DE3737820C2 - Method for operating an internal combustion engine and internal combustion engine for carrying out the method - Google Patents

Description

The invention relates to a method for operation an internal combustion engine of the piston type, in particular that of a reciprocating piston engine, in which every combustion space over at least one depending on the Piston movement controlled inlet valve with a Inlet port is connected to a continuous ore generating pressure, in a storage space promotional loader and one between the storage space and an air control valve located on each intake port, that with the ignition frequency of the assigned Ver Combustion rooms open and close, leaving the air control valve before the associated inlet valve is closable, as well as an internal combustion engine Execution of the procedure.

Such a method is described in SAE paper no. 8 51 523 "A NEW TYPE OF MILLER SUPER CHARGING SYSTEM FOR HIGH SPEED ENGINES "where an operating mode described for turbocharged internal combustion engines at which the supply of the compressed charge air either during the entire opening period of the train arranged engine intake valve or Pha Postponement of the opening hours of an additional air controls included in the intake duct tils compared to the engine intake valve before Closing of the engine intake valve is interrupted. This compared to conventional charging during the total opening time of the engine intake valve  Advance delivery of the compressed charge is briefly referred to below as a subpoena. This Operating mode serves according to the published chung the purpose, the well-known Miller method which by early closure of the intake valve expansion cooling that broke into the cylinder ten charge is caused to be variable.

The charging of engines leads to a lei increase in performance, but on the other hand it also arises Problems due to the higher stress on the engine and because of soot formation in the diesel engine and ringing in the gasoline engine. When using the predominantly today applied exhaust gas turbocharger also result Low speed problems because of that Torque is too low and the engine only with Deut response to load changes. Ver one tries to replace this lack with loaders that their optimal operating point at low speed len, there is an over at higher speeds supply of charging energy available in the form of pent-up exhaust gases or excess charge air is released outdoors.

It is therefore a development goal in combustion motors and the object of the present invention, a performance improvement to achieve such improvement should also be suitable for this purpose with turbochargers equipped engines the torque in the low Speed range to improve, as well as the risk of Ringing in gasoline engines, soot formation in diesel engines and reduce engine stress.  

To achieve this object, the invention proceeds from a method of the type mentioned, wherein the solution of Invention consists of the features of claim 1.

In this way the possibility is created that compressed charge air to expel the residual gas to use the engine cylinder, one corresponds appropriate valve overlap can be provided. At the same time, due to the subsequent expansion the compressed air to atmospheric pressure Temperature reduction achieved, which is a component and charge cooling is beneficial. Besides, he the proportion of fresh air increases. Eventually by sucking in uncompressed fresh air closing the air control valve a charge end pressure reached at atmospheric pressure.

With the well-known summons without refilling Fresh air makes it practically impossible to get one to reach the final charge pressure because of time point of the end of the summons right at the moment Lich existing pressure of the compressed charge abge should be correct. By the inventive Ver will drive when falling below the atmospheric Fresh air pressure is automatically added to the cylinder sucks, so that at any time regardless of Ver suffer from flushing and changes the pressure of the compressed cargo is that the charge end pressure is the atmospheric pressure corresponds.  

So there will be an increase in performance by the rest gas purging, by lowering the temperature and by the maintenance of the final charge pressure in height of atmospheric pressure reached. At the same time can by the use of excess exhaust gas energy an additional advantage can be achieved.

Is only an operation without charging wishes can be a relatively small one, just as a purge fan serving loader. But there is also the possibility of the charging process to the respective current operational situation and by various Practice the closing time of the air control valve in Direction towards the intake closing of the engine intake valve bring about an increase in the final charge pressure. There is a particularly advantageous embodiment this in that the phase position of the center of the opening of the air control valve depending on the ge wanted motor operation of phase equality with the middle of the opening of the respective opening arranged intake valve before its opening center ver is slidable. To the engine if necessary To be able to charge is after a another expedient embodiment, the opening duration of the air control valve made changeable, whereby in the limit case a maximum of approx duration of the intake valve or the intake valves of each combustion chamber.

According to a further advantageous embodiment, increase the opening time of the air control valve the phase deviation between the air control valve and Intake valve shortened to concentration the supply of air from the storage space to the inlet start to promote.  

Scalding is used to carry out the method Piston type motor according to claim 5.

Preferably, the device for changing the Phase position from a computer, the inputs of which a program memory and sensors for determination of operating parameters of the engine and / or at least a control unit for entering control commands and its output with an actuator for Air control valve is connected, the program memory after a particularly expedient execution contains selectable programs. Hereby it is possible that the calculator according to the  optimization target predetermined by the program selection and taking into account that by the sensors he average, current operating status of the Mo tors selected the charging process, which under consideration inspection of the tax authority, e.g. the ride Pedal of a motor vehicle, entered, instant control command to optimize this target most corresponds.

