combustion engine (2) and having a valve control mechanism for adjusting the valve travel of gas exchange valves (11, 12) and/or the phase of the operation of the gas exchange valves (11, 12) with respect to the crankshaft angle, wherein the device is designed such that:
-checking: whether a failure has occurred in the valve control mechanism; and is
-if a fault is identified, limiting the compression ratio in the cylinder (3) so that the top dead center (OT) of the movement of the piston (4) in the combustion chamber of the cylinder (3) is determined in such a way that: so that a distance of 0 or more exists between the piston (4) in the position of the top dead center and the valve head (15) of the gas exchange valve (11, 12) in its maximum open state.
6. An engine system (1) comprising:
-a reciprocating piston internal combustion engine (2) with a VCR-regulator (6), and
-the device of claim 5.
7. A machine-readable storage medium, in which a computer program is stored which is designed to carry out all the steps of the method according to any one of claims 1 to 4.
8. Electronic control device having an electronic storage medium according to claim 7.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102015216293.1 | 2015-08-26 | ||
| DE102015216293.1A DE102015216293A1 (en) | 2015-08-26 | 2015-08-26 | Method and device for operating a reciprocating internal combustion engine with VCR actuator |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106481460A CN106481460A (en) | 2017-03-08 |
| CN106481460B true CN106481460B (en) | 2021-08-13 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610721242.9A Active CN106481460B (en) | 2015-08-26 | 2016-08-25 | Method and device for operating a reciprocating piston internal combustion engine with a VCR regulator |
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| Country | Link |
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| CN (1) | CN106481460B (en) |
| DE (1) | DE102015216293A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102017123726A1 (en) * | 2017-10-12 | 2017-11-23 | FEV Europe GmbH | VCR reciprocating engine |
| DE102017222693B4 (en) * | 2017-12-14 | 2021-03-18 | Bayerische Motoren Werke Aktiengesellschaft | Method for operating an internal combustion engine |
| CN111173622B (en) * | 2018-11-12 | 2022-03-25 | 长城汽车股份有限公司 | Variable compression ratio mechanism control method |
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| DE102008050827A1 (en) | 2008-10-08 | 2010-04-15 | Schaeffler Kg | Adjusting device for adjusting compression ratios of Otto engine crankshaft, has actuator displacing locking mechanism into free running position in fail-safe position to allow crankshaft to automatically take minimum compression position |
| KR101360052B1 (en) | 2012-07-12 | 2014-02-11 | 현대자동차주식회사 | Variable compression ratio apparatus |
| CN104662273B (en) | 2012-07-30 | 2018-11-20 | Fev 有限责任公司 | The driving unit of engine components for variation |
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2015
- 2015-08-26 DE DE102015216293.1A patent/DE102015216293A1/en not_active Withdrawn
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| CN1894494A (en) * | 2003-12-17 | 2007-01-10 | 本田技研工业株式会社 | Device and method for controlling internal combustion engine with universal valve gear system and variable compressing mechanism |
| CN101466933A (en) * | 2006-06-15 | 2009-06-24 | 丰田自动车株式会社 | Spark ignition type internal combustion engine |
| CN101363369A (en) * | 2007-08-10 | 2009-02-11 | 日产自动车株式会社 | Variable valve controller for an internal combustion engine and method for operating the same |
| JP5316086B2 (en) * | 2009-03-02 | 2013-10-16 | 日産自動車株式会社 | Control device and control method for internal combustion engine |
| DE102010032487A1 (en) * | 2010-07-28 | 2012-02-02 | Daimler Ag | Method for operating a reciprocating piston engine |
| JP2015081562A (en) * | 2013-10-23 | 2015-04-27 | 日立オートモティブシステムズ株式会社 | Internal combustion engine control device |
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| DE102015216293A1 (en) | 2017-03-02 |
| CN106481460A (en) | 2017-03-08 |
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