EP2876275B1 - Reciprocating piston combustion engine and method for operating same - Google Patents

Reciprocating piston combustion engine and method for operating same Download PDF

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Publication number
EP2876275B1
EP2876275B1 EP14002466.2A EP14002466A EP2876275B1 EP 2876275 B1 EP2876275 B1 EP 2876275B1 EP 14002466 A EP14002466 A EP 14002466A EP 2876275 B1 EP2876275 B1 EP 2876275B1
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EP
European Patent Office
Prior art keywords
compressed air
electromagnetic valve
air
internal combustion
combustion engine
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EP14002466.2A
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German (de)
French (fr)
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EP2876275A1 (en
Inventor
Franz Werner Prümm
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MAN Truck and Bus SE
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MAN Truck and Bus SE
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    • 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
    • F02B21/00—Engines characterised by air-storage chambers
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/06—After-charging, i.e. supplementary charging after scavenging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F02D17/023—Cutting-out the inactive cylinders acting as compressor other than for pumping air into the exhaust system
    • F02D17/026—Cutting-out the inactive cylinders acting as compressor other than for pumping air into the exhaust system delivering compressed fluid, e.g. air, reformed gas, to the active cylinders other than during starting
    • 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

Definitions

  • the invention relates to a reciprocating internal combustion engine and a method for operating a reciprocating internal combustion engine.
  • ATL exhaust gas turbocharger
  • the achievable higher excess air causes a lower nitrogen oxide and particle emission.
  • problematic operating ranges are acceleration processes from idling or the low partial load, since at the time of acceleration there is still no sufficient boost pressure available to maintain a permanently high excess air. Increased nitrogen oxide and particulate emissions (soot emissions) during acceleration processes are the result.
  • the object of the invention is in particular to provide a reciprocating internal combustion engine which is suitable for use with an exhaust gas turbocharger for minimizing pollutant emissions and / or which enables a more efficient operation of the reciprocating internal combustion engine. It is a further object of the invention to provide an improved method of operating a reciprocating internal combustion engine which avoids the disadvantages of conventional operating methods.
  • said objects are achieved by a reciprocating internal combustion engine in which, in addition to the air inlet or air outlet of the cylinder head arranged air inlet or air outlet valves, via which the charge cycle in the exhaust stroke and intake stroke, an electromagnetic valve for introducing air into the combustion chamber and / or air discharge from the combustion chamber is arranged.
  • the electromagnetic valve hereinafter also referred to as an electromagnetically actuated injector is, for example, an electrically controlled solenoid valve.
  • the electromagnetic valve is preferably arranged at the end of a compressed air line, which connects the cylinder, on which the electromagnetic valve is arranged, with a compressed air reservoir of a compressed air system.
  • the electromagnetic valve thus couples in an open position the combustion chamber of the cylinder and a compressed air reservoir via the compressed air line.
  • an additional air introduction into the combustion chamber by means of the electromagnetic valve does not take place via the conventional charge air supply line, but via a separate compressed air line.
  • the intake valves and exhaust valves on the cylinder head may be formed as poppet valves be.
  • the compressed air reservoir is set up to feed the air brake of a vehicle.
  • such an electromagnetic valve is arranged on each cylinder head of a cylinder bank.
  • the electromagnetic valve can be controlled to introduce air into the combustion chamber and / or for air delivery from the combustion chamber. Due to the precise and quickly switchable electromagnetic valve thus the amount of air in the combustion chamber can be controlled even with closed inlet and outlet valves, for example in the compression stroke.
  • the electromagnetic valve is preferably controlled by a control unit, such that in a region of closing of the intake valves, the electromagnetic valve is brought into an open position to additionally introduce air into the combustion chamber via the electromagnetic valve.
  • the electromagnetic valve is brought back into a closed position when or before the increased pressure in the cylinder due to the compression in the compression stroke exceeds the air pressure in the compressed air system.
  • the aforesaid region of closing the intake valves should also include times immediately before and immediately after closing the intake valves.
  • the electromagnetic valve is designed so that an effective cross-section of the electromagnetic valve, that is, an effective air injection cross section is in the range of 5 to 20 mm 2 , more preferably in the range of 10 to 15 mm 2 .
  • an effective cross-section of the electromagnetic valve that is, an effective air injection cross section is in the range of 5 to 20 mm 2 , more preferably in the range of 10 to 15 mm 2 .
  • I effective cross sections of 10 to 15 mm 2 are particularly advantageous.
  • the preferred effective opening area of the electromagnetic valve is thus larger than conventional electromagnetic valves and reduces the time required for air injection and air extraction. This is advantageous because of the high compression ratios In diesel engines Verdichtungsenddrücke be achieved in the compression stroke in the order of 50 bar, so that the increased pressure in the cylinder by the compression in a short time exceeds the pressure in the compressed air system of the compressed air tank 1. The available time window for air injection is thus small.
  • the electromagnetic valve can be controlled and controlled by means of a control unit.
  • the control unit may be set up such that control parameters of the valve, in particular regarding a decision as to whether an actuation of the electromagnetic valve in the current operating state, regarding an opening start of the electromagnetic valve and / or an opening end of the electromagnetic valve in response to a piston position, a load request , an engine speed and / or a boost pressure in the cylinder are determined.
  • the control unit is adapted to determine the control parameters of the electromagnetic valve as a function of a pressure and / or a temperature in a compressed air storage system containing compressed air.
  • the engine control unit is used as a control unit for the electromagnetic valve.
  • the reciprocating internal combustion engine is designed with common rail injection.
  • the control unit of the common rail injection system are used, so that for example in a diesel engine, the same engine control unit for controlling the diesel injectors 11 and for controlling the corresponding electromagnetically actuated air injectors 4 is used.
  • the reciprocating internal combustion engine is preferably a self-igniting internal combustion engine (diesel engine).
  • the reciprocating internal combustion engine with the electromagnetic valve may also be designed as a gasoline engine (gasoline engine), which will be explained in more detail below.
  • Another aspect of the invention relates to a motor vehicle, in particular a commercial vehicle with a reciprocating internal combustion engine according to one of the aspects described above.
  • the electromagnetic valve can pneumatically couple the combustion chamber with the compressed air system of the brakes, as already mentioned above.
  • the commercial vehicle comprises a first compressed air system with a first compressed air reservoir, for. B. for supplying the brakes with compressed air, and a second compressed air system with a second compressed air reservoir, wherein the second compressed air reservoir is operated during operation of the vehicle at a higher pressure than the first compressed air reservoir.
  • the second compressed air reservoir is pneumatically coupled to the combustion chamber via the electromagnetic valve and further configured to fill the first pressure accumulator with compressed air.
  • the high compression ratios are utilized in the compression stroke to fill the second compressed air reservoir via a removal of compressed air from the combustion chamber by opening the electromagnetic valve.
  • a method for operating a reciprocating internal combustion engine, wherein compressed air is introduced from a compressed air reservoir via the electromagnetic valve in the combustion chamber, in addition to the charge air, which is introduced via the at least one inlet valve into the combustion chamber. Furthermore, compressed air can be removed from the combustion chamber via the electromagnetic valve and returned to the compressed air reservoir.
  • the additional air injection of compressed air via the electromagnetic valve begins in the region of closing of the at least one inlet valve and ends at the latest when a gas pressure in the cylinder reaches an air pressure in the compressed air reservoir.
  • the method includes the step of, in at least one cylinder with fuel injection shut off, opening and closing the electromagnetic valve in the region of top dead center, preferably immediately before top dead center, in operating conditions where full engine torque is not required the downward movement of the piston is closed again to remove compressed air from the combustion chamber and supply the compressed air reservoir.
  • the internal combustion engine according to the invention can thus be used in operating states in which not the full engine power or the full engine torque is required for compressed air generation. Due to the higher pressure in the cylinder, which arises in the compression stroke, the compressed air reservoirs are filled.
  • the reciprocating internal combustion engine can also be used for brake energy recovery. If deceleration phases without fuel injection as described above are used for generating compressed air, the system will increase in efficiency as braking energy is used to generate compressed air.
  • the operating state which does not use the full engine power is a coasting operation without fuel injection.
  • the control unit controls the electromagnetic valve as follows. At the beginning of the compression stroke of the pushing operation immediately after closing the intake valve, the electromagnetic valve is brought into an open position. At this time, the pressure in the combustion chamber is smaller than in the compressed air reservoir. There is an additional air injection of compressed air into the combustion chamber. At the latest when the gas pressure in the cylinder or in the combustion chamber reaches the pressure in the compressed air reservoir, the electromagnetic valve is closed again. Subsequently, in the region of top dead center, z. B. before top dead center, the electromagnetic valve re-opened and then closed again during the downward movement of the piston to remove compressed air from the combustion chamber and return the compressed air reservoir.
  • a higher braking effect is thus generated in that additional air is introduced into the cylinder in the compression stroke, so that an increased compression work is performed by the increased cylinder charge during the upward movement of the piston, which acts on the crankshaft braking.
  • the injector is opened at top dead center of the piston and removed to fill the compressed air system.
  • a utility vehicle in which the compressed air generation by means of the described removal of compressed air from the combustion chamber and feeding into the compressed air reservoir takes place without a separately mounted air compressor is provided for compressed air generation.
  • Another advantage of the present invention is thus that with a suitable design of the system can be dispensed with the commonly used in commercial vehicles air compressor for compressed air production.
  • the electromagnetic valve is activated so that the amount of air that has been introduced into the combustion chamber via the inlet valve is reduced by an at least partial removal by the electromagnetic valve before combustion in order to increase the exhaust gas temperature specifically.
  • This lube control which is controlled by the electromagnetic valve, enables a targeted increase in the exhaust gas temperatures in order, for example, to allow a previous activity of the exhaust aftertreatment systems after an engine start.
  • This mode is thus preferably used after a cold start until the engine reaches normal operating temperature. Further, in idle and low load range with this embodiment, the effectiveness of the exhaust aftertreatment system can be increased. In contrast to reducing the amount of air by throttling the intake air no loss of efficiency due to throttle losses must be accepted.
  • this mode can be carried out in a self-igniting reciprocating internal combustion engine by providing a lambda probe in a closed loop, wherein the lambda probe measures the controlled variable and the electromagnetic valve is controlled as an actuator.
  • a lambda control as is known per se from the prior art for gasoline engines, be represented for a diesel engine, which corresponds qualitatively to the lambda control of a modern gasoline engine.
  • FIG. 1 schematically shows the structure of the cylinder of a self-igniting internal combustion engine according to an embodiment.
  • the piston 7 movably guided in the cylinder is moved by a connecting rod 8 driven by the crankshaft.
  • At least one inlet valve 5 and at least one outlet valve 6 in the form of poppet valves are arranged on the cylinder head 3. These are in the intake stroke and exhaust stroke, the so-called.
  • Charge change part opened in a known manner alternately with a possible valve overlap and closed again to suck fresh gas from the charge air duct via the inlet valve 5 into the cylinder and to push exhaust gas through the exhaust valve 6 from the cylinder.
  • an exhaust gas turbocharger may be provided (not shown), which may generate an overpressure for loading the cylinder via the intake valve 5.
  • the fuel injection into the combustion chamber 3 takes place via the diesel injector 11 arranged on the cylinder head.
  • an electrically actuated solenoid valve 4 is arranged, which opens into the combustion chamber 3.
  • the opening of the solenoid valve 4, which is located outside the combustion chamber 13, is connected to a compressed air line 2 a via which the electromagnetic valve 4 is connected to a compressed air system.
  • the other cylinders of the cylinder bank (in FIG. 1 not shown) are constructed in a comparable manner.
  • a compressed air tank 1 is arranged, from which, for example, the compressed air brake of a commercial vehicle is supplied with compressed air (not shown).
  • the compressed air lines 2a from the electromagnetic valves 4 of each cylinder of the cylinder bank are brought together by an air distributor rail 10 in a compressed air line 2b, which is connected to the compressed air tank 1.
  • a shut-off valve 9 is further provided.
  • the compressed air tank 1, as is typically used in commercial vehicles, is operated in a range of 10 to 12 bar.
  • the control of the electromagnetic valve 4 is effected by the control unit of the common rail injection system, which is connected via a control line to the electromagnetic valve 4 (not shown).
  • the control unit for controlling common rail injectors 11, in particular the output stage for controlling common rail injectors 11, is also suitable for driving the electromagnetic injector 4. According to the present embodiment, therefore, the same output stage, which is used to drive the diesel injector 11, by means of a multiplex method, also used to drive the electromagnetic valve 4.
  • the control unit determines the control variables or parameters required for the control of the electromagnetic valve 4, eg. B. Operation of the valve YES or NO, opening and opening end of the valve 4.
  • the determination of the control variables takes place in dependence on the current load request, the engine speed and the boost pressure, which are already present in the control unit for controlling the diesel injectors 11.
  • the control device is set up to determine the pressure and the temperature in the air system 1 via a digital interface with further control devices arranged in the vehicle or directly by corresponding sensors 17 as further variables used for the calculation of the control parameters.
  • a pressure and temperature sensor 17 on the compressed air tank 1 and a further pressure and temperature sensor 17 is arranged on the distributor rail 10 to measure the pressure and the temperature in the compressed air tank 1 and in the distributor rail 10.
  • FIG. 2 shows a modification of the embodiment FIG. 1 for gasoline engines, so that reference is made to avoid repetition of the above description.
  • a special feature of this internal combustion engine is that Instead of a diesel injector 11, a spark plug 12 is provided, with which the air-fuel mixture in the combustion chamber 13 is ignited. Further, an additional check valve 14 is provided upstream of the electromagnetic valve 4 in the compressed air line 2, to prevent combustible mixture from the combustion chamber 13 via the electromagnetic valve 4 enters the compressed air system.
  • FIG. 3 shows a further modification of the embodiment FIG. 1 and differs from this in that now a two-stage compressed air system is provided.
  • the individual cylinders via their respective electromagnetic valves 4 and the compressed air lines 2a are not connected directly to the compressed air tank 1, from which, for example, the compressed air brake of the commercial vehicle is fed. Rather, a second compressed air tank 14, which is operated at a higher pressure than the first pressure vessel 1, disposed between the first compressed air tank 1 and the cylinders.
  • a pressure and temperature sensor 17 is arranged in each case on the first compressed-air reservoir 1, on the second compressed-air reservoir 14 and on the distributor rail 10 in order to determine the pressure and the temperature in the first compressed-air reservoir 1, in the second compressed-air reservoir 14 and in the distributor. Rail 10 to measure.
  • the second compressed air tank is a high-pressure vessel, which is operated in the order of about 30 bar.
  • the two compressed air tanks 1, 14 are in turn connected via a compressed air line 2c. Between the two compressed air tanks, a check valve 15 and a pressure regulator 16 is arranged. Due to the high compression ratios of diesel engines, compression pressures of the order of 50 bar are achieved. This makes it possible to fill the high pressure vessel 14 via the electromagnetic valve 4 with compressed air generated in the compression stroke with the method described above.
  • the air injection into the cylinder also takes place from the high-pressure tank 14 via the pressure control valve 16 or other controllable valves is a filling of the normal compressed air tank 1 from the high pressure vessel 14th
  • the arrangement off FIG. 3 with two-stage compressed air system has the following advantages:
  • the compressed air system 1 for the brakes can be made smaller, because in the high-pressure system 14 stored air is available as a reserve. With the same volume can be stored in the high pressure system 14 a higher mass of compressed air. Furthermore, a larger mass of compressed air can be stored overall for the same volume.
  • Another advantage is that the electromagnetic valves 4 can be made with a smaller effective cross-section, because the air from the high-pressure system 14 has a higher density and because more time is available for the air injection during the compression phase. Valves 4 with smaller effective cross-section can also be made smaller and thus also require less installation space in the cylinder head 13.
  • an advantage is that the masses to be moved are smaller with a smaller effective cross-section. Therefore, the technical implementation is easier to implement and leads to reduced costs.
  • a first mode includes the additional injection of air, especially during acceleration operations from idle or the low part load, when the exhaust turbocharger does not provide sufficient boost pressure for the filling of the cylinder with air.
  • control unit of the electromagnetic valve detects that the cylinders are not sufficiently filled via the intake valves 5 depending on the engine speed and the detected supercharging pressure
  • the control unit activates the operation of the electromagnetic valves 4 of the cylinders and determines the opening start and the opening end of FIG Valves within the four-stroke process.
  • the electromagnetic valves 4 are controlled by the control unit such that in a region of closing of the intake valves, the electromagnetic valve is brought into an open position to additionally compressed air, which is provided by the compressed air reservoir 1, in the combustion chamber 13th via the electromagnetic valve 4 introduce.
  • the electromagnetic valve 4 is again brought into a closed position when or before the increased in the compression stroke in the compression stroke in the cylinder exceeds the air pressure in the compressed air tank 1.
  • the filling of the cylinder with air depends primarily on the instantaneous boost pressure. Therefore, the additional air to be blown through the electromagnetic valves 4 can be steadily reduced depending on the increasing boost pressure. If the boost pressure has reached the required value, the additional air injection is switched off.
  • the first mode of operation maintains a permanently high air surplus to reduce nitrogen oxide and particulate emissions.
  • a second mode can be used for compressed air generation.
  • a third mode can be used for brake energy recovery. This thrust phases are used without fuel injection for compressed air generation according to the second mode. This results in an increase in efficiency of the system, as braking energy is used for compressed air generation.
  • a fourth mode can be used for brake assistance.
  • Another advantage of the invention is that in overrun mode, without diesel injection, the valve operation of the electromagnetic valves 4 can be set so that the braking effect of the engine is increased.
  • the valve operation of the electromagnetic valves 4 can be set so that the braking effect of the engine is increased.
  • FIG. 1 shown system by appropriate dimensioning of the compressed air reservoir and the operating modes in which compressed air is generated, designed so that thereby the compressed air demand of the vehicle is covered and can be completely dispensed with the commonly used in commercial vehicles air compressor for compressed air generation.
  • a fifth mode of operation of the solenoid valve 4 is to reduce the amount of air for combustion.
  • the exhaust gas temperature can be selectively increased, for example, an earlier activity of the exhaust aftertreatment system to allow after engine start. Even at idle and low load range, the effectiveness of the exhaust aftertreatment system can be increased with this measure.
  • a particular advantage of this mode is that, in contrast to reducing the amount of air by throttling the intake air while no loss of efficiency due to throttle losses must be taken into account.
  • the electromagnetic valve 4 can be operated according to the first mode, in addition via the electromagnetic valve 4 compressed air is introduced into the combustion chamber 13 to provide an additional way to influence the air fuel ratio in the combustion chamber 13.
  • an additional check valve 14 is provided to prevent a combustible mixture from the combustion chamber 13 enters the compressed air system, the above-mentioned modes in which compressed by the piston 7 air from the combustion chamber 13 via the electromagnetic valve. 4 is not possible. This restriction applies regardless of the type of mixture formation. Both in the classic outer mixture formation as well as in the direct injection into the combustion chamber is during compaction at least temporarily ignitable Kraftstöffluftgemisch in the cylinder.
  • the aforementioned fifth mode for reducing the amount of air for combustion can also be used for fuel economy.
  • the throttle valve remains largely open even in the partial load range. This reduces the throttle losses. Part of the air in the cylinder is blown off via the electromagnetic air valve 4. When the in-cylinder air mass is equal to the load demand, the air valve 4 is closed and compression begins.