The sensors are preferably on the combustion chamber and / or arranged and suitable on the storage space Engine operating condition or pressure and temperature in To determine storage space.

Preferably, the inlet side of the charger and the channel bypassing it upstream from that channel blocking valve connected together.

To ensure a smooth transition between the to enable different charging methods Phasing of inlet valve and air control valve stu be adjustable.

The opening time of the air control valve is preferably changeable, but in the limit case maximum of the opening time of the inlet valve tils corresponds to what is required for conventional charging is.

There is a particularly simple embodiment rin that the channel bypassing the compressor branch Directional valve contains only one flow in Permitted towards the inlet valve. This will then always atmospheric air into the intake duct sucks when there is negative pressure.  

But it can also vice versa for the compressor branch channel can be provided with a controllable valve, which preferably depends on the position the air control valve is lockable.

In a particularly preferred embodiment each inlet duct a connection to the Ver bypass valve blocking the bypass branch assigned, preferably to limit the harmful space se that associated with the inlet duct, the connection to the channel blocking the compressor branch Valve, the associated air control valve, and that Inlet valve or the inlet valves of the assigned Combustion chambers are arranged in close proximity.

After a further appropriate training the duct bypassing the compressor branch valve that can be operated together with the air control valve included, both valves also to a Mehrwe valve can be united.

A particularly advantageous embodiment consists of the embodiment with directional valve in that the multi-way valve one of a valve housing enclosed, designed as a rotating body and depending on the engine crankshaft continuously Lich drivable, with one against the housing opening connecting channel provided rotor, the connecting channel in the valve housing in um Direction of successive connections for the Storage space and the inlet channel are assigned.

In the embodiment with a controllable valve in the channel bypassing the compressor branch, which with the air control valve to a multi-way valve  is agreed, there is an advantageous embodiment in that the multi-way valve is one of a valve Enclosed housing, designed as a rotating body and depending on the rotation of the motor crankshaft continuously drivable, with a connecting channel opening against the housing provided rotor, wherein the connecting channel follow each other in the direction of rotation in the valve housing de Connections for the storage space, the inlet duct and assigned the channel bypassing the compressor branch are not.

The air control valve only controls the entry of the compressed charge air into the intake port, so can through an adjustable closing edge of the connection for the storage space, the loading end can be influenced.

With the valve types with a continuously around running rotor there is another expedient design in that the phase position of the valve opening times compared to the crankshaft through adjustment development of the rotor relative to the valve housing changeable is.

Another expedient embodiment under Ver Using a multi-way valve is that two trained as a rotating body and dependent from the rotation of the engine crankshaft continuously driven rotors each with a connection box nal provided and rotatable in a valve housing gela gert are, with a connecting channel in its opening Connections for the storage space and the Inlet duct and the other connecting duct in its Open position an inlet and an outlet for the channel bypassing the compressor branch  connects that the phase relationship of the rotors to each other is changeable and that the phase position of the valve opening times compared to the engine crankshaft by a Adjustment of the rotors relative to the valve housing is changeable.

The maximum speed of the rotor or of the rotors dimensioned so that on two cycles of assigned engine cylinder or the assigned Mo Gate cylinder one valve opening is omitted.

According to a particularly useful embodiment can adjust the speed of the rotor or rotors Choice be halved in stages, whereby the poss There is a possibility that not every engine cylinder Load work cycle, but the load only in that Intervals adapted to power requirements.

In a four-cylinder in-line four-stroke engine a particularly simple embodiment in that three inlet channels are provided, one of which is an let the two middle cylinders together is ordered. By such an embodiment can a control valve and possibly a separa t directional valve can be saved because one on the one hand by one of the two middle cylinders commonly assigned valve only relatively short Paths to the two cylinders are covered and on the other hand, the suction phases of both cylinders are not un follow one another indirectly.

Another advantageous embodiment consists of a design with directional valve in which the compression bypass branch channel in that the air tax valves at least a number of inlet channels  of a motor a common, tubular, in a tubular housing rotatably mounted in Ab depending on the crankshaft rotation Own rotor, its interior with the storage space is connected to the housing in the axial direction ge offset against each other, the inlet channels open out that each inlet channel on the rotor a valve opening is arranged, these valve openings accordingly the firing order are offset in the circumferential direction, and that the phase position of the rotor relative to the crankshaft is adjustable. In this embodiment, in which preferably access to the compressed charge air common to all intake ducts of an engine seed rotor is controlled, the interior of the Rotors constantly with only one storage space single connection in connection, resulting in a particularly simple arrangement results. The one from the housing in the direction of the engine cylinders let channels are each separate with the compression branch branch connected channel.

