Abstract: A charging device for an exhaust gas turbocharger of an internal combustion engine may include at least one variable turbine and compressor geometry and an adjusting device for adjusting the at least one variable turbine and compressor geometry. The adjusting device may include a minimum set limit, which defines a minimum set flow of the at least one variable turbine and compressor geometry for an exhaust gas driving the charging device, and a maximum set limit, which defines a maximum set flow of the at least one variable turbine and compressor geometry for the exhaust gas driving the charging device. The adjusting device may be designed such that at least one minimum set limit of the adjusting device and the maximum set limit of the adjusting dive are variably adjustable and readjustable.

Abstract: A method for adjusting a barometric cell may include coupling the barometric cell to a control device via an actuating rod. The actuating rod may be movably mounted on a charging device in any desired position. The method may include applying a freely selectable pressure to the barometric cell so as to bring the actuating rod into contact with a stop, adjusting the barometric cell until a sensor registers a predefined value, and fixing the barometric cell on the charging device.

Abstract: A charging device may include an actuating device for actuating a control device. The actuating device may be coupled to the control device via an actuating rod. The actuating rod may be coupled to the control device via a guide piece rotatably mounted at two points in an outer actuator lever.

Abstract: A method for adjusting a barometric cell may include coupling the barometric cell to a control device via an actuating rod. The actuating rod may be movably mounted on a charging device in any desired position. The method may include applying a freely selectable pressure to the barometric cell so as to bring the actuating rod into contact with a stop, adjusting the barometric cell until a sensor registers a predefined value, and fixing the barometric cell on the charging device.

Abstract: A charging device for an exhaust gas turbocharger of an internal combustion engine may include at least one variable turbine and compressor geometry and an adjusting device for adjusting the at least one variable turbine and compressor geometry. The adjusting device may include a minimum set limit, which defines a minimum set flow of the at least one variable turbine and compressor geometry for an exhaust gas driving the charging device, and a maximum set limit, which defines a maximum set flow of the at least one variable turbine and compressor geometry for the exhaust gas driving the charging device. The adjusting device may be designed such that at least one minimum set limit of the adjusting device and the maximum set limit of the adjusting dive are variably adjustable and readjustable.

Abstract: An approach for producing a tolerance-corrected actuator for a supercharging device may include connecting a connecting element to a regulating rod of a regulating component assembly, bringing a tolerance-corrected actuator into a predefined position in response to a defined signal and adjusting a predetermined overall length of the regulating component assembly by shifting the connecting element relative to the regulating rod.

Abstract: A charging device may include an actuating device for actuating a control device. The actuating device may be coupled to the control device via an actuating rod. The actuating rod may be coupled to the control device via a guide piece rotatably mounted at two points in an outer actuator lever.

Abstract: An actuator includes a transmission element configured to transmit a mechanical regulating signal, a guide element and a transmission element mounted on the guide element. The guide element has an inner surface facing the transmission element. The transmission element has an outer surface facing the guide element, wherein the guide element includes at least one radial groove.

Abstract: In a method of operating an internal combustion engine with a switch-over capability between a compression ignition mode of operation and a spark ignition mode of operation in higher load ranges which includes a cam-operated valve drive with a valve control providing, in the compression ignition mode of operation, for an increased valve overlap of the valve opening times, smooth engine operation and optimal exhaust gas emissions are obtained also during rapid load changes upon changing the engine operating mode as the change-over is accompanied by changes of the injection parameters, the throttling parameter and the valve control, which are coordinated with respect to one another as the valve control is switched over by changing the amplitude and phase position of the valve stroke of at least one of the inlet and outlet valves.

Abstract: A method for operating a four stroke internal combustion engine in which the combustion position can be set/controlled/corrected. The phase position of intake and/or exhaust phase is shifted for this purpose. Compression ignition takes place at part-load, and spark ignition takes place at full load. In the event of a load change in the part-lead range, the theoretical shift in the combustion position is compensated by the shift in phase position of the intake and/or exhaust phase.