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  • 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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)

Description

Die Erfindung betrifft eine Hubkolben-Brennkraftmaschine und ein Verfahren zum Betrieb einer Hubkolben-Brennkraftmaschine.The invention relates to a reciprocating internal combustion engine and a method for operating a reciprocating internal combustion engine.

Dieselmotoren für Kraftfahrzeuge, insbesondere für Nutzfahrzeuge, sind dem Stand der Technik entsprechend üblicherweise mit einer Abgasturboaufladung (ATL) ausgestattet. Der damit erzielbare höhere Luftüberschuss bewirkt eine geringere Stickstoffoxid- und Partikelemission. Problematische Betriebsbereiche sind jedoch Beschleunigungsvorgänge aus dem Leerlauf oder der niederen Teillast, da hier zum Zeitpunkt der Beschleunigung noch kein ausreichender Ladedruck zur Verfügung steht, um einen permanent hohen Luftüberschuss aufrechtzuerhalten. Eine erhöhte Stickstoffoxid- und Partikelemission (Rußausstoß) bei Beschleunigungsvorgängen sind die Folge.Diesel engines for motor vehicles, especially for commercial vehicles, are conventionally equipped with an exhaust gas turbocharger (ATL) according to the state of the art. The achievable higher excess air causes a lower nitrogen oxide and particle emission. However, problematic operating ranges are acceleration processes from idling or the low partial load, since at the time of acceleration there is still no sufficient boost pressure available to maintain a permanently high excess air. Increased nitrogen oxide and particulate emissions (soot emissions) during acceleration processes are the result.

Aus der Praxis ist zur Minimierung dieser Nachteile bekannt, eine zusätzliche Lufteinblasung vorzusehen, bei der während der Beschleunigung Luft aus dem Bremsluftsystem des Fahrzeugs in das Ladeluftverteilerrohr geleitet wird. Das Rückschlagen der zugeführten Luft zur Ansauganlage wird durch Klappen verhindert. Derartige Klappen verhindern jedoch, dass von der Abgasturboaufladung erzeugte Ladeluft zum Motor gelangen kann. Nachteilig an diesem Ansatz ist daher, dass die gesamte benötigte Luft bis zum Aufbau eines ausreichenden Ladedrucks aus dem Bremsluftsystem entnommen werden muss.From practice it is known to minimize these disadvantages, to provide an additional air injection, during which air is passed from the brake system of the vehicle during the acceleration in the charge air manifold. The return of the supplied air to the intake system is prevented by flaps. However, such flaps prevent the charge air generated by the exhaust gas turbocharger from getting to the engine. A disadvantage of this approach is therefore that the entire required air must be removed from the brake air system to build up a sufficient charge pressure.

In der Patentschrift DE 101 29 976 B4 wird ein Verfahren beschrieben, das zum Zusatzeinblasen von Luft die zum Anlassen benötigten, als Tellerventile ausgeführten Anlassventile eines Großmotors verwendet. Diese werden pneumatisch oder hydraulisch angesteuert.In the patent DE 101 29 976 B4 A method is described which, for the additional blowing in of air required for starting, is carried out as poppet valves Used starting valves of a large engine. These are controlled pneumatically or hydraulically.

Aus der DE 10 2004 028 216 A1 , der EP 2 333 271 A1 und der FR 2 865 769 A1 sind Hubkolben-Brennkraftmaschinen bekannt, die neben den Auslass- und Einlassventilen zusätzlich ein elektromagnetisches Ventil am Zylinderkopf aufweisen, das mit einem direkt am Zylinderkopf angeordneten Druckluftspeicher verbunden ist. Die US 2005/182553 A1 offenbart eine Hubkolben-Brennkraftmaschine, bei der der Brennraum mit einem Druckluftspeicher koppelbar ist. Hierfür wird insbesondere die Verwendung eines elektromagnetischen Ventils zur Kopplung vorgeschlagen. Aus der DE 44 11 934 C1 ist eine Vorrichtung zum Umschalten einer Brennkraftmaschine in einen Luftpresserbetrieb bekannt, wobei von einem Druckluftspeicher aus über eine Druckleitung ein Umschaltventil eines Zylinders der Brennkraftmaschine betätigbar ist.From the DE 10 2004 028 216 A1 , of the EP 2 333 271 A1 and the FR 2 865 769 A1 Reciprocating internal combustion engines are known, which in addition to the exhaust and intake valves additionally have an electromagnetic valve on the cylinder head, which is connected to a directly on the cylinder head arranged compressed air reservoir. The US 2005/182553 A1 discloses a reciprocating internal combustion engine in which the combustion chamber can be coupled to a compressed air reservoir. For this purpose, in particular the use of an electromagnetic valve for coupling is proposed. From the DE 44 11 934 C1 a device for switching an internal combustion engine in an air compressor operation is known, wherein from a compressed air reservoir via a pressure line, a changeover valve of a cylinder of the internal combustion engine is actuated.

