# US 9,752,464 B2 · Supercharged applied ignition internal combustion engine with exhaust-gas turbocharging and method for operating an internal combustion engine of said type

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- Number: US 9,752,464 B2
- Document ID: US9752464B2
- Status: Granted
- Kind: B2
- Application number: 14/723,009
- Filed: 2015-05-27
- Published: 2015-12-03
- Granted: 2017-09-05
- Earliest claimed: 2014-05-28
- Assignees: Ford Global Technologies, LLC
- Applicants: Ford Global Technologies, LLC
- Inventors: Martin Wirth; Klemens Grieser; Marco Marceno; Kay Hohenboeken; Jan Linsel; Harald Stoffels; Ludwig Stump
- Web page: https://patentgrep.com/patent/US9752464B2

## CPC

- F01L 1/34: characterised by the provision of means for changing the timing of the valves without changing the duration of opening {and without affecting the magnitude of the valve lift}
- F02D 13/0203: {Variable control of intake and exhaust valves}
- F02D 37/02: one of the functions being ignition
- F02D 41/0007: {for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12)}
- F02P 5/045: {combined with electronic control of other engine functions, e.g. fuel injection (in general F02D37/02)}
- F02P 5/1528: {for turbocompressed engine}
- F02D 35/023: {by determining the cylinder pressure}
- F02D 41/0087: {Selective cylinder activation, i.e. partial cylinder operation (deceleration cut-off F02D41/123)}
- F02D 2041/001: {for engines with variable valve actuation}
- F02D 2200/0414: Air temperature
- F02D 2200/0602: Fuel pressure
- F02D 2200/101: Engine speed
- F02D 2200/703: Atmospheric pressure
- Y02T 10/12: Improving ICE efficiencies
- Y02T 10/40: Engine management systems
- F01L: CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- F02P: IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES ({anti-pollution means for internal-combustion engines F02B17/00}; specially adapted for rotary-piston or oscillating-piston engines F02B53/12; {ignition of gas turbine plants F02C7/26; ignition of jet propulsion plants F02K9/95; starting of combustion engines F02N9/00}; ignition of combustion apparatus in general, glowing plugs F23Q; measuring of physical variables in general G01; controlling in general G05; data processing in general G06; electrical components in general see Section H; {ignition coils H01F38/12}; sparking plugs H01T13/00)
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

A turbocharged internal combustion engine is provided with at least a partially variable valve train on an intake side wherein the intake valves are controlled to optimize the actuation of a second inlet valve in relation to a first inlet valve for different load conditions.

## Claims

### Claim 1

A method for operating a supercharged applied-ignition internal combustion engine, comprising:
actuating a first inlet valve and a second inlet valve of a cylinder of the engine by rotationally offsetting cams respectively coupled to the first inlet valve and the second inlet valve thereby forming a control offset (Δ);
actuating the first inlet valve earlier than the second inlet valve at a low load demand;
opening a throttle flap and reducing the control offset (Δ) by actuating the second inlet valve earlier than when actuated to form the control offset (Δ) at an increasing load demand over time; and
increasing the control offset (Δ) dependent on a charge pressure generated in an intake system by exhaust-gas turbocharging by actuating the second inlet valve later than when actuated to form the control offset (Δ).

### Claim 2 (depends on 1)

The method as claimed in claim 1, wherein the throttle flap is opened fully in the presence of the increasing load demand.

### Claim 3 (depends on 1)

The method as claimed in claim 1, wherein the control offset (Δ) is additionally reduced by actuating the first inlet valve later than when actuated to form the control offset (Δ).

### Claim 4 (depends on 3)

The method as claimed in claim 3, in which a piston belonging to the cylinder oscillates between a top dead center and a bottom dead center, wherein in the presence of the low load demand before the increasing load demand, the first inlet valve is closed before bottom dead center and the second inlet valve is closed after bottom dead center.

### Claim 5 (depends on 4)

The method as claimed in claim 4, wherein the control offset (Δ) is reduced by the second inlet valve being closed before bottom dead center.

### Claim 6 (depends on 3)

The method as claimed in claim 3, further comprising calculating a closing time (tintake,closing,2) at which the second inlet valve is closed by:
determining a base closing time (tintake,closing,2) using a present engine speed (nmot) and a present desired value for a pressure (pintake,des) in the intake system;
determining an additive closing time (Δtintake,closing,2) using the present engine speed (nmot) and a present actual value for a pressure (pintake) in the intake system; and
calculating the closing time (tintake,closing,2) by adding the base closing time and the additive closing time, where tintake,closing,2=tintake,closing,base,2+Δtintake,closing,2.

### Claim 7 (depends on 6)

The method as claimed in claim 6, further comprising adjusting the closing time (tintake,clostng,2) by a filtered average cylinder individual spark retard from a knock control and the present engine speed (nmot) to obtain a closing time retardation (Δtintake,closing,knock) where tintake,closing,2=tintake, closing,base,2+Δtintake,closing,2+tintake,closing,knock.

### Claim 8 (depends on 6)

The method as claimed in claim 6, wherein, a predefined ambient pressure (patm) is used as a maximum admissible desired value for the pressure (pintake,des) in the intake system so that the desired value for the pressure (pintake,des) in the intake system in the determination of the base closing time is limited.

### Claim 9 (depends on 8)

The method as claimed in claim 8, wherein the predefined ambient pressure (patm) is subtracted from the present actual value for the pressure (pintake) in the intake system in order to determine a charge pressure difference (Δpcharge), the additive closing time (Δtintake,clostng,2) being determined using said charge pressure difference (Δpcharge) if Δpcharge>0.