The advantages of the method according to the invention can can also be achieved if the line for non-compression load not in the from the loader to the combustion leading air inlet duct, but the compressed charge air and the uncompressed charge air separate intake ports with intake valves on combustion space, i.e. on the engine cylinder. It is in the inlet channel for the compressed charge an air cycle valve is arranged while in the intake duct a valve is arranged for the uncompressed charge is, which is with overpressure on the side of the Combustion chamber closes, so that the escape to the combustion chamber via the other inlet duct guided, compressed charge is prevented. Because of  of those required for separate inlet channels additional intake valve on the engine cylinder, however the solution described with a common one lasskanal for uncompressed and compressed charge of the Preferred.

Based on the following description of the in the Drawing illustrated embodiments of the he this is explained in more detail.

It shows

Fig. 1 is a schematic representation of a first exemplary embodiment of a he OF INVENTION dung designed according combustion motors, of which a cylinder is shown,

Fig. 2 is a schematic representation of an embodiment of a fiction, at its under-equipped internal combustion engine using the example of a four-cylinder engine,

Fig. 3 is a FIG. 2 similar schematic Dar position of another embodiment of the present invention equipped on the internal combustion engine of a four-cylinder in-line engine,

Fig. 4, a valve assembly with a separate air control valve from the directional valve uncompacted for supplying charge in a schematic representation;

Fig. 5 is a Fig. 4 similar representation of an embodiment in which the ge is controlled to drove compacted and uncompacted charge through a common valve,

Fig. 6 is a variant of that in FIG. 4 Darge set air control valve,

Fig. 7 is a variant of that in FIG. 5 Darge set air control valve,

Fig. 8 is a schematic representation of amending Council phase position of the ge shown in Fig. 5 the air control valve relative to the engine crankshaft,

Figure 9 is a schematic axial section control valve. Through another embodiment of an air,

Fig. 10 is a schematic representation of Stel development of the air shown in Fig. 9 the control valve at the time of opening of the engine intake valve and dung at Vorla,

Fig. 11 the situation at the same time in charge,

Fig. 12 is a schematic axial section through a further valve arrangement for a four-cylinder engine and

Fig. 13 is a section along the line XIII-XIII in Fig. 12.

In Fig. 1, a cylinder 10 of a four-stroke combustion engine with a reciprocating piston 12 is shown. The cylinder 10 has an inlet valve 14 and an outlet valve 16 , to which an exhaust pipe 18 connects. A turbocharger 20 can be driven by the exhaust gas, to which air to be compressed is supplied via an air filter 22 and a line 24 . The air compressed by the turbocharger 20 passes via a line 26 to a store 28 , which is shown here in combination with a charge air cooler 30 . A line 32 leads from the memory 28 to an air control valve 34 which is suitable for controlling the access of the compressed charge air from the accumulator 28 into the inlet channel 36 leading to the inlet valve 14 . The inlet channel 36 is connected via a branch valve 40 containing a directional valve 38 directly to the air line 24 leading from the air filter 22 to the charger 20 , the directional valve, for example a nonreturn valve, being arranged such that a turbo charger 20 bypassing flow only from the air filter 22 to the inlet channel 36 can take place. So that engine operating conditions can be taken into account, in which a supply of suction air is inappropriate, the Lei device 40 can also be completely shut off for the duration of such an operating state, for which purpose either a separate shut-off valve can be provided or the directional valve 38 can be blocked in the blocking position .

The actuation of the air control valve 34 takes place in dependence on a computer 42 , to which a program memory 44 is assigned, so that it is possible to operate the computer 42 with a selected program of various programs that are kept in stock for the respective operating conditions. The computer 42 processes both automatically supplied information about the operating state of the engine, as well as external control commands, such as can be entered in the example of a motor vehicle by setting the accelerator pedal. In the schematic representation of FIG. 1, 46 designates such an accelerator pedal, which is connected to the computer 42 via a connection 48 . 50 denotes a sensor on the engine, which is connected via a connection 52 to the computer 42 . In this way, the computer 42 can not only be informed with information about the state in the area of the engine combustion chamber, but also, for example, about the pressure and temperature of the stored charge air.

The computer 42 can be used to control the motor mode in accordance with different optimization goals, depending on the selection of one or the other program from the program memory 44 . Depending on the information supplied to the computer 42 , the computer will influence the control times of the air control valve 34 so that the supply of compressed charge air is either concentrated on the start of intake of the engine cylinder 10 , which is referred to as charge, or that the compressed charge air is supplied during the entire opening period of the inlet valve 14 of the engine cylinder 10 , which corresponds to the known charging. In the embodiment shown in FIG. 1, the directional valve 38 is closed by the excess pressure prevailing in the inlet channel 36 when the air control valve 34 opens, so that escape of the compressed charge air is prevented. On the other hand, uncompressed air is sucked in via the directional valve 38 when the engine piston 12 executes its suction stroke with the inlet valve 14 open and the air control valve 34 is closed.