Es ist eine Aufgabe der Erfindung, eine verbesserte Hubkolben-Brennkraftmaschine bereitzustellen, mit der Nachteile herkömmlicher Hubkolben-Brennkraftmaschinen vermieden werden können. Die Aufgabe der Erfindung ist es insbesondere, eine Hubkolben-Brennkraftmaschine bereitzustellen, die sich für den Einsatz mit einem Abgasturbolader zur Minimierung der Schadstoffemissionen eignet und/oder die einen effizienteren Betrieb der Hubkolben-Brennkraftmaschine ermöglicht. Es ist eine weitere Aufgabe der Erfindung, ein verbessertes Verfahren zum Betrieb einer Hubkolben-Brennkraftmaschine bereitzustellen, das Nachteile herkömmlicher Betriebsverfahren vermeidet.It is an object of the invention to provide an improved reciprocating internal combustion engine, with the disadvantages of conventional reciprocating internal combustion engines can be avoided. The object of the invention is in particular to provide a reciprocating internal combustion engine which is suitable for use with an exhaust gas turbocharger for minimizing pollutant emissions and / or which enables a more efficient operation of the reciprocating internal combustion engine. It is a further object of the invention to provide an improved method of operating a reciprocating internal combustion engine which avoids the disadvantages of conventional operating methods.

Diese Aufgaben werden durch eine Hubkolben-Brennkraftmaschine und ein Verfahren zum Betrieb einer Hubkolben-Brennkraftmaschine mit den Merkmalen der unabhängigen Ansprüche gelöst. Vorteilhafte Ausführungsformen und Anwendungen der Erfindung sind Gegenstand der abhängigen Ansprüche und werden in der folgenden Beschreibung unter teilweiser Bezugnahme auf die Figuren näher erläutert.These objects are achieved by a reciprocating internal combustion engine and a method for operating a reciprocating internal combustion engine having the features of the independent claims. Advantageous embodiments and applications of the invention are the subject matter of the dependent claims and are explained in more detail in the following description with partial reference to the figures.

Gemäß allgemeinen Gesichtspunkten der Erfindung werden die genannten Aufgaben durch eine Hubkolben-Brennkraftmaschine gelöst, bei der zusätzlich zu den am Lufteinlass bzw. Luftauslass des Zylinderkopfs angeordneten Lufteinlass- bzw. Luftauslassventilen, über die der Ladungswechsel im Ausstoßtakt und Ansaugtakt erfolgt, ein elektromagnetisches Ventil zur Lufteinbringung in den Brennraum und/oder Luftausbringung aus dem Brennraum angeordnet ist.According to general aspects of the invention, said objects are achieved by a reciprocating internal combustion engine in which, in addition to the air inlet or air outlet of the cylinder head arranged air inlet or air outlet valves, via which the charge cycle in the exhaust stroke and intake stroke, an electromagnetic valve for introducing air into the combustion chamber and / or air discharge from the combustion chamber is arranged.

Das elektromagnetische Ventil, nachfolgend auch als elektromagnetisch betätigbarer Injektor bezeichnet, ist beispielsweise ein elektrisch gesteuertes Magnetventil. Das elektromagnetische Ventil ist vorzugsweise am Ende einer Druckluftleitung angeordnet, die den Zylinder, an dem das elektromagnetische Ventil angeordnet ist, mit einem Druckluftspeicher eines Druckluftsystems verbindet. Das elektromagnetische Ventil koppelt somit in einer geöffneten Stellung den Brennraum des Zylinders und einen Druckluftspeicher über die Druckluftleitung. Somit erfolgt eine Zusatzlufteinbringung in den Brennraum mittels des elektromagnetischen Ventils nicht über die herkömmliche Ladeluftzufuhrleitung, sondern über eine separate Druckluftleitung. Die Einlassventile und Auslassventile am Zylinderkopf können als Tellerventile ausgebildet sein. Der Druckluftspeicher ist eingerichtet, die Druckluftbremse eines Fahrzugs zu speisen.The electromagnetic valve, hereinafter also referred to as an electromagnetically actuated injector is, for example, an electrically controlled solenoid valve. The electromagnetic valve is preferably arranged at the end of a compressed air line, which connects the cylinder, on which the electromagnetic valve is arranged, with a compressed air reservoir of a compressed air system. The electromagnetic valve thus couples in an open position the combustion chamber of the cylinder and a compressed air reservoir via the compressed air line. Thus, an additional air introduction into the combustion chamber by means of the electromagnetic valve does not take place via the conventional charge air supply line, but via a separate compressed air line. The intake valves and exhaust valves on the cylinder head may be formed as poppet valves be. The compressed air reservoir is set up to feed the air brake of a vehicle.

Vorzugsweise ist an jedem Zylinderkopf einer Zylinderbank ein derartiges elektromagnetisches Ventil angeordnet. Das elektromagnetische Ventil ist zur Lufteinbringung in den Brennraum und/oder zur Luftausbringung aus dem Brennraum ansteuerbar. Durch das präzise und schnell schaltbare elektromagnetische Ventil kann somit die Luftmenge im Brennraum auch bei geschlossenen Ein- und Auslassventilen gesteuert werden, beispielsweise im Verdichtungstakt.Preferably, such an electromagnetic valve is arranged on each cylinder head of a cylinder bank. The electromagnetic valve can be controlled to introduce air into the combustion chamber and / or for air delivery from the combustion chamber. Due to the precise and quickly switchable electromagnetic valve thus the amount of air in the combustion chamber can be controlled even with closed inlet and outlet valves, for example in the compression stroke.

Zur Zusatzlufteinblasung ist das elektromagnetische Ventil vorzugsweise von einer Steuereinheit angesteuert, derart, dass in einem Bereich des Schließens der Einlassventile das elektromagnetische Ventil in eine Öffnungsstellung gebracht wird, um zusätzlich Luft in den Brennraum über das elektromagnetische Ventil einzubringen. Das elektromagnetische Ventil wird wieder in eine Schließstellung gebracht, wenn oder bevor der durch die Kompression im Verdichtungstakt erhöhte Druck im Zylinder den Luftdruck im Druckluftsystem übersteigt. Der vorgenannte Bereich des Schließens der Einlassventile soll auch Zeitpunkte unmittelbar vor und unmittelbar nach dem Schließen der Einlassventile umfassen.For additional air injection, the electromagnetic valve is preferably controlled by a control unit, such that in a region of closing of the intake valves, the electromagnetic valve is brought into an open position to additionally introduce air into the combustion chamber via the electromagnetic valve. The electromagnetic valve is brought back into a closed position when or before the increased pressure in the cylinder due to the compression in the compression stroke exceeds the air pressure in the compressed air system. The aforesaid region of closing the intake valves should also include times immediately before and immediately after closing the intake valves.

Da über das elektromagnetische Ventil Zusatzluft direkt in den Brennraum eingebracht werden kann, vorzugsweise nach Schließen der Einlassventile, entfällt die Notwendigkeit von Rückschlagklappen. Die Befüllung der Zylinder mit Luft, unter anderem mit Unterstützung des Abgasturboladers, kann in üblicher Weise erfolgen, so dass die Zusatzeinblasung über das elektromagnetische Ventil nur bei Bedarf zugeschaltet werden kann. Dadurch kann ein permanent hoher Luftüberschuss aufrecht erhalten werden, um die Stickstoffoxid- und Partikelemission zu reduzieren.Since additional air can be introduced directly into the combustion chamber via the electromagnetic valve, preferably after closing the intake valves, there is no need for check valves. The filling of the cylinder with air, inter alia with the assistance of the exhaust gas turbocharger, can be done in a conventional manner, so that the additional injection via the electromagnetic valve can be switched on only when needed. As a result, a permanently high excess air can be maintained in order to reduce nitrogen oxide and particulate emissions.

Vorzugsweise ist das elektromagnetische Ventil so ausgebildet, dass ein effektiver Querschnitt des elektromagnetischen Ventils, das heißt ein effektiver Querschnitt zur Lufteinblasung im Bereich von 5 bis 20 mm2, weiter vorzugsweise im Bereich von 10 bis 15 mm2 liegt. Für Zylinderhubvolumen von 1,5 bis 2 I sind effektive Querschnitte von 10 bis 15 mm2 besonders vorteilhaft. Der bevorzugte effektive Öffnungsquerschnitt des elektromagnetischen Ventils ist somit größer als bei herkömmlichen elektromagnetischen Ventilen und reduziert die erforderliche Zeitdauer zur Lufteinblasung und Luftentnahme. Dies ist vorteilhaft, da durch die hohen Verdichtungsverhältnisse bei Dieselmotoren Verdichtungsenddrücke im Verdichtungstakt in der Größenordnung von 50 bar erreicht werden, so dass der durch die Kompression erhöhte Druck im Zylinder in kurzer Zeit den Druck im Druckluftsystem des Druckluftbehälters 1 übersteigt. Das zur Verfügung stehende Zeitfenster zur Lufteinblasung ist somit klein.Preferably, the electromagnetic valve is designed so that an effective cross-section of the electromagnetic valve, that is, an effective air injection cross section is in the range of 5 to 20 mm 2 , more preferably in the range of 10 to 15 mm 2 . For Zylinderhubvolumen of 1.5 to 2 I effective cross sections of 10 to 15 mm 2 are particularly advantageous. The preferred effective opening area of the electromagnetic valve is thus larger than conventional electromagnetic valves and reduces the time required for air injection and air extraction. This is advantageous because of the high compression ratios In diesel engines Verdichtungsenddrücke be achieved in the compression stroke in the order of 50 bar, so that the increased pressure in the cylinder by the compression in a short time exceeds the pressure in the compressed air system of the compressed air tank 1. The available time window for air injection is thus small.

Das elektromagnetische Ventil ist mittels einer Steuereinheit auf- und zusteuerbar. Die Steuereinheit kann so eingerichtet sein, dass Steuerparameter des Ventils, insbesondere betreffend eine Entscheidung, ob eine Betätigung des elektromagnetischen Ventils im momentanen Betriebszustand erfolgt, betreffend einen Öffnungsbeginn des elektromagnetischen Ventils und/oder ein Öffnungsende des elektromagnetischen Ventils in Abhängigkeit von einer Kolbenstellung, einer Lastanforderung, einer Motordrehzahl und/oder eines Ladedrucks im Zylinder bestimmt werden. Ferner besteht im Rahmen der Erfindung die Möglichkeit, dass die Steuereinheit eingerichtet ist, die Steuerparameter des elektromagnetischen Ventils in Abhängigkeit von einem Druck und/oder einer Temperatur in einem den Druckluftspeicher enthaltenden Druckluftsystem zu bestimmen.The electromagnetic valve can be controlled and controlled by means of a control unit. The control unit may be set up such that control parameters of the valve, in particular regarding a decision as to whether an actuation of the electromagnetic valve in the current operating state, regarding an opening start of the electromagnetic valve and / or an opening end of the electromagnetic valve in response to a piston position, a load request , an engine speed and / or a boost pressure in the cylinder are determined. Furthermore, it is within the scope of the invention, the possibility that the control unit is adapted to determine the control parameters of the electromagnetic valve as a function of a pressure and / or a temperature in a compressed air storage system containing compressed air.

