Method for operating an internal combustion engine with direct fuel injection during a post-start phase
View Patent ↗In a method for operating a spark-ignition internal combustion engine with direct fuel injection in the post-start phase at low temperatures, fuel is supplied to the combustion air in a pilot injection (M H ) of a first fuel quantity during an intake stroke of the internal combustion engine such that the pilot injection (M H ) forms a homogeneous, lean air/fuel mixture (λ>1) in substantially the entire combustion chamber, and a main injection (M S ) of a second fuel quantity is subsequently injected into the combustion chamber during a compression stroke directly before the ignition time (ZT), said main injection (M S ) forming in the region of the spark plug a stratified, rich air/fuel mixture (λ<1), which is then ignited by the spark plug.
1. A method for operating a spark-ignition internal combustion engine ( 10 ) including a combustion chamber ( 18 ) with a fuel injector ( 20 ) for direct fuel injection into a combustion chamber ( 18 ) and a spark plug ( 26 ) for the ignition of the fuel with combustion air supplied to the combustion chamber ( 18 ) in a post-start phase (T) during a period between the start-up phase of the internal combustion engine and before the lambda sensors is operational, wherein the engine is operating at low temperatures, said method comprising the steps of:
Supplying the combustion air to the combustion chamber ( 18 ) in an engine intake stroke; injecting a pilot fuel quantity by means of the fuel injector ( 20 ) into the combustion air supplied to the combustion chamber ( 18 ) during the intake stroke of the internal combustion engine ( 10 ), said pilot injection (M H ) forming a homogeneous, lean air/fuel mixture (λ<1) in substantially the entire combustion chamber ( 18 ); subsequently injecting in a main injection (M S ) a second fuel quantity into the combustion chamber ( 18 ) during a compression stroke directly before the ignition time (ZT), said main fuel injection (M S ) being carried out as a double injection each forming a stratified, rich air/fuel mixture (λ<1) in the region of the spark plug ( 26 ) and igniting the stratified rich air/fuel mixture by means of the spark plug ( 26 ) at a predetermined ignition time (ZT) after the second stratified fuel injection.
2. The method as claimed in claim 1 ,
wherein the pilot injection (M H ) generates a slightly lean air/fuel mixture, in particular an air/fuel mixture of λ≈1.2, in the combustion chamber ( 18 ).
3. The method as claimed in claim 1 ,
wherein, averaged across the entire combustion chamber ( 18 ), the air/fuel mixture after the second stratified injection (M S ) is between stoichiometric (λ≈1) and slightly lean (λ≈1.05).
4. The method as claimed in claim 1 ,
wherein the ignition time (ZT) occurs between approximately 10° CA and approximately 20° CA before an ignition top dead center (ITDC).
5. The method as claimed in claim 1 ,
wherein the end of the main injection (M S ) or of the first stratified injection of the main injection (M S ) occurs at approximately 1° CA to 15° CA before the ignition time (ZT).
6. The method as claimed in claim 1 ,
wherein also the pilot injection (M H ) is carried out as a multiple injection with a plurality of homogeneous injections.
7. A method for operating a spark-ignition internal combustion engine ( 10 ) including a combustion chamber ( 18 ) with a fuel injector ( 20 ) for direct fuel injection into a combustion chamber ( 18 ) and a spark plug ( 26 ) for the ignition of the fuel with combustion air supplied to the combustion chamber ( 18 ) in a post-start phase (T) during a period between the start-up phase of the internal combustion engine and before the lambda sensors is operational, wherein the engine is operating at low temperatures, said method comprising the steps of:
Supplying the combustion air to the combustion chamber ( 18 ) in an engine intake stroke; injecting a pilot fuel quantity by means of the fuel injector ( 20 ) into the combustion air supplied to the combustion chamber ( 18 ) during the intake stroke of the internal combustion engine ( 10 ), said pilot injection (M H ) forming a homogeneous, lean air/fuel mixture (λ<1) in substantially the entire combustion chamber ( 18 ); subsequently injecting in a main injection (M S ) a second fuel quantity into the combustion chamber ( 18 ) during a compression stroke directly before the ignition time (ZT), said main fuel injection (M S ) being carried out as a triple injection each forming a stratified, rich air/fuel mixture (λ<1) in the region of the spark plug ( 26 ) and igniting the stratified rich air/fuel mixture by means of the spark plug ( 26 ) at a predetermined ignition time (ZT) after the third stratified fuel injection.
8. The method as claimed in claim 7 , wherein, averaged across the entire combustion chamber ( 18 ), the air/fuel mixture after the third stratified injection (M S ) is between stoichiometric (λ≈1) and slightly lean (λ≈1.05).
9. The method as claimed in claim 7 , wherein the ignition time (ZT) occurs between approximately 10° CA and approximately 20° CA before an ignition top dead center (ITDC).
10. The method as claimed in claim 7 , wherein the end of the main injection (M S ) or of the first stratified injection of the main injection (M S ) occurs at approximately 1° CA to 15° CA before the ignition time (ZT).
11. The method as claimed in claim 7 , wherein also the pilot injection (M H ) is carried out as a multiple injection with a plurality of homogeneous injections.