In Fig. 2 it is shown that in a Vierzylin dermotor each of the four cylinders 10 a, 10 b, 10 c and 10 d is assigned an air control valve 34 a, 34 b, 34 c and 34 d, in which case the air control Valves 34 a to 34 d are designed as three-way valves, each of which has two inlets, one with the line 32 for compressed air coming from the turbocharger 20 and the other via a branch line 40 a to 40 d with the line 24 leading to the charger 20 are connected for uncompressed air, and an outlet, each connected to an inlet channel 36 a to 36 d, each associated with a cylinder.

In FIG. 2, in order to simplify the illustration of the store 28 with the charge air cooler 30 between the turbocharger 20 and the air control valves 34 a to 34 d, it was not shown.

Since in the firing sequence 1-3-4-2 of a four-cylinder in-line engine, the working cycles of the two middle cylinders 2 and 3 do not follow one another directly, a common air control valve 34 e can be assigned to them, as shown in FIG. 3 is, especially since the way to the two middle cylinders via a common inlet duct 36 e is relatively short. Branch lines 40 a, 40 e and 40 d are connected via check valves 38 a, 38 e and 38 d. A corresponding connection of the branch lines 40 a to 40 e can alternatively also be selected in the design according to FIG. 2. The rotor 62 of the valve 34 c corresponds to the design shown in FIG. 7 with two cutouts 64 and 65 .

The embodiment of Fig. 3 shows a closely adjacent arrangement of the engine intake valves to the associated air control valves 34 a, 34 d and 34 e, as well as check valves 38 a, 38 d and 38 e, whereby the damage spaces assigned to the individual engine cylinders are reduced to a minimum and the accuracy with which the charge change can be controlled is improved.

The design shown in Fig. 1 with a directional valve 38 in a branch line 40 opening directly into the inlet channel 36 is shown in Fig. 4 in a somewhat different representation, the function of the air control valve 34 will be explained in more detail. To simplify the illustration, the memory 28 with the charge air cooler 30 between the charger 20 and the air control valve 34 is also omitted here. With sufficient line volume, the line connection between the charger 20 and the air control valve 34 could serve as a storage space.

The air control valve 34 shown in FIG. 4 has a valve housing 60 in which a rotor 62 , which is continuously driven as a function of the rotation of the engine crankshaft, rotates. This rotor 62 is designed as a rotating body and has a sector-like cutout 64 which, at a suitable angular position of the rotor 62, permits flow between the inlet slot 66 and the outlet slot 68 . As can be clearly seen in Fig. 4, the connection between the inlet slot 66 and the outlet slot 68 is maintained while the rotor 62 rotates about 90 °. If the rotor 62 is driven at half the speed of the engine crankshaft, these correspond to 90 ° of a crankshaft rotation of 180 °. With a corresponding phase position of the rotor 62 to the engine crankshaft, the connection between the inlet channel 36 and the air compressed by the loader 20 can be maintained during a full suction stroke of the engine piston, as is necessary for the usual charging. If you change the phase position of the rotor 62 with respect to the engine crankshaft relative to the charge associated with Pha senlage in such a way that the rotor 62 leads the crankshaft, for example so that the opening center of the air control valve 34 coincides with the opening of the inlet valve 14 , so the so-called pre-charge results, in which the air supply of the charger 20 is concentrated on the inlet start of the inlet valve 14 . The air control valve interrupts the connection of the inlet duct 36 to the charge air compressed by the charger 20 for some time before the inlet valve 14 closes, for example approximately in the middle of the suction stroke of the piston 12 . In the construction of Figs. 1 and 4 of the then occurring in the inlet port 36 under pressure will open the directional valve 38 so that uncompacted air is sucked through the branch line 40 into the inlet passage 36 and through the inlet valve 14 into the engine cylinder 10 until the inlet valve 14 closes.

Fig. 5 shows a variant in which the branch line 40 is not connected directly into the inlet channel 36 , but via a slot 70 to the Ventilgehäu se 60 and the opening and closing of the branch line 40 is controlled in this way by the rotor 62 . The directional valve 38 in the branch line 40 is omitted in this construction. As can be seen from FIG. 5, the opening phase of the branch line 40 is opposite the inlet channel 36 each immediately after the opening phase for the charge air compressed by the charger 20 . In the case of charging, the inlet valve 14 on the engine is closed again during the opening phase of the branch line 40 , so that only compressed air enters the cylinder 10 .