Gemäß einer bevorzugten Ausführungsform wird das Motorsteuergerät als Steuereinheit für das elektromagnetische Ventil verwendet. Bei einer vorteilhaften Variante dieser Ausgestaltungsform ist die Hubkolben-Brennkraftmaschine mit Common-Rail-Einspritzung ausgeführt. Als Steuereinheit für das elektromagnetische Ventil kann dann vorteilhafterweise die Steuereinheit des Common-Rail-Einspritzsystems verwendet werden, so dass beispielsweise bei einem Dieselmotor das gleiche Motorsteuergerät zur Steuerung der Dieselinjektoren 11 und zur Steuerung der entsprechenden elektromagnetisch betätigbaren Luftinjektoren 4 verwendet wird.According to a preferred embodiment, the engine control unit is used as a control unit for the electromagnetic valve. In an advantageous variant of this embodiment, the reciprocating internal combustion engine is designed with common rail injection. As a control unit for the electromagnetic valve can then advantageously the control unit of the common rail injection system are used, so that for example in a diesel engine, the same engine control unit for controlling the diesel injectors 11 and for controlling the corresponding electromagnetically actuated air injectors 4 is used.

Die Hubkolben-Brennkraftmaschine ist vorzugsweise eine selbstzündende Brennkraftmaschine (Dieselmotor). Die Hubkolben-Brennkraftmaschine mit dem elektromagnetischen Ventil kann ferner als Ottomotor (Benzinmotor) ausgebildet sein, was nachfolgend noch detaillierter erläutert wird.The reciprocating internal combustion engine is preferably a self-igniting internal combustion engine (diesel engine). The reciprocating internal combustion engine with the electromagnetic valve may also be designed as a gasoline engine (gasoline engine), which will be explained in more detail below.

Ein weiterer Aspekt der Erfindung betrifft ein Kraftfahrzeug, insbesondere ein Nutzfahrzeug mit einer Hubkolben-Brennkraftmaschine gemäß einer der vorstehend beschriebenen Aspekte.Another aspect of the invention relates to a motor vehicle, in particular a commercial vehicle with a reciprocating internal combustion engine according to one of the aspects described above.

Besonders vorteilhaft ist die Anwendung der Erfindung bei Nutzfahrzeugen. Hierbei kann das elektromagnetische Ventil den Brennraum mit dem Druckluftsystem der Bremsen pneumatisch koppeln, wie vorstehend bereits erwähnt.Particularly advantageous is the application of the invention in commercial vehicles. Here, the electromagnetic valve can pneumatically couple the combustion chamber with the compressed air system of the brakes, as already mentioned above.

Gemäß einem besonders bevorzugten Ausführungsbeispiel umfasst das Nutzfahrzeug ein erstes Druckluftsystem mit einem ersten Druckluftspeicher, z. B. zur Versorgung der Bremsen mit Druckluft, und ein zweites Druckluftsystem mit einem zweiten Druckluftspeicher, wobei der zweite Druckluftspeicher im Betrieb des Fahrzeugs mit einem höheren Druck als der erste Druckluftspeicher betrieben wird. Der zweite Druckluftspeicher ist mit dem Brennraum über das elektromagnetische Ventil pneumatisch koppelbar und ferner ausgebildet, den ersten Druckspeicher mit Druckluft zu befüllen.According to a particularly preferred embodiment, the commercial vehicle comprises a first compressed air system with a first compressed air reservoir, for. B. for supplying the brakes with compressed air, and a second compressed air system with a second compressed air reservoir, wherein the second compressed air reservoir is operated during operation of the vehicle at a higher pressure than the first compressed air reservoir. The second compressed air reservoir is pneumatically coupled to the combustion chamber via the electromagnetic valve and further configured to fill the first pressure accumulator with compressed air.

In dieser Ausführungsvariante werden somit die hohen Verdichtungsverhältnisse im Verdichtungstakt ausgenutzt, um den zweiten Druckluftspeicher über eine Entnahme von komprimierter Luft aus dem Brennraum durch Öffnen des elektromagnetischen Ventils zu befüllen. Dies hat den Vorteil, dass das Druckluftsystem für die Bremsen kleiner ausgeführt werden kann und bei gleichem Volumen insgesamt eine größere Masse an Druckluft gespeichert werden kann. Ferner können die elektromagnetischen Ventile mit kleineren effektiveren Querschnitten ausgelegt werden.In this embodiment, thus, the high compression ratios are utilized in the compression stroke to fill the second compressed air reservoir via a removal of compressed air from the combustion chamber by opening the electromagnetic valve. This has the advantage that the compressed air system for the brakes can be made smaller and for the same volume a larger mass of compressed air can be stored overall. Furthermore, the electromagnetic valves can be designed with smaller effective cross-sections.

Gemäß allgemeinen Gesichtspunkten der Erfindung wird ein Verfahren zum Betrieb einer Hubkolben-Brennkraftmaschine bereitgestellt, wobei Druckluft aus einem Druckluftspeicher über das elektromagnetische Ventil in den Brennraum eingebracht wird, zusätzlich zur Ladeluft, die über das wenigstens eine Einlassventil in den Brennraum eingebracht wird. Ferner kann komprimierte Luft über das elektromagnetische Ventil aus dem Brennraum entnommen und dem Druckluftspeicher wieder zugeführt werden. Wie vorstehend bereits erwähnt beginnt die Zusatzlufteinblasung von Druckluft über das elektromagnetische Ventil im Bereich des Schließens des wenigstens einen Einlassventils und endet spätestens, wenn ein Gasdruck im Zylinder einen Luftdruck im Druckluftspeicher erreicht.According to general aspects of the invention, a method is provided for operating a reciprocating internal combustion engine, wherein compressed air is introduced from a compressed air reservoir via the electromagnetic valve in the combustion chamber, in addition to the charge air, which is introduced via the at least one inlet valve into the combustion chamber. Furthermore, compressed air can be removed from the combustion chamber via the electromagnetic valve and returned to the compressed air reservoir. As already mentioned above, the additional air injection of compressed air via the electromagnetic valve begins in the region of closing of the at least one inlet valve and ends at the latest when a gas pressure in the cylinder reaches an air pressure in the compressed air reservoir.

Das Vorsehen eines elektromagnetisch betätigbaren Injektors, der im Vergleich zu Tellerventilen präziser ansteuerbar und schneller betreibbar ist, um in kurzen Zeitabständen Luft in den Brennraum einzuführen und/oder Luft aus dem Brennraum auszubringen, ermöglicht weitere zusätzliche vorteilhafte Betriebsverfahren der Hubkolben-Brennkraftmaschine durch entsprechende Auf- und Zusteuerung des Ventils. Gemäß einem bevorzugten Ausführungsbeispiel umfasst das Verfahren den Schritt, dass in Betriebszuständen, bei denen nicht das volle Motordrehmoment benötigt wird, bei wenigstens einem Zylinder mit abgeschalteter Kraftstoffeinspritzung das elektromagnetische Ventil im Bereich des oberen Totpunkts, vorzugsweise unmittelbar vor Erreichen des oberen Totpunkts, geöffnet und während der Abwärtsbewegung des Kolbens wieder geschlossen wird, um komprimierte Luft aus dem Brennraum zu entnehmen und dem Druckluftspeicher zuzuführen.The provision of an electromagnetically operable injector which, compared to poppet valves, can be actuated more precisely and more quickly in order to introduce air into the combustion chamber at short intervals and / or to discharge air from the combustion chamber, allows further additional advantageous operating method of the reciprocating internal combustion engine by appropriate up and Zusteuerung the valve. According to a preferred embodiment, the method includes the step of, in at least one cylinder with fuel injection shut off, opening and closing the electromagnetic valve in the region of top dead center, preferably immediately before top dead center, in operating conditions where full engine torque is not required the downward movement of the piston is closed again to remove compressed air from the combustion chamber and supply the compressed air reservoir.

Die erfindungsgemäße Brennkraftmaschine kann somit in Betriebszuständen, bei denen nicht die volle Motorleistung beziehungsweise das volle Motordrehmoment benötigt wird, zur Drucklufterzeugung verwendet werden. Durch den höheren Druck im Zylinder, der im Verdichtungstakt entsteht, werden die Druckluftspeicher befüllt.The internal combustion engine according to the invention can thus be used in operating states in which not the full engine power or the full engine torque is required for compressed air generation. Due to the higher pressure in the cylinder, which arises in the compression stroke, the compressed air reservoirs are filled.

In diesem Betriebsmodus kann die Hubkolben-Brennkraftmaschinen auch zur Bremsenergierückgewinnung genutzt werden. Werden Schubphasen ohne Kraftstoffeinspritzung wie vorstehend beschrieben zur Drucklufterzeugung genutzt, ergibt sich eine Effizienzsteigerung des Systems, da Bremsenergie zur Drucklufterzeugung verwendet wird.In this mode of operation, the reciprocating internal combustion engine can also be used for brake energy recovery. If deceleration phases without fuel injection as described above are used for generating compressed air, the system will increase in efficiency as braking energy is used to generate compressed air.

Gemäß der erfindungsgemäßen Ausführungsform ist der Betriebszustand, bei dem nicht die volle Motorleistung genutzt wird, ein Schubbetrieb ohne Kraftstoffeinspritzung. In dieser Variante steuert die Steuerungseinheit das elektromagnetische Ventil wie folgt. Zu Beginn des Verdichtungstakts des Schubbetriebs unmittelbar nach Schließen des Einlassventils wird das elektromagnetische Ventil in eine geöffnete Stellung gebracht. Zu diesem Zeitpunkt ist der Druck im Brennraum kleiner als im Druckluftspeicher. Es erfolgt eine Zusatzlufteinblasung von Druckluft in den Brennraum. Spätestens wenn der Gasdruck im Zylinder bzw. im Brennraum den Druck im Druckluftspeicher erreicht, wird das elektromagnetische Ventil wieder geschlossen. Anschließend wird im Bereich des oberen Totpunkts, z. B. vor dem oberen Totpunkt, das elektromagnetische Ventil wieder geöffnet und während der Abwärtsbewegung des Kolbens anschließend wieder geschlossen, um komprimierte Luft aus dem Brennraum zu entnehmen und dem Druckluftspeicher rückzuführen.According to the embodiment of the present invention, the operating state which does not use the full engine power is a coasting operation without fuel injection. In this variant, the control unit controls the electromagnetic valve as follows. At the beginning of the compression stroke of the pushing operation immediately after closing the intake valve, the electromagnetic valve is brought into an open position. At this time, the pressure in the combustion chamber is smaller than in the compressed air reservoir. There is an additional air injection of compressed air into the combustion chamber. At the latest when the gas pressure in the cylinder or in the combustion chamber reaches the pressure in the compressed air reservoir, the electromagnetic valve is closed again. Subsequently, in the region of top dead center, z. B. before top dead center, the electromagnetic valve re-opened and then closed again during the downward movement of the piston to remove compressed air from the combustion chamber and return the compressed air reservoir.

Gemäß dieser Ausführungsvariante wird somit eine höhere Bremswirkung dadurch erzeugt, dass im Verdichtungstakt zusätzlich Luft in den Zylinder eingebracht wird, so dass durch die erhöhte Zylinderfüllung während der Aufwärtsbewegung des Kolbens eine erhöhte Verdichtungsarbeit verrichtet wird, die auf die Kurbelwelle bremsend wirkt. Um zu verhindern, dass die in der Luft gespeicherte Energie in der Abwärtsbewegung beschleunigend auf die Kurbelwelle wirkt, wird der Injektor im oberen Totpunkt des Kolbens wieder geöffnet und zur Befüllung des Druckluftsystems entnommen.According to this embodiment, a higher braking effect is thus generated in that additional air is introduced into the cylinder in the compression stroke, so that an increased compression work is performed by the increased cylinder charge during the upward movement of the piston, which acts on the crankshaft braking. In order to prevent the energy stored in the air in the downward movement accelerating acts on the crankshaft, the injector is opened at top dead center of the piston and removed to fill the compressed air system.