Abstract: A method includes the steps of delivering a main combustion air quantity and a main fuel quantity, from which a main mixture is formed, to the combustion chamber; igniting the main mixture formed in an area of a ignition top dead center; and introducing an additional combustion air quantity and an additional fuel quantity into the combustion chamber after the combustion of the main mixture in such a way that a fuel-exhaust gas/air mixture is formed, which mixture is reacted in an area of a gas exchange top dead center of the piston.

Abstract: In a method of operating a 4-stroke internal combustion engine selectively in a compression ignition operation, in which an outlet valve of the internal combustion engine is closed at a comparatively early closing time point with respect to a crank angle (?) and in spark ignition operation, in which the outlet valve is closed at a comparatively late closing time point with respect to the crank angle (?), during the changeover from the spark ignition mode of operation to the compression ignition mode of operation, the closing time point of the outlet valve is transferred from the late closing time point to the early closing time point in steps distributed over multiple 4-stroke cycles.

Abstract: Disclosed is a method for operating an internal combustion engine, wherein fuel is injected in a pre-injection and main injection process. According to the invention, pre-injection occurs in the intermediate compression stroke of the internal combustion engine. Main injection is carried out in an intake synchronous manner. The invention can be used for internal combustion engines, particularly for passenger cars and commercial vehicles.

Abstract: In a method for operating an internal combustion engine in which the angular locations where the fuel/air mix combustions takes place can be controlled by an adjustment of the inlet and outlet valve timing, the timing of at least one of the intake and exhaust valve opening phases is shifted depending on the engine speed so as to reduce engine emissions.

Abstract: In a method for operating an internal combustion engine having a variable compression ratio either in a compression ignition or in a spark ignition operating mode depending on the engine operating point, a higher compression ratio is provided in the compression ignition mode than in the spark ignition mode so as to optimize the operation of the internal combustion engine at low and medium engine loads, and to reduce engine emissions.

Abstract: A method retains exhaust gas in the combustion chamber of an internal combustion engine and compresses the exhaust gas during a charge change. A first fuel quantity is injected into the retained exhaust gas by direct fuel injection. A second fuel quantity is subsequently fed to the combustion chamber so that a homogeneous fuel/air mixture is obtained in the combustion chamber. An auto-ignition time of the fuel/air mixture which is formed from the first and second fuel quantities is set as a function of a quantity ratio of the first fuel quantity to the second fuel quantity.

Abstract: In a method for operating an internal combustion engine in which the fuel is injected into a combustion chamber of a pre-injection and a main injection quantity, the quantity of fuel for the pre-injection, which is selected depending on the combustion location, is injected before the top dead center of the gas exchange, and the fuel for the main injection is injected synchronously with the induction of the air. The method is used in connection with internal combustion engines, in particular for passenger and commercial motor vehicles.

Abstract: 1. Method for operating an internal combustion engine 2.1. The invention proposes a method for operating an internal combustion engine in which the combustion position can be set/controlled/corrected. 2.2. According to the invention, it is provided that the phase position of intake and/or exhaust phase is shifted for this purpose. 2.3. Use for internal combustion engines, in particular for passenger and commercial motor vehicles.

Abstract: A method retains exhaust gas in the combustion chamber of an internal combustion engine and compresses the exhaust gas during a charge change. A first fuel quantity is injected into the retained exhaust gas by direct fuel injection. A second fuel quantity is subsequently fed to the combustion chamber so that a homogeneous fuel/air mixture is obtained in the combustion chamber. An auto-ignition time of the fuel/air mixture which is formed from the first and second fuel quantities is set as a function of a quantity ratio of the first fuel quantity to the second fuel quantity.

Abstract: In a method of operating a supercharged internal combustion engine in which exhaust gas is retained in the combustion chamber during a charge change, wherein the engine is operated with compression ignition or with spark ignition depending on the operating point and in which a charge pressure can be established for the fresh air supplied to the combustion chamber, and the exhaust gas is compressed during the charge change, and a first fuel quantity is optionally injected into the retained exhaust gas and a second fuel quantity is subsequently supplied to the combustion chamber, such that a homogeneous fuel/air mixture is formed in the combustion chamber, the retained exhaust gas quantity in the combustion chamber is corrected in such a way that the center of the combustion is displaced in the direction toward a set point value when the center of the combustion deviates from the set point value because of a change in the charge pressure of the fresh air or because of a change in the temperature of the fresh ai