Fig. 6 shows a variant of that shown in Fig. 4 represents air control valve provided which only the two terminals 66 and 68, processing for the compressed charge air in Rich having on the inlet channel 36. Within the valve housing 60 is located in this variant one to the valve housing 60 concentrically disposed aperture ring 100th In the diaphragm ring 100 of the slot 66 is a window 104 and the slot 68 associated with a window 108 in the housing 60th The aperture ring 100 can be adjusted by an actuator 112 , which leads ge through the slot 114 in the valve housing 60 to the outside.

The window 104 extends over a sufficiently large angle to keep the opening cross section of the slot 66 completely free in any position of the aperture ring 100 . The slot 68 assigned te window 108 in the diaphragm ring 100 is dimensioned so that the le in the circumferential direction of the rotor 62 gene limitation of the window 108 is suitable for changing the position of the diaphragm ring 100, the position of the closing edge 123 of the slot 68 in the circumferential direction. The opening duration in the region of the slot 68 can thus be shortened or lengthened by adjusting the aperture ring 100, the position of the aperture ring 100 corresponding to the charging being shown in FIG. 6. By adjusting the diaphragm ring 100 counter to the direction of rotation of the rotor 62 , an earlier closing of the valve 34 and thus a precharge is achieved. The movement of the rotor 62 is tuned to the movement of the engine crankshaft either by direct drive from the engine crankshaft or by drive from the engine camshaft.

FIG. 7 shows a variant of the air control valve 34 shown in FIG. 5, in which, in contrast to the representation in FIG. 5, the rotor 62 is also provided with a second cutout 65 . As soon as the rotor has interrupted the connection between the slot 66 and the slot 68 by appropriate rotation of the rotor 62 , the cutout 65 reaches the area of the slot 68 and connects it to the slot 70 . Only in one of the before charge corresponding phase position of the rotor 62 against the engine crankshaft at this time, the inlet valve 14 of the engine is still open, so that now following the introduction of compressed charge air in the cylinder 10 at the beginning of the suction stroke of the piston 12 is still uncompressed Air can be sucked from the branch line 40 .

May FIG. 8 shows only example of how the phase position of the opening phases of the air control valve 34 relative to the crankshaft position of the engine changes are ver. In the arrangement shown in FIG. 8, an actuator 94 , for example, which can be changed drastically in length, is used for this purpose, which acts on the one hand at 96 on a lever 90 , which is driven in dependence on the engine crankshaft, is mounted centrally on the rotor 62 , and on the other hand on the rotor 62 , so that the angular position of the rotor 62 relative to the lever 90 can be changed. Basically, there is also the possibility not to adjust the rotor 62 , but the valve housing 60 relative to the rotor 62 .

FIGS. 9 to 11 show a further variant of the air control valve 34. In this design, two rotors 130 and 132 are arranged coaxially to one another within the valve housing 138 , the upper rotor 130 in the housing 138 in FIG. 9 being assigned a connection 66 leading to the accumulator 28 and a branch 68 a of a connection 68 leading to the inlet channel 36 is. The lower rotor 132 in FIG. 9 is assigned a connection 70 connected to the branch line 40 and a further branch 68 b of the connection 68 leading to the inlet duct 36 . The rotor 130 is provided with a connecting channel 134 , the rotor 132 with a connecting channel 136 . For a better understanding, the connections 66 and 70 on the one hand and the connection 68 on the other hand are shown at a distance of 180 ° in FIG. 9, while, as FIGS. 10 and 11 show, these connections are actually offset by approximately 90 ° from one another. Also to simplify the illustration, the two rotors 130 and 132 are not shown in a coaxial arrangement in FIGS. 10 and 11, but are shown purely schematically laterally offset from one another.

The valve housing 138 is traversed by a drive shaft 140 which is drivable as a function of the rotation of the engine crankshaft and which is enclosed by a hollow shaft 142 connected to the rotor 132 , on the turn of which a hollow shaft 144 connected to the rotor 130 is rotatably arranged.

In Fig. 9, both the drive shaft 140 and the hollow shafts 142 and 144 are led out to the top of the valve housing 138 and hen there with radially extending levers 146 , 148 and 150 verses, with adjusting elements, not shown, both the lever 148 and the lever 150 can also be adjusted independently of one another with respect to the lever 146 in order to change the phase position of the rotors 130 and 132 independently of one another. However, the arrangement can also be such that the lever 148 is adjustable relative to the lever 146 and the lever 150 relative to the lever 148 , with an independent phase adjustment of the two rotors also being achieved by appropriate control of the actuators arranged between the levers 130 and 132 is made possible. The arrangement is also such that in addition to the mutually independent change in the phase position of the two rotors 130 and 132 relative to the drive shaft 140 , a common change tion of the phase position of both rotors 130 and 132 relative to the drive shaft 140 is possible.