Gemäß einem weiteren Aspekt der Erfindung wird ein Nutzfahrzeug vorgeschlagen, bei dem die Drucklufterzeugung mittels der beschriebenen Entnahme von komprimierter Luft aus dem Brennraum und Zuführung in den Druckluftspeicher erfolgt, ohne dass ein separat verbauter Luftpresser zur Drucklufterzeugung vorgesehen ist. Ein weiterer Vorteil der vorliegenden Erfindung ist somit, dass bei geeigneter Auslegung des Systems auf den bei Nutzfahrzeugen üblicherweise verbauten Luftpresser zur Drucklufterzeugung verzichtet werden kann.According to a further aspect of the invention, a utility vehicle is proposed, in which the compressed air generation by means of the described removal of compressed air from the combustion chamber and feeding into the compressed air reservoir takes place without a separately mounted air compressor is provided for compressed air generation. Another advantage of the present invention is thus that with a suitable design of the system can be dispensed with the commonly used in commercial vehicles air compressor for compressed air production.

Gemäß einer weiteren vorteilhaften Ausführungsvariante wird das elektromagnetische Ventil so angesteuert, dass die Luftmenge, die über das Einlassventil in den Brennraum eingebracht wurde, über eine zumindest teilweise Entnahme durch das elektromagnetische Ventil vor der Verbrennung reduziert wird, um die Abgastemperatur gezielt zu erhöhen. Diese über das elektromagnetisches Ventil gesteuerte Verfettung ermöglicht eine gezielte Erhöhung der Abgastemperaturen, um beispielsweise eine frühere Aktivität der Abgasnachbehandlungssysteme nach einem Motorstart zu ermöglichen.According to a further advantageous embodiment variant, the electromagnetic valve is activated so that the amount of air that has been introduced into the combustion chamber via the inlet valve is reduced by an at least partial removal by the electromagnetic valve before combustion in order to increase the exhaust gas temperature specifically. This lube control, which is controlled by the electromagnetic valve, enables a targeted increase in the exhaust gas temperatures in order, for example, to allow a previous activity of the exhaust aftertreatment systems after an engine start.

Diese Betriebsart wird somit vorzugsweise nach einem Kaltstart eingesetzt, bis der Motor die normale Betriebstemperatur erreicht. Ferner kann im Leerlauf und Schwachlastbereich mit dieser Ausführungsvariante die Wirksamkeit des Abgasnachbehandlungssystems gesteigert werden. Im Gegensatz zur Reduzierung der Luftmenge durch Drosselung der Ansaugluft muss dabei keine Wirkungsgradverschlechterung durch Drosselverluste in Kauf genommen werden.This mode is thus preferably used after a cold start until the engine reaches normal operating temperature. Further, in idle and low load range with this embodiment, the effectiveness of the exhaust aftertreatment system can be increased. In contrast to reducing the amount of air by throttling the intake air no loss of efficiency due to throttle losses must be accepted.

Gemäß einer vorteilhaften Variante dieser Ausgestaltungsform kann diese Betriebsart bei einer selbstzündenden Hubkolben-Brennkraftmaschine durch Vorsehen einer Lambdasonde auch in einem geschlossenen Regelkreis erfolgen, wobei die Lambdasonde die Regelgröße misst und das elektromagnetische Ventil als Stellglied angesteuert wird. Dadurch kann eine Lambda-Regelung, wie sie an sich aus dem Stand der Technik für Ottomotoren bekannt ist, für einen Dieselmotor dargestellt werden, die qualitativ der Lambda-Regelung eines modernen Ottomotors entspricht.According to an advantageous variant of this embodiment, this mode can be carried out in a self-igniting reciprocating internal combustion engine by providing a lambda probe in a closed loop, wherein the lambda probe measures the controlled variable and the electromagnetic valve is controlled as an actuator. Thereby, a lambda control, as is known per se from the prior art for gasoline engines, be represented for a diesel engine, which corresponds qualitatively to the lambda control of a modern gasoline engine.

Weitere Einzelheiten und Vorteile der Erfindung werden im Folgenden unter Bezug auf die beigefügten Zeichnungen beschrieben. Es zeigen:

Figur 1
ein schematisches Blockschaltbild einer Brennkraftmaschine eines Dieselmotors gemäß einem Ausführungsbeispiel;
Figur 2
ein schematisches Blockschaltbild einer Brennkraftmaschine eines Ottomotors gemäß einem Ausführungsbeispiel; und
Figur 3
ein schematisches Blockschaltbild einer Diesel-Brennkraftmaschine gemäß einem weiteren Ausführungsbeispiel.
Further details and advantages of the invention will be described below with reference to the accompanying drawings. Show it:
FIG. 1
a schematic block diagram of an internal combustion engine of a diesel engine according to an embodiment;
FIG. 2
a schematic block diagram of an internal combustion engine of a gasoline engine according to an embodiment; and
FIG. 3
a schematic block diagram of a diesel internal combustion engine according to another embodiment.

Figur 1 zeigt schematisch den Aufbau des Zylinders einer selbstzündenden Brennkraftmaschine gemäß einem Ausführungsbeispiel. Der im Zylinder beweglich geführte Kolben 7 wird durch einen von der Kurbelwelle angetriebenen Pleuel 8 bewegt. Am Zylinderkopf 3 sind mindestens ein Einlassventil 5 und mindestens ein Auslassventil 6 in Form von Tellerventilen angeordnet. Diese werden im Ansaugtakt und Ausstoßtakt, dem sog. Ladungswechselteil, in bekannter Weise abwechselnd mit einer möglichen Ventilüberschneidung geöffnet und wieder geschlossen, um Frischgas aus dem Ladeluftkanal über das Einlassventil 5 in den Zylinder einzusaugen und Abgas über das Auslassventil 6 aus dem Zylinder zu schieben. Ferner kann ein Abgasturbolader vorgesehen sein (nicht gezeigt), der einen Überdruck zum Laden des Zylinders über das Einlassventil 5 erzeugen kann. Die Kraftstoffeinspritzung in den Brennraum 3 erfolgt über den am Zylinderkopf angeordneten Dieselinjektor 11. FIG. 1 schematically shows the structure of the cylinder of a self-igniting internal combustion engine according to an embodiment. The piston 7 movably guided in the cylinder is moved by a connecting rod 8 driven by the crankshaft. At least one inlet valve 5 and at least one outlet valve 6 in the form of poppet valves are arranged on the cylinder head 3. These are in the intake stroke and exhaust stroke, the so-called. Charge change part, opened in a known manner alternately with a possible valve overlap and closed again to suck fresh gas from the charge air duct via the inlet valve 5 into the cylinder and to push exhaust gas through the exhaust valve 6 from the cylinder. Further, an exhaust gas turbocharger may be provided (not shown), which may generate an overpressure for loading the cylinder via the intake valve 5. The fuel injection into the combustion chamber 3 takes place via the diesel injector 11 arranged on the cylinder head.

Am Zylinderkopf 3 ist ein elektrisch betätigbares Magnetventil 4 angeordnet, das in den Brennraum 3 mündet. Die außerhalb des Brennraums 13 liegende Öffnung des Magnetventils 4 ist an einer Druckluftleitung 2a angeschlossen, über die das elektromagnetische Ventil 4 mit einem Druckluftsystem verbunden ist. Die anderen Zylinder der Zylinderbank (in Figur 1 nicht gezeigt) sind in vergleichbarer Weise aufgebaut.On the cylinder head 3, an electrically actuated solenoid valve 4 is arranged, which opens into the combustion chamber 3. The opening of the solenoid valve 4, which is located outside the combustion chamber 13, is connected to a compressed air line 2 a via which the electromagnetic valve 4 is connected to a compressed air system. The other cylinders of the cylinder bank (in FIG. 1 not shown) are constructed in a comparable manner.

Im Druckluftsystem ist ein Druckluftbehälter 1 angeordnet, aus dem beispielsweise die Druckluftbremse eines Nutzfahrzeugs mit Druckluft versorgt wird (nicht gezeigt). Die Druckluftleitungen 2a von den elektromagnetischen Ventilen 4 jedes Zylinders der Zylinderbank werden durch ein Luftverteiler-Rail 10 in eine Druckluftleitung 2b zusammengeführt, die mit dem Druckluftbehälter 1 verbunden ist. Zwischen dem Druckluftbehälter 1 und dem Luftverteiler-Rail 10 ist ferner ein Absperrventil 9 vorgesehen. Der Druckluftbehälter 1, wie er typischerweise bei Nutzfahrzeugen zum Einsatz kommt, wird in einem Bereich von 10 bis 12 bar betrieben.In the compressed air system, a compressed air tank 1 is arranged, from which, for example, the compressed air brake of a commercial vehicle is supplied with compressed air (not shown). The compressed air lines 2a from the electromagnetic valves 4 of each cylinder of the cylinder bank are brought together by an air distributor rail 10 in a compressed air line 2b, which is connected to the compressed air tank 1. Between the compressed air tank 1 and the air distributor rail 10, a shut-off valve 9 is further provided. The compressed air tank 1, as is typically used in commercial vehicles, is operated in a range of 10 to 12 bar.

Die Ansteuerung des elektromagnetischen Ventils 4 erfolgt durch das Steuergerät des Common-Rail-Einspritzsystems, das über eine Steuerleitung mit dem elektromagnetischen Ventil 4 verbunden ist (nicht gezeigt). Die Steuereinheit zur Ansteuerung von Common-Rail-Injektoren 11, insbesondere die Endstufe zur Ansteuerung von Common-Rail-Injektoren 11, ist auch zur Ansteuerung des elektromagnetischen Injektors 4 geeignet. Gemäß dem vorliegenden Ausführungsbeispiel wird somit die gleiche Endstufe, die zur Ansteuerung des Dieselinjektors 11 verwendet wird, mittels eines Multiplexverfahrens, auch zur Ansteuerung des elektromagnetischen Ventils 4 genutzt.The control of the electromagnetic valve 4 is effected by the control unit of the common rail injection system, which is connected via a control line to the electromagnetic valve 4 (not shown). The control unit for controlling common rail injectors 11, in particular the output stage for controlling common rail injectors 11, is also suitable for driving the electromagnetic injector 4. According to the present embodiment, therefore, the same output stage, which is used to drive the diesel injector 11, by means of a multiplex method, also used to drive the electromagnetic valve 4.

Die Steuereinheit ermittelt die für die Steuerung des elektromagnetischen Ventils 4 benötigten Steuerungsgrößen bzw. -parameter, z. B. Betrieb des Ventils JA oder NEIN, Öffnungsbeginn und Öffnungsende des Ventils 4. Die Ermittlung der Steuerungsgrößen erfolgt in Abhängigkeit von der aktuellen Lastanforderung, der Motordrehzahl und des Ladedrucks, die bereits im Steuergerät für die Steuerung der Dieselinjektoren 11 vorliegen. Ferner ist das Steuergerät eingerichtet, über eine digitale Schnittstelle mit weiteren, im Fahrzeug angeordneter Steuergeräten oder direkt von entsprechenden Sensoren 17 den Druck und die Temperatur im Luftsystem 1 als weitere für die Berechnung der Steuerungsparameter verwendete Größen zu ermitteln. In diesem Ausführungsbeispiel ist ein Druck- und Temperaturmessfühler 17 am Druckluftbehälter 1 und ein weiterer Druck- und Temperaturmessfühler 17 ist an der Verteiler-Rail 10 angeordnet, um den Druck und die Temperatur im Druckluftbehälter 1 bzw. in der Verteiler-Rail 10 zu messen.The control unit determines the control variables or parameters required for the control of the electromagnetic valve 4, eg. B. Operation of the valve YES or NO, opening and opening end of the valve 4. The determination of the control variables takes place in dependence on the current load request, the engine speed and the boost pressure, which are already present in the control unit for controlling the diesel injectors 11. Furthermore, the control device is set up to determine the pressure and the temperature in the air system 1 via a digital interface with further control devices arranged in the vehicle or directly by corresponding sensors 17 as further variables used for the calculation of the control parameters. In this embodiment, a pressure and temperature sensor 17 on the compressed air tank 1 and a further pressure and temperature sensor 17 is arranged on the distributor rail 10 to measure the pressure and the temperature in the compressed air tank 1 and in the distributor rail 10.