In Fig. 10, the position of the two rotors 130 and 132 is shown at the beginning of the motor suction stroke with the so-called th pre-charging. It is assumed that the drive shaft 140 rotates at half the crankshaft speed. The connecting channel 134 extends over a sector of about 105 °, so that in the case of so-called charging the engine cylinder compressed air can be supplied from the memory 28 during the entire suction stroke.

When the engine inlet valve 14 opens, as shown in FIG. 10, the opening edge of the connecting channel 134 has already moved so far beyond the connection 68 a that the connection between the connection 66 and the connection branch 68 a after a further rotation of the drive shaft 140 about 50 ° is interrupted when the engine piston 12 has passed slightly more than half of the suction stroke. While compressed air can flow through the connec tion duct 134 and the inlet duct 36 through the inlet valve 14 and the cylinder 10 , the connection between the connection 70 and the connecting branch 68 b is closed. This connection is opened at the angle shown in FIG. 10 between the rotor 130 and the rotor 132 as soon as the connection between the circuit 66 and the connecting branch 68 a closes, so that uncompressed charge air flows into the connection after the precharge Engine cylinder 10 can flow until the inlet valve 14 closes.

In FIG. 11, the drive shaft 140 assumes the same angular position as in FIG. 10 after the point in time at which the inlet valve 14 opens is also recorded there. The rotor 130 is adjusted against the drive shaft 140 in the opposite direction, so that it just releases the connection between the connection 66 and the connection branch 68 a. The angular position of the rotor 132 relative to the rotor 130 is changed so that the connection between the connection 70 and the connection branch 68 b remains uninterrupted as long as the inlet valve 14 is open. So there is the supply of compressed charge air for so-called charging takes place during the entire suction stroke of the piston 12 .

Any intermediate positions can be switched on at any time be put.

In the embodiment shown in FIGS . 12 and 13, the situation in a four-cylinder in-line engine is assumed without any restrictive intent, with each engine intake valve being assigned an intake port 36 a, 36 b, 36 c and 36 d. The Ver dichterzweig 20 , 28 , 34 ( Fig. 1) bypass channel 40 is connected via a check valve 38 with each of the inlet channels 36 a to 36 d. Each of the inlet channels 36 a to 36 d is in the manner already described an air control valve 34 a to 34 d assigned to allow access to the individual engine cylinders according to the firing order and the selected phase position of the compressed charge air from the memory 28 . In the embodiment shown in FIGS. 12 and 13, these air control valves 34 a to 34 d are combined to form a common assembly with a common rotor 62 f, which is tubular and is rotatably supported in a common housing 60 f. The rotor 62 f is driven as a function of the crankshaft rotation, but its phase relative to the crankshaft can be changed by means not shown here. The individual inlet channels 36 a to 36 d are connected to the housing 60 f offset from one another in the axial direction. In the corresponding axial position are in the rotor 62 f the inlet channels 36 a to 36 d associated valve openings 64 a to 64 d, which are offset in the circumferential direction of the rotor 62 f according to the firing order of the engine cylinder. The devices for driving the rotor 62 f and to the sen phase adjustment, as well as the connection of the inner space 160 with the storage space 28 can be carried out in any manner that is not difficult for the person skilled in the art and are therefore not shown here.

In the example shown it is assumed that the Ro tor 62 f with half the crankshaft speed is trie ben is, so that the rotor 62 will perform a full f Dre hung, for example, while on the four-cylinder inline engine, the firing sequence 1-3-4- 2 is run once. In a corresponding order ge long successively the valve openings 64 a, 64 c, 64 d and 64 b to cover with the connections of the inlet channels 36 a, 36 c, 36 d and 36 b.

If you reduce the speed of the rotors 62 or 130 and 132 to a quarter of the crankshaft speed, each combustion chamber is supplied with charge air only at every second working cycle, so that with a low power requirement at a constant engine speed, the individual working cycle with a higher cylinder charge and thus at a lower cost specific fuel consumption expires. If the power requirement is reduced further, the speed of the rotors can be halved again.

In order to simplify the presentation, the previous was given description of condensed or un dense charge air spoken. It can be - as can be easily recognized by the expert - also deal with charge air mixed with fuel.

Claims (32)

1. Method for operating a piston-type internal combustion engine, in particular a reciprocating piston engine, in which each combustion chamber is connected to an inlet channel via at least one inlet valve which is controlled as a function of the piston movement, with a supercharger which generates a continuous pressure and conveys it into a storage space and between the latter Storage space and each inlet channel arranged air control valve that opens and closes depending on the ignition frequency of the associated combustion chambers, the air control valve is closed before the associated intake valve, characterized in that after closing the air control valve with the intake valve open compressed air is sucked into the combustion chamber as soon as the pressure in the combustion chamber falls below the external pressure. 2. The method according to claim 1, characterized records that the phase position of the opening center of the Air control valve depending on the desired Motor operation of phase equality with the public center of the associated opening Inlet valve slidable in front of its opening center is. 3. The method according to claim 2, characterized records that the opening time of the air control valve is changeable. 4. The method according to any one of claims 2 or 3, characterized in that the opening period of the Air control valve with increasing phase deviation shortened between air control valve and intake valve becomes. 5. internal combustion engine of the piston type, in particular reciprocating piston engine for performing the method according to claim 1, with at least one combustion chamber, which is connected via at least one inlet valve ( 14 ) to an inlet channel ( 36 ), with a continuous pressure-generating charger ( 20 ), the pressure side with a storage space ( 28 ) is the, with an air control valve ( 34 ) between the storage space ( 28 ) and each inlet channel ( 36 ), the drive is designed so that it spaces depending on the ignition frequency of the associated combustion is actuated and that it closes before the associated inlet valve, characterized in that each combustion chamber after the air control valve closes via a compressor branch comprising the charger ( 20 ), the storage chamber ( 28 ) and the air control valve ( 34 ), blockable by a valve channel (38) (40) is supplied with uncompacted charge. 6. Internal combustion engine according to claim 5, characterized in that each inlet channel ( 36 ) with the bypassing the compressor branch channel ( 40 ) is connected. 7. Internal combustion engine according to one of claims 5 or 6, characterized by a device for changing the phase position of the inlet valve ( 14 ) and air control valve ( 34 ) by shifting the opening center of the air control valve ( 34 ) from phase to phase with the opening center of the respectively opening ordered inlet valve ( 14 ) before its opening center te. 8. Internal combustion engine according to claim 7, characterized in that the device for changing the phase position consists of a computer ( 42 ), the inputs ( 48 , 52 , 56 ) with a program memory ( 44 ) and sensors ( 50 , 54 ) for determining of operating parameters of the engine and / or at least one control member for entering control commands and its output ( 58 ) is connected to an actuating device for the air control valve ( 34 ). 9. Internal combustion engine according to claim 8, characterized ge indicates that the program memory can be selected Programs. 10. Internal combustion engine according to claim 8, characterized in that the sensors ( 50 , 54 ) on the combus tion space and / or on the storage space ( 28 ) are net angeord and suitable to determine the engine operating state or pressure and temperature in the storage space ( 28 ) teln. 11. Internal combustion engine according to claim 8, characterized in that the control member is an accelerator pedal ( 46 ) of a motor vehicle. 12. Internal combustion engine according to one of claims 5 or 6, characterized in that the inlet side ( 24 ) of the charger ( 20 ) and the bypass channel ( 40 ) upstream of this channel ( 40 ) blocking valve ( 38 ) are interconnected. 13. Internal combustion engine according to one of claims 5 or 6, characterized in that the phase position of the inlet valve ( 14 ) and air control valve ( 34 ) is infinitely adjustable. 14. Internal combustion engine according to one of claims 5 or 6, characterized in that the opening duration of the air control valve ( 34 ) is variable. 15. Internal combustion engine according to one of claims 5, 6 or 14, characterized in that the opening duration of the air control valve ( 34 ) is adjustable. 16. Internal combustion engine according to one of claims 5 to 15, characterized in that an intercooler ( 30 ) is arranged upstream of the air control valve ( 34 ). 17. Internal combustion engine according to one of claims 5 to 16, characterized in that the compressor branch ( 20 , 28 , 34 ) bypassing channel ( 40 ) contains a rich directional valve ( 38 ) which only has a flow in the direction of the inlet valve ( 14th ) allowed. 18. Internal combustion engine according to one of claims 5 to 16, characterized in that the compressor branch ( 20 , 28 , 34 ) bypassing channel ( 40 ) depending on the position of the air control valve ( 34 ) can be blocked. 19. Internal combustion engine according to claim 6, characterized in that each inlet channel ( 36 ) has a connection to the compressor branch ( 20 , 28 , 34 ) bypassing channel ( 40 ) blocking valve ( 38 ) is assigned. 