Figur 2 zeigt eine Abwandlung des Ausführungsbeispiels aus Figur 1 für Ottomotoren, so dass zur Vermeidung von Wiederholungen auf die vorstehende Beschreibung verwiesen wird. Eine Besonderheit dieser Brennkraftmaschine besteht darin, dass anstatt eines Dieselinjektors 11 eine Zündkerze 12 vorgesehen ist, mit der das Luft-Kraftstoffgemisch im Brennraum 13 gezündet wird. Ferner ist ein zusätzliches Rückschlagventil 14 stromauf des elektromagnetischen Ventils 4 in der Druckluftleitung 2 vorgesehen, um zu verhindern, dass brennfähiges Gemisch aus dem Brennraum 13 über das elektromagnetische Ventil 4 in das Druckluftsystem gelangt. FIG. 2 shows a modification of the embodiment FIG. 1 for gasoline engines, so that reference is made to avoid repetition of the above description. A special feature of this internal combustion engine is that Instead of a diesel injector 11, a spark plug 12 is provided, with which the air-fuel mixture in the combustion chamber 13 is ignited. Further, an additional check valve 14 is provided upstream of the electromagnetic valve 4 in the compressed air line 2, to prevent combustible mixture from the combustion chamber 13 via the electromagnetic valve 4 enters the compressed air system.

Figur 3 zeigt eine weitere Abwandlung des Ausführungsbeispiels aus Figur 1 und unterscheidet sich von diesem dadurch, dass nun ein zweistufiges Druckluftsystem vorgesehen ist. Im Unterschied zu dem Ausführungsbeispiel aus Figur 1 sind die einzelnen Zylinder über ihre jeweiligen elektromagnetischen Ventile 4 und die Druckluftleitungen 2a nicht direkt an den Druckluftbehälter 1, aus dem beispielsweise die Druckluftbremse des Nutzfahrzeugs gespeist wird, angeschlossen. Vielmehr ist ein zweiter Druckluftbehälter 14, der mit höherem Druck als der erste Druckbehälter 1 betrieben wird, zwischen dem ersten Druckluftbehälter 1 und den Zylindern angeordnet. FIG. 3 shows a further modification of the embodiment FIG. 1 and differs from this in that now a two-stage compressed air system is provided. In contrast to the embodiment of FIG. 1 the individual cylinders via their respective electromagnetic valves 4 and the compressed air lines 2a are not connected directly to the compressed air tank 1, from which, for example, the compressed air brake of the commercial vehicle is fed. Rather, a second compressed air tank 14, which is operated at a higher pressure than the first pressure vessel 1, disposed between the first compressed air tank 1 and the cylinders.

In diesem Ausführungsbeispiel ist ein Druck- und Temperaturmessfühler 17 jeweils am ersten Druckluftbehälter 1, am zweiten Druckluftbehälter 14 und an der Verteiler-Rail 10 angeordnet, um den Druck und die Temperatur jeweils im ersten Druckluftbehälter 1, im zweiten Druckluftbehälter 14 und in der Verteiler-Rail 10 zu messen.In this embodiment, a pressure and temperature sensor 17 is arranged in each case on the first compressed-air reservoir 1, on the second compressed-air reservoir 14 and on the distributor rail 10 in order to determine the pressure and the temperature in the first compressed-air reservoir 1, in the second compressed-air reservoir 14 and in the distributor. Rail 10 to measure.

Während der erste Druckluftbehälter typischerweise in einem Bereich von 10 bis 12 bar betrieben wird, ist der zweite Druckluftbehälter ein Hochdruckbehälter, der in der Größenordnung von ca. 30 bar betrieben wird.While the first compressed air tank is typically operated in a range of 10 to 12 bar, the second compressed air tank is a high-pressure vessel, which is operated in the order of about 30 bar.

Die beiden Druckluftbehälter 1, 14 sind wiederum über eine Druckluftleitung 2c verbunden. Zwischen den beiden Druckluftbehältern ist ein Rückschlagventil 15 und ein Druckregler 16 angeordnet. Durch die hohen Verdichtungsverhältnisse bei Dieselmotoren werden Verdichtungsenddrücke in der Größenordnung von 50 bar erreicht. Dadurch ist es möglich, mit den oben beschriebenen Verfahren den Hochdruckbehälter 14 über das elektromagnetische Ventil 4 mit im Verdichtungstakt erzeugter Druckluft zu befüllen. Die Lufteinblasung in die Zylinder erfolgt ebenfalls aus dem Hochdruckbehälter 14. Über das Druckregelventil 16 oder andere ansteuerbare Ventile erfolgt eine Befüllung des normalen Druckluftbehälters 1 aus dem Hochdruckbehälter 14.The two compressed air tanks 1, 14 are in turn connected via a compressed air line 2c. Between the two compressed air tanks, a check valve 15 and a pressure regulator 16 is arranged. Due to the high compression ratios of diesel engines, compression pressures of the order of 50 bar are achieved. This makes it possible to fill the high pressure vessel 14 via the electromagnetic valve 4 with compressed air generated in the compression stroke with the method described above. The air injection into the cylinder also takes place from the high-pressure tank 14 via the pressure control valve 16 or other controllable valves is a filling of the normal compressed air tank 1 from the high pressure vessel 14th

Die Anordnung aus Figur 3 mit zweistufigem Druckluftsystem hat die folgenden Vorteile: Das Druckluftsystem 1 für die Bremsen kann kleiner ausgeführt werden, weil im Hochdrucksystem 14 gespeicherte Luft als Reserve bereitsteht. Bei gleichem Volumen kann im Hochdrucksystem 14 eine höhere Masse Druckluft gespeichert werden. Ferner kann bei gleichem Volumen insgesamt eine größere Masse an Druckluft gespeichert werden. Ein weiterer Vorteil ist, dass die elektromagnetischen Ventile 4 mit einem kleineren effektiven Querschnitt ausgeführt sein können, weil die Luft aus dem Hochdrucksystem 14 eine höhere Dichte aufweist und weil mehr Zeit für die Lufteinblasung während der Verdichtungsphase zur Verfügung steht. Ventile 4 mit kleinerem effektivem Querschnitt können zudem kleiner ausgeführt werden und benötigen damit auch weniger Einbauraum im Zylinderkopf 13. Schließlich ist ein Vorteil, dass die zu bewegenden Massen bei kleinerem effektivem Querschnitt geringer sind. Daher ist auch die technische Umsetzung einfacher zu realisieren und führt zu reduzierten Kosten.The arrangement off FIG. 3 with two-stage compressed air system has the following advantages: The compressed air system 1 for the brakes can be made smaller, because in the high-pressure system 14 stored air is available as a reserve. With the same volume can be stored in the high pressure system 14 a higher mass of compressed air. Furthermore, a larger mass of compressed air can be stored overall for the same volume. Another advantage is that the electromagnetic valves 4 can be made with a smaller effective cross-section, because the air from the high-pressure system 14 has a higher density and because more time is available for the air injection during the compression phase. Valves 4 with smaller effective cross-section can also be made smaller and thus also require less installation space in the cylinder head 13. Finally, an advantage is that the masses to be moved are smaller with a smaller effective cross-section. Therefore, the technical implementation is easier to implement and leads to reduced costs.

Vorstehend wurden bereits vorteilhafte Betriebsverfahren beschrieben, die mit der erfindungsgemäßen Anordnung eines elektromagnetischen Ventils 4 an einem Zylinderkopf 3 einer Hubkolben-Brennkraftmaschine realisiert werden können. Diese werden nachfolgend anhand der Diesel-Brennkraftmaschine der Figur 1 nochmals beispielhaft erläutert.Advantageous operating methods have already been described above which can be realized with the arrangement according to the invention of an electromagnetic valve 4 on a cylinder head 3 of a reciprocating internal combustion engine. These are described below with reference to the diesel internal combustion engine FIG. 1 again exemplified.

Eine erste Betriebsart umfasst die Zusatzeinblasung von Luft, insbesondere bei Beschleunigungsvorgängen aus dem Leerlauf oder der niederen Teillast, wenn die Abgasturboaufladung keinen ausreichenden Ladedruck für die Befüllung der Zylinder mit Luft zur Verfügung stellt.A first mode includes the additional injection of air, especially during acceleration operations from idle or the low part load, when the exhaust turbocharger does not provide sufficient boost pressure for the filling of the cylinder with air.

Wenn die Steuereinheit des elektromagnetischen Ventil beispielsweise in Abhängigkeit der Motordrehzahl und des erfassten Ladedrucks feststellt, dass keine ausreichende Befüllung der Zylinder über die Einlassventile 5 erfolgt, aktiviert die Steuereinheit den Betrieb der elektromagnetischen Ventile 4 der Zylinder und ermittelt den Öffnungsbeginn und das Öffnungs-ende der Ventile innerhalb des Viertaktprozesses.For example, when the control unit of the electromagnetic valve detects that the cylinders are not sufficiently filled via the intake valves 5 depending on the engine speed and the detected supercharging pressure, the control unit activates the operation of the electromagnetic valves 4 of the cylinders and determines the opening start and the opening end of FIG Valves within the four-stroke process.

Zur Zusatzlufteinblasung werden die elektromagnetische Ventile 4 so von der Steuereinheit angesteuert, dass in einem Bereich des Schließens der Einlassventile das elektromagnetische Ventil in eine Öffnungsstellung gebracht wird, um zusätzlich Druckluft, die von dem Druckluftspeicher 1 bereitgestellt wird, in den Brennraum 13 über das elektromagnetische Ventil 4 einzubringen. Das elektromagnetische Ventil 4 wird wieder in eine Schließstellung gebracht, wenn oder bevor der durch die Kompression im Verdichtungstakt erhöhte Druck im Zylinder den Luftdruck im Druckluftbehälter 1 übersteigt.For additional air injection, the electromagnetic valves 4 are controlled by the control unit such that in a region of closing of the intake valves, the electromagnetic valve is brought into an open position to additionally compressed air, which is provided by the compressed air reservoir 1, in the combustion chamber 13th via the electromagnetic valve 4 introduce. The electromagnetic valve 4 is again brought into a closed position when or before the increased in the compression stroke in the compression stroke in the cylinder exceeds the air pressure in the compressed air tank 1.

Die Füllung der Zylinder mit Luft hängt in erster Linie vom momentanen Ladedruck ab. Daher kann die einzublasende Zusatzluft über die elektromagnetischen Ventile 4 abhängig vom steigenden Ladedruck stetig vermindert werden. Hat der Ladedruck den benötigten Wert erreicht, wird die Zusatzlufteinblasung abgeschaltet.The filling of the cylinder with air depends primarily on the instantaneous boost pressure. Therefore, the additional air to be blown through the electromagnetic valves 4 can be steadily reduced depending on the increasing boost pressure. If the boost pressure has reached the required value, the additional air injection is switched off.

Durch die erste Betriebsart kann ein permanent hoher Luftüberschuss aufrecht erhalten werden, um die Stickstoffoxid- und Partikelemission zu reduzieren.The first mode of operation maintains a permanently high air surplus to reduce nitrogen oxide and particulate emissions.

Eine zweite Betriebsart kann zur Drucklufterzeugung verwendet werden.A second mode can be used for compressed air generation.