20. Internal combustion engine according to claim 19, characterized in that the inlet channel ( 36 a; 36 d; 36 e) assigned to the connection to the compressor branch ( 20 , 28 , 34 ) bypassing channel ( 40 a; 40 d; 40 e) blocking valve ( 38 a; 38 d; 38 e), the assigned air control valve ( 34 a; 34 d; 34 e) and the inlet valve or the inlet valves ( 14 a; 14 d; 14 b, 14 c) the associated combustion chambers ( 10 a; 10 d; 10 b, 10 c) are arranged closely adjacent. That the Ver dense branch (20, 28, 34) bypassing channel contains 21 internal combustion engine according to one of claims 18 to 20, characterized in that (40) a together with the air control valve (62, 66) betätig bares valve (62, 70) . 22. Internal combustion engine according to one of claims 18 to 20, characterized in that the valve ( 62 , 70 ) in which the compressor branch ( 20 , 28 , 34 ) bypass the channel ( 40 ) and the air control valve ( 62 , 66 ) to a multi-way valve are united. 23. Internal combustion engine according to claims 6 and 22, characterized in that the multi-way valve is a three-way valve, the connections ( 66 , 68 , 70 ) with the storage space ( 28 ), the inlet channel ( 36 ) and the compressor branch ( 20 , 28 , 34 ) bypass channel ( 40 ) are connected. 24. Internal combustion engine according to one of claims 5 to 16, characterized in that the air control valve one of a valve housing ( 60 ) enclosed NEN, designed as a rotating body and depending on the rotation of the engine crankshaft continuously drivable, with a against the Ge housing opening connecting channel ( 64 ) provided Ro tor ( 62 ), wherein the connecting channel ( 64 ) in the valve housing ( 60 ) in the circumferential direction consecutive ports ( 66 , 68 ) for the storage space ( 28 ) and the inlet channel ( 36 ) are assigned. 25. Internal combustion engine according to claim 23, characterized in that the multi-way valve one of a valve housing ( 60 ) enclosed, designed as a Rota tion body and depending on the rotation of the engine crankshaft continuously drivable, provided with an opening against the housing connecting channel ( 64 ) Rotor ( 62 ) comprises, the connecting channel ( 64 ) in the valve housing in the circumferential direction of successive connections ( 66 , 68 , 70 ) for the storage space ( 28 ), the inlet channel ( 36 ) and the compressor branch ( 20 , 28 , 34 ) bypassing Channel ( 40 ) are assigned. 26. Internal combustion engine according to one of claims 24 and 25, characterized in that the closing edge ( 123 ) of the connection ( 66 , 64 , 68 ) of the storage space ( 28 ) with the inlet channel ( 36 ) is adjustable. 27. Internal combustion engine according to one of claims 24 to 26, characterized in that the phase position of the valve opening times with respect to the crankshaft by adjusting the rotor ( 62 ) relative to the valve housing ( 60 ) is variable. 28. Internal combustion engine according to claim 22, characterized in that two rotations formed as a rotating body and depending on the rotation of the motor crankshaft continuously drivable rotors ( 130 , 132 ) each provided with a connecting channel ( 134 , 136 ) and rotatable in a valve housing ( 138 ) are mounted, with a connecting channel ( 134 ) in its open position connections ( 66 , 68 a) for the storage space ( 28 ) and the inlet channel ( 36 ) and the other connecting channel ( 136 ) in its open position an inlet ( 70 ) and one Outlet ( 68 b) for the channel ( 40 ) bypassing the compressor branch ( 20 , 28 , 34 ) connects to one another in such a way that the phase position of the rotors ( 130 , 142 ) can be changed relative to one another and that the phase position of the valve opening times in relation to the engine crankshaft by adjusting the Roto ren ( 130 , 132 ) relative to the valve housing ( 138 ) is changeable. 29. Internal combustion engine according to one of claims 23 to 28, characterized in that the number of rotations of the rotor ( 62 , 130 , 132 ) is dimensioned such that a Ven valve opening is omitted in each case on two cycles of the associated engine cylinder or the associated engine cylinder. 30. Internal combustion engine according to claim 29, characterized in that the speed of the rotor ( 62 , 130 , 132 ) can be halved in stages, if desired. 31. Internal combustion engine according to one of claims 5 to 30, characterized in that in a four-cylinder in-line four-stroke engine three inlet channels ( 36 a, 36 b, 36 c) are provided, of which one inlet channel ( 36 b) the two middle cylinders is assigned together. 32. Internal combustion engine according to claim 17, characterized in that the air control valves ( 34 a, 34 b, 34 c, 34 d) at least a number of inlet channels ( 36 a, 36 b, 36 c, 36 d) of an engine have a common, tubular , Have in a tubular housing ( 60 f) rotatably mounted, depending on the crank shaft rotation driven rotor ( 62 f), the interior ( 160 ) of which is connected to the storage space ( 28 ), that on the housing ( 60 f) in the axial direction offset the inlet channels ( 36 a, 36 b, 36 c, 36 d) so that each inlet channel ( 36 a - 36 d) on the rotor ( 62 f) has a valve opening ( 64 a, 64 b, 64 c, 64 d) is assigned, wherein these openings ( 64 a - 64 d) are offset in accordance with the firing order in the circumferential direction, and that the phase position of the rotor ( 62 f) is adjustable relative to the crankshaft.