Durch Ansteuern des elektromagnetischen Ventils 4 derart, dass dies öffnet, wenn der Gasdruck im Brennraum höher als der Luftdruck im Druckluftbehälter 1 ist, strömt komprimierte Luft aus dem Brennraum 13 über das elektromagnetische Ventil 4 aus und in das Druckluftsystem des Druckluftbehälters 1. Der Verdichtungstakt des Zylinders wird folglich für die Erzeugung von Druckluft genutzt, die über das elektromagnetische Ventil aus dem Brennraum 13 ausgeleitet wird. Eine derartige Drucklufterzeugung erfolgt vorzugsweise in Betriebszuständen, bei denen nicht die volle Motorleistung bzw. das volle Motordrehmoment benötigt wird. Hierbei wird bei einem oder mehreren Zylindern die Einspritzung des Kraftstoffs abgeschaltet, was an sich aus dem Stand der Technik bekannt ist. Nach der Verdichtung der im Zylinder befindlichen Luft wird vor dem oberen Totpunkt das Magnetventil 4 geöffnet. Durch den höheren Druck im Zylinder wird der Druckluftspeicher 1 befüllt. Wenn der Zylinderdruck durch die Dekompression während der Abwärtsbewegung des Kolbens 7 unter den Druck des Druckluftbehälters 1 fällt, wird das elektromagnetische Ventil 4 wieder geschlossen.By controlling the electromagnetic valve 4 such that this opens when the gas pressure in the combustion chamber is higher than the air pressure in the compressed air tank 1, compressed air flows out of the combustion chamber 13 via the electromagnetic valve 4 and into the compressed air system of the compressed air tank 1 Cylinder is thus used for the generation of compressed air, which is discharged via the electromagnetic valve from the combustion chamber 13. Such compressed air generation is preferably carried out in operating states in which not the full engine power or the full engine torque is needed. Here, in one or more cylinders, the injection of the fuel is switched off, which is known per se from the prior art. After the compression of the air in the cylinder, the solenoid valve 4 is opened before top dead center. Due to the higher pressure in the cylinder, the compressed air reservoir 1 is filled. When the cylinder pressure by the decompression during the downward movement of the piston 7 falls below the pressure of the compressed air tank 1, the electromagnetic valve 4 is closed again.

Eine dritte Betriebsart kann zur Bremsenergierückgewinnung eingesetzt werden. Hierbei werden Schubphasen ohne Kraftstoffeinspritzung zur Drucklufterzeugung gemäß der zweiten Betriebsart genutzt. Daraus ergibt sich eine Effizienzsteigerung des Systems, da Bremsenergie zur Drucklufterzeugung verwendet wird.A third mode can be used for brake energy recovery. This thrust phases are used without fuel injection for compressed air generation according to the second mode. This results in an increase in efficiency of the system, as braking energy is used for compressed air generation.

Eine vierte Betriebsart kann zur Bremsunterstützung genutzt werden. Ein weiterer Vorzug der Erfindung besteht darin, dass im Schubbetrieb, ohne Dieseleinspritzung, der Ventilbetrieb der elektromagnetischen Ventile 4 so eingerichtet werden kann, dass die Bremswirkung des Motors erhöht wird. Zunächst ist festzustellen, dass sich allein durch die Drucklufterzeugung eine Bremswirkung ergibt, da eine Umwandlung von kinetischer Energie resultierend aus der Fahrzeugbewegung in ein erhöhtes Druckniveau im Druckspeichersystem erfolgt. Eine höhere Bremswirkung lässt sich ferner erzeugen, wenn zu Beginn des Verdichtungstakts, unmittelbar nach Schließen des Einlassventils 5, der Injektor 4 geöffnet und dadurch zusätzliche Luft in den Brennraum 13 eingebracht wird. Spätestens wenn der Druck im Zylinder bzw. Brennraum 13 und im Druckluftsystem des Druckluftbehälters 1 ausgeglichen ist, wird der Injektor 4 wieder geschlossen. Durch die erhöhte Zylinderfüllung wird während der Aufwärtsbewegung des Kolbens 7 eine erhöhte Verdichtungsarbeit verrichtet, die auf die Kurbelwelle (nicht gezeigt) bremsend wirkt. Um zu verhindern, dass in der Luft gespeicherte Energie in der Abwärtsbewegung beschleunigend auf die Kurbelwelle wirkt, wird der Injektor 4 im oberen Totpunkt des Kolbens 7 wieder geöffnet. Die zu Beginn des Vorgangs eingeblasene Luft wird in das Druckluftsystem 1 zurückbefördert. Hierbei kann das Verfahren so ausgebildet werden, dass mehr Luft in das Druckluftsystem 1 zurückbefördert wird als entnommen wurde, wodurch auch diese Betriebsweise zur Befüllung des Druckluftsystems 1 dienen kann. Es ergibt sich somit eine Effizienzsteigerung der Brennkraftmaschine, da Bremsenergie zur Drucklufterzeugung genutzt wird.A fourth mode can be used for brake assistance. Another advantage of the invention is that in overrun mode, without diesel injection, the valve operation of the electromagnetic valves 4 can be set so that the braking effect of the engine is increased. First, it should be noted that only by the compressed air generation results in a braking effect, since a conversion of kinetic energy resulting from the vehicle movement in an increased pressure level in the accumulator system. A higher braking effect can also be generated if, at the beginning of the compression stroke, immediately after closing the inlet valve 5, the injector 4 is opened and additional air is introduced into the combustion chamber 13. At the latest when the pressure in the cylinder or combustion chamber 13 and in the compressed air system of the compressed air tank 1 is balanced, the injector 4 is closed again. Due to the increased cylinder filling an increased compression work is performed during the upward movement of the piston 7, which acts on the crankshaft (not shown) braking. In order to prevent energy stored in the air acceleratingly acting on the crankshaft in the downward movement, the injector 4 is opened again at top dead center of the piston 7. The injected at the beginning of the process air is returned to the compressed air system 1. Here, the method can be designed so that more air is conveyed back into the compressed air system 1 than was taken, whereby this mode of operation for filling the compressed air system 1 can serve. This results in an increase in the efficiency of the internal combustion engine, since braking energy is used for compressed air generation.

Im Rahmen der Erfindung besteht ferner die Möglichkeit, das in Figur 1 gezeigte System durch entsprechende Dimensionierung der Druckluftspeicher und der Betriebsarten, in denen Druckluft erzeugt wird, so auszulegen, dass dadurch der Druckluftbedarf des Fahrzeugs gedeckt wird und so auf den bei Nutzfahrzeugen üblicherweise verbauten Luftpresser zur Drucklufterzeugung vollständig verzichtet werden kann.In the context of the invention, there is also the possibility that in FIG. 1 shown system by appropriate dimensioning of the compressed air reservoir and the operating modes in which compressed air is generated, designed so that thereby the compressed air demand of the vehicle is covered and can be completely dispensed with the commonly used in commercial vehicles air compressor for compressed air generation.

Eine fünfte Betriebsart des Magnetventils 4 sieht vor, die Luftmenge für die Verbrennung zu reduzieren. Hierbei wird mit Hilfe des Magnetventils 4 ein Teil der nach dem Ladungswechsel im Zylinder befindlichen Luft vor der Zündung des Gemischs aus dem Brennraum 13 entnommen. Dadurch kann die Abgastemperatur gezielt erhöht werden, um beispielsweise eine frühere Aktivität des Abgasnachbehandlungssystems nach dem Motorstart zu ermöglichen. Auch im Leerlauf und Schwachlastbereich kann mit dieser Maßnahme die Wirksamkeit des Abgasnachbehandlungssystems gesteigert werden. Ein besonderer Vorzug dieser Betriebsart liegt darin, dass im Gegensatz zur Reduzierung der Luftmenge durch Drosselung der Ansaugluft dabei keine Wirkungsgradverschlechterungen durch Drosselverluste in Kauf genommen werden müssen.A fifth mode of operation of the solenoid valve 4 is to reduce the amount of air for combustion. In this case, with the aid of the solenoid valve 4, a part of the air present in the cylinder after the charge change is removed from the combustion chamber 13 before the ignition of the mixture. As a result, the exhaust gas temperature can be selectively increased, for example, an earlier activity of the exhaust aftertreatment system to allow after engine start. Even at idle and low load range, the effectiveness of the exhaust aftertreatment system can be increased with this measure. A particular advantage of this mode is that, in contrast to reducing the amount of air by throttling the intake air while no loss of efficiency due to throttle losses must be taken into account.

Ferner besteht die Möglichkeit, die vorgenannte Betriebsart durch Verwendung einer Lambdasonde auch in einem geschlossenen Regelkreis gemäß einer fünften Betriebsart durchzuführen. Hierbei wird, analog der Lambda-Regelung bei Ottomotoren, durch Regelung der in den Brennraum eingebrachten Luft über das Magnetventil 4 ein vorgegebenes Luftkraftstoffverhältnis in Brennraum 13 eingeregelt. Ein derartiges Regelverfahren ist aus dem Stand der Technik für den Betrieb von Ottomotoren bekannt und kann mit entsprechendem Betrieb des elektromagnetischen Ventils 4 auch für einen Dieselmotor umgesetzt werden.It is also possible to perform the aforementioned mode by using a lambda probe in a closed loop according to a fifth mode. Here, analogous to the lambda control in gasoline engines, regulated by regulating the air introduced into the combustion chamber via the solenoid valve 4, a predetermined air fuel ratio in the combustion chamber 13. Such a control method is known from the prior art for the operation of gasoline engines and can be implemented with appropriate operation of the electromagnetic valve 4 for a diesel engine.

Die vorgenannten verschiedenen Betriebsarten der Brennkraftmaschinen unter Steuerung des elektromagnetischen Ventils 4 sind besonders vorteilhaft für den Betrieb eines Dieselmotors, wie in Figur 1 schematisch dargestellt.The aforementioned various operating modes of the internal combustion engine under the control of the electromagnetic valve 4 are particularly advantageous for the operation of a diesel engine, as in FIG. 1 shown schematically.

Die vorgenannten Betriebsverfahren lassen sich jedoch auch mit Einschränkungen und Abwandlungen auf einen Ottomotor, wie in Figur 2 skizziert, anwenden.However, the aforementioned operating methods can also be limited and modified to a gasoline engine, as in FIG. 2 sketched, apply.

In analoger Betriebsweise zum Dieselmotor kann das elektromagnetische Ventil 4 gemäß der ersten Betriebsart so betrieben werden, wobei über das elektromagnetische Ventil 4 zusätzlich Druckluft in den Brennraum 13 eingebracht wird, um eine zusätzliche Möglichkeit vorzusehen, das Luftkraftstoffverhältnis im Brennraum 13 zu beeinflussen.In analog mode of operation to the diesel engine, the electromagnetic valve 4 can be operated according to the first mode, in addition via the electromagnetic valve 4 compressed air is introduced into the combustion chamber 13 to provide an additional way to influence the air fuel ratio in the combustion chamber 13.

Wenn, wie in Figur 2, gezeigt, ein zusätzliches Rückschlagventil 14 vorgesehen ist, um zu verhindern, dass ein brennfähiges Gemisch aus dem Brennraum 13 in das Druckluftsystem gelangt, sind die vorstehend genannten Betriebsarten, bei denen durch den Kolben 7 komprimierte Luft aus dem Brennraum 13 über das elektromagnetische Ventil 4 entnommen wird, nicht möglich. Diese Einschränkung gilt unabhängig von der Art der Gemischbildung. Sowohl bei der klassischen äußeren Gemischbildung als auch bei der direkten Einspritzung in den Brennraum liegt während der Verdichtung zumindest zeitweise zündfähiges Kraftstöffluftgemisch im Zylinder vor.If, as in FIG. 2 shown, an additional check valve 14 is provided to prevent a combustible mixture from the combustion chamber 13 enters the compressed air system, the above-mentioned modes in which compressed by the piston 7 air from the combustion chamber 13 via the electromagnetic valve. 4 is not possible. This restriction applies regardless of the type of mixture formation. Both in the classic outer mixture formation as well as in the direct injection into the combustion chamber is during compaction at least temporarily ignitable Kraftstöffluftgemisch in the cylinder.

Wird jedoch anstelle des Rückschlagventils 14 ein anderes Überwachungsmittel in den Druckluftleitungen 2a, 2b vorgesehen, beispielsweise durch entsprechende Sensorik und/oder Abschaltventile in den Leitungen, besteht auch bei Ottomotoren mit Direkteinspritzung die Möglichkeit, das elektromagnetische Ventil 4 in den vorgenannten dritten und vierten Betriebsarten zur Bremsenergierückgewinnung und zur Bremsunterstützung zu betreiben.However, if instead of the check valve 14, another monitoring means in the compressed air lines 2a, 2b provided, for example, by appropriate sensors and / or shut-off valves in the lines, there is also the possibility in gasoline engines with direct injection, the electromagnetic valve 4 in the aforementioned third and fourth modes Brake energy recovery and to operate the brake assistance.

Ferner kann die vorgenannte fünfte Betriebsart zur Reduzierung der Luftmenge für die Verbrennung ebenfalls zur Kraftstoffersparnis eingesetzt werden. Die Drosselklappe bleibt hierbei auch im Teillastbereich weitgehend geöffnet. Dadurch werden die Drosselverluste reduziert. Ein Teil der im Zylinder befindlichen Luft wird über das elektromagnetische Luftventil 4 abgeblasen. Wenn die im Zylinder befindliche Luftmasse der Lastanforderung entspricht, wird das Luftventil 4 geschlossen, und die Verdichtung beginnt.Further, the aforementioned fifth mode for reducing the amount of air for combustion can also be used for fuel economy. The throttle valve remains largely open even in the partial load range. This reduces the throttle losses. Part of the air in the cylinder is blown off via the electromagnetic air valve 4. When the in-cylinder air mass is equal to the load demand, the air valve 4 is closed and compression begins.

Hierbei ist die Effektivität umso höher, je später die Kraftstoffeinspritzung einsetzt, denn bis zu diesem Zeitpunkt ist es erforderlich, dass das Luftventil 4 geschlossen ist. Je mehr Zeit zur Ablassung der Luft zur Verfügung steht, desto mehr Luft kann über das elektromagnetische Ventil 4 abgelassen werden und umso weiter kann die Drosselklappe geöffnet sein, wodurch die Drosselverluste minimiert werden.In this case, the later the fuel injection, the higher the effectiveness, because up to this time it is necessary for the air valve 4 to be closed. The more time there is to discharge the air, the more air can be released via the electromagnetic valve 4 and the farther the throttle can be opened, thereby minimizing throttle losses.

Die vorgenannte Betriebsart für Dieselmotoren, bei denen im Betriebszustand, bei dem nicht die volle Motorleistung bzw. das volle Motordrehmoment benötigt und ein oder mehrere Zylinder unter abgeschalteter Kraftstoffeinspritzung betrieben werden, ist bei einer Vorgabe einer Lambda=1-Regelung nicht mit einem Ottomotor realisierbar, kann aber bei einem mager betriebenen Motor umgesetzt werden.The aforementioned operating mode for diesel engines, in which in the operating state in which does not require the full engine power or the full engine torque and one or more cylinders are operated with shut off fuel injection, is not feasible with a gasoline engine in a specification of lambda = 1 control, but can be implemented in a lean-burn engine.

Alle Betriebsarten stellen hohe Anforderungen an die Steuerung des Motors, insbesondere im Lambda=1-Betrieb. Üblicherweise wird ein moderner Ottomotor mit einer vorgesteuerten Kraftstoffeinspritzung, die einer schnellen Lambda-Regelung überlagert ist, betrieben. Zur Kraftstoffsteuerung wird die Luftmasse durch Luftmassenmesser erfasst oder aus dem Druck vor dem Einlasskanal berechnet. Aus der Luftmasse wird die zur stöchiometrischen Verbrennung notwendige Kraftstoffmasse berechnet. Weder der Luftmassensensor noch der Drucksensor können die durch die Luftventile zusätzlich eingebrachte bzw. abgeblasene Luft erfassen. Diese Luftmasse wird daher in dieser Betriebsvariante durch die Motorsteuerung sehr genau berechnet.All operating modes place high demands on the control of the engine, in particular in Lambda = 1 operation. Typically, a modern gasoline engine with a pilot fuel injection, which is superimposed on a fast lambda control operated. For fuel control, the air mass is detected by air mass meter or calculated from the pressure in front of the inlet duct. The fuel mass necessary for stoichiometric combustion is calculated from the air mass. Neither the air mass sensor nor the pressure sensor can detect the air additionally introduced or blown off by the air valves. This air mass is therefore calculated very accurately in this operating variant by the engine control.

Obwohl die Erfindung unter Bezugnahme auf bestimmte Ausführungsbeispiele beschrieben worden ist, ist eine Vielzahl von Varianten und Abwandlungen möglich, die ebenfalls von dem Erfindungsgedanken Gebrauch machen und deshalb in den Schutzbereich fallen. Folglich soll die Erfindung nicht auf die offenbarten bestimmten Ausführungsbeispiele begrenzt sein, sondern die Erfindung soll alle Ausführungsbeispiele umfassen, die in den Bereich der beigefügten Patentansprüche fallen.Although the invention has been described with reference to specific embodiments, a variety of variations and modifications are possible, which also make use of the spirit and therefore fall within the scope. Accordingly, the invention should not be limited to the particular embodiments disclosed, but the invention is intended to embrace all embodiments which fall within the scope of the appended claims.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

11
Druckluftbehälter 12 barCompressed air tank 12 bar
2a, 2b, 2c2a, 2b, 2c
DruckluftleitungCompressed air line
33
Zylinderkopfcylinder head
44
elektromagnetisches Ventilelectromagnetic valve
55
Einlassventilintake valve
77
Auslassventiloutlet valve
88th
Pleuelpleuel
99
Absperrventilshut-off valve
1010
Luftverteiler-RailAir distribution rail
1111
DieselinjektorDiesel Injector
1212
Zündkerzespark plug
1313
Brennraumcombustion chamber
1414
Druckluftbehälter 30 barCompressed air tank 30 bar
1515
Rückschlagventilcheck valve
1616
Druckreglerpressure regulator
1717
Druck - und TemperaturmessfühlerPressure and temperature sensor

Claims (13)

  1. Reciprocating-piston internal combustion engine, having at least one air inlet valve (5), which is arranged on the cylinder head (3), and at least one air outlet valve (6), which is arranged on the cylinder head; and an electromagnetic valve (4) for introducing air into the combustion chamber (13) and/or for discharging air from the combustion chamber (13), which valve is arranged on the cylinder head (3),
    wherein the electromagnetic valve (4) pneumatically couples the combustion chamber (13) and a compressed air accumulator (1) via a compressed air line (2) in an open position,
    wherein the compressed air accumulator is set up to supply a compressed air brake of a vehicle, and wherein the electromagnetic valve (4) can be controlled by means of a control unit in accordance with a pressure and/or a temperature of the compressed air system, a piston position, a load demand, an engine speed and/or a charging pressure in the cylinder, and the control unit is designed so as, in operating states in which the full engine torque is not required, to open the electromagnetic valve (4) during the upward movement of the piston (7) and to close said electromagnetic valve again in the region of the top dead centre in the case of at least one cylinder with deactivated fuel injection in order to take compressed air from the combustion chamber (13) and feed it to the compressed air accumulator (1),
    characterized
    in that the control unit is furthermore designed, to open the electromagnetic valve (4) immediately after the closure of the inlet valve (5) during the compression stroke of an overrun mode in order to inject additional compressed air, and to close it again at the latest when the gas pressure in the cylinder reaches an air pressure in the compressed air accumulator (1).
  2. Reciprocating-piston internal combustion engine according to Claim 1, characterized in that an effective cross section of the electromagnetic valve (4) is in a range of from 5 to 20 mm2, more preferably in a range of from 10 to 15 mm2.
  3. Reciprocating-piston internal combustion engine according to Claim 1 or 2, characterized
    (a) in that the control unit is the engine control unit; or
    (b) in that the reciprocating-piston internal combustion engine is designed as a common rail injection system and in that the control unit is the control unit for the common rail injection system.
  4. Reciprocating-piston internal combustion engine according to one of the preceding claims, characterized
    (a) in that the reciprocating-piston internal combustion engine comprises an exhaust turbocharger; and/or
    (b) in that the at least one air inlet valve (5) and the air outlet valve (6) are designed as poppet valves; and/or
    (c) in that the reciprocating-piston internal combustion engine is a self-ignition internal combustion engine or a spark-ignition engine.
  5. Motor vehicle, in particular commercial vehicle, having a reciprocating-piston internal combustion engine according to one of Claims 1 to 4.
  6. Commercial vehicle having a reciprocating-piston internal combustion engine according to one of Claims 1 to 4, characterized by a first compressed air system having a first compressed air accumulator (17) for supplying the brakes with compressed air and a second compressed air system having a second compressed air accumulator (1), wherein the second compressed air accumulator (1) can be operated at a higher pressure than the first compressed air accumulator (17) and can be pneumatically coupled to the combustion chamber via the electromagnetic valve (4), wherein the second pressure accumulator (1) is designed to fill the first compressed air accumulator (17) with compressed air.
  7. Method for operating a reciprocating-piston internal combustion engine according to one of Claims 1 to 4, characterized
    (a) in that compressed air from the compressed air accumulator (1) is introduced into the combustion chamber (13) via the electromagnetic valve (4) in addition to the charge air which is introduced into the combustion chamber (13) via the at least one inlet valve (5), and/or
    (b) in that compressed air is removed from the combustion chamber (13) via the electromagnetic valve and fed to the compressed air accumulator (1) .
  8. Method according to Claim 7, characterized in that the injection of additional compressed air via the electromagnetic valve (4) begins in the range of closure of the at least one inlet valve (5) and ends at the latest when a gas pressure in the combustion chamber (13) reaches an air pressure in the compressed air accumulator (3).
  9. Method according to Claim 8, characterized in that, in operating states in which the full engine torque is not required, the electromagnetic valve (4) is opened during the upward movement of the piston (7) and closed again in the region of top dead centre in the case of at least one cylinder with deactivated fuel injection in order to take compressed air from the combustion chamber (13) and feed it to the compressed air accumulator (1).
  10. Method according to Claim 9, characterized in that the electromagnetic valve (4) is opened immediately after the closure of the inlet valve (5) during the compression stroke of an overrun mode in order to inject additional compressed air, and is closed again at the latest when the gas pressure in the cylinder reaches an air pressure in the compressed air accumulator (1).
  11. Method according to Claim 8, characterized in that air in the cylinder is removed at least partially from the combustion chamber (13) via the electromagnetic valve (4) after a charge exchange and before combustion.
  12. Method according to Claim 11, characterized
    (a) in that the reciprocating-piston internal combustion engine is a self-ignition reciprocating-piston internal combustion engine; and
    (b) in that air removal takes place via the electromagnetic valve (4) as a control element in a closed lambda control loop.
  13. Method according to one of preceding Claims 7 to 12, characterized in that control parameters relating to a beginning of opening of the electromagnetic valve (4), an end of opening of the electromagnetic valve (4) and a decision whether actuation of the electromagnetic valve (4) takes place are determined in accordance with a pressure and/or a temperature in a compressed air system containing the compressed air accumulator (1), a piston position, a load demand, an engine speed and/or a charging pressure in the cylinder and/or intake manifold.
EP14002466.2A 2013-11-20 2014-07-16 Reciprocating piston combustion engine and method for operating same Active EP2876275B1 (en)

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DE102013019340.0A DE102013019340A1 (en) 2013-11-20 2013-11-20 Reciprocating internal combustion engine and method for operating a reciprocating internal combustion engine

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DE102013019340A1 (en) 2015-05-21
BR102014018992A2 (en) 2018-05-15
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BR102014018992B1 (en) 2023-10-03
RU2014137886A (en) 2016-04-10
EP2876275A1 (en) 2015-05-27
CN104653276A (en) 2015-05-27

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