Abstract: A method for operating an internal combustion engine having an engine with a first number of cylinders and a second number of cylinders and a supercharger arrangement, wherein a charge air flow supplied to the engine is compressed by means of at least one compressor and at least one turbine is acted on by an exhaust gas flow discharged from the engine. In a main operating mode, the engine operates the first number of cylinders in two-stroke operation and the second number of cylinders in four-stroke operation. A scavenging gradient of the engine is greater for the cylinders operated in the two-stroke operation than for the cylinders operated in the four-stroke operation.

Abstract: A method for operating an internal combustion engine having an engine with a first number of cylinders and a second number of cylinders and a supercharger arrangement, wherein a charge air flow supplied to the engine is compressed by means of at least one compressor and at least one turbine is acted on by an exhaust gas flow discharged from the engine. In a main operating mode, the engine operates the first number of cylinders in two-stroke operation and the second number of cylinders in four-stroke operation. A scavenging gradient of the engine is greater for the cylinders operated in the two-stroke operation than for the cylinders operated in the four-stroke operation.

Abstract: A method for operating an internal combustion engine, device, and an internal combustion engine including a motor which has a crankshaft. A charge air flow is supplied to the motor that is compressed by means of a compressor via a second rotational movement, and a power turbine for producing a first rotational movement is acted on by an exhaust gas flow discharged from the motor. The following steps are provided: in a first operating mode, operating the internal combustion engine in four-stroke operation, and in a second operating mode, operating the internal combustion engine in two-stroke operation. The crankshaft can be driven by the power turbine via the first rotational movement, and the compressor can be driven by the crankshaft via the second rotational movement, wherein the second rotational movement for the compressor can be set differently from the first rotational movement of the power turbine.

Abstract: Exemplary illustrations are provided of a common rail system for an internal combustion engine, having a rail for fuel and an injector for the purpose of injecting the fuel into a working space of the internal combustion engine, said injector having a fluid connection to said rail via a high-pressure conduit. The high-pressure conduit may have a high-pressure component with an individual reservoir, and the high-pressure conduit and/or the rail may have a pressure measurement device. The pressure measurement device may be coupled to a local logic and storage device of a decentralized, local electronic device which is designed for the purpose of locally analyzing and storing measurement data of the pressure measurement device, e.g., injector data and/or rail data, and the pressure measurement device is connected to the central electronic device via a bus, with the local logic and storage device connected between the same.

Abstract: A method for calculating engine characteristic variables of an internal combustion engine having the following steps: determination of an alternative injection profile in a first curve form which is described by interpolation points, by the interpolation points being calculated from at least one first engine characteristic variable; and determination of an alternative combustion profile in a second curve form which is described by interpolation points, by at least one interpolation point being calculated from the alternative injection profile and at least one second engine characteristic variable.

Abstract: Exemplary illustrations are provided of a common rail system for an internal combustion engine, having a rail for fuel and an injector for the purpose of injecting the fuel into a working space of the internal combustion engine, said injector having a fluid connection to said rail via a high-pressure conduit. The high-pressure conduit may have a high-pressure component with an individual reservoir, and the high-pressure conduit and/or the rail may have a pressure measurement device. The pressure measurement device may be coupled to a local logic and storage device of a decentralized, local electronic device which is designed for the purpose of locally analyzing and storing measurement data of the pressure measurement device, e.g., injector data and/or rail data, and the pressure measurement device is connected to the central electronic device via a bus, with the local logic and storage device connected between the same.

Abstract: A method for controlling an internal combustion engine with a common-rail system, in which a fuel quantity is computed from a measured fuel pressure distribution and in which the computed fuel quantity is set as the controlling value for controlling an injection. The fuel quantity is computed by measuring the pressure distribution (pE) of an individual accumulator, reproducing a modeled pressure distribution (pEMOD) according to the measured pressure distribution (pE) using a hydraulic model, and computing the fuel quantity from the hydraulic model.

Abstract: An individual accumulator for a high-pressure component of a high-pressure fuel guide of a common rail fuel injection system. The individual accumulator is equipped with a pressure sensor, and the common rail fuel injection system is equipped with a source of high pressure and a fuel injector, which has a fluid connection with this source of high pressure via the high-pressure fuel guide, for injecting the fuel into a working chamber of an internal combustion engine. The pressure sensor is designed as a strain sensor.

Abstract: A method for controlling an internal combustion engine having a common rail system together with individual accumulators. A rotational speed-control deviation (dn) is determined from a target rotational speed (nSL) that represents the set point for an outer control loop to control the rotational speed, as well as from an actual rotational speed (nIST). A target torque (MSL) is determined from the rotational speed-control deviation (dn) via a rotational speed controller as a master controller. A target injection duration (SD(SOLL)) is determined from the target torque (MSL). The target duration injection (SD(SOLL)) represents the set point for an inner control loop for controlling cylinder-specific injection duration. An injection duration deviation is determined from the target injection duration (SD(SOLL)) and from an actual injection duration.

Abstract: For an internal combustion engine with a common rail system including individual accumulators, a process for open- and closed-loop control is proposed, in which the individual accumulator pressure (pE) is detected within a measuring interval and stored, an absolute minimum value of the stored individual accumulator pressure (pE) is interpreted as the end of the main injection, and on the basis of the end of the main injection, a mathematical function is used to calculate a virtual starting time for the main injection. In the measuring interval after the end of the main injection, the individual accumulator pressure (pE) is filtered within a time window, a local minimum value of the filtered individual accumulator pressure is interpreted as the end of a post-injection, and a mathematical function is used to calculate a virtual start of the post-injection.

Abstract: A method for detecting a preinjection in an internal combustion engine with a common-rail system, including individual accumulators, in which an individual accumulator pressure distribution is detected in a measurement interval and is used to determine an injection end of the main injection, in which a virtual injection start of the main injection is computed by a mathematical function as a function of the injection end, and in which the virtual injection start is set as the actual injection start of the main injection. With the preinjection activated, an actual injection delay for the main injection is determined as a function of the actual injection start, an injection delay deviation of a set injection delay from the actual injection delay is computed, and the injection delay deviation is used to determine whether a preinjection has occurred.

Abstract: A method for controlling an internal combustion engine having a common rail system together with individual accumulators. A rotational speed-control deviation (dn) is determined from a target rotational speed (nSL) that represents the set point for an outer control loop to control the rotational speed, as well as from an actual rotational speed (nIST). A target torque (MSL) is determined from the rotational speed-control deviation (dn) via a rotational speed controller as a master controller. A target injection duration (SD(SOLL)) is determined from the target torque (MSL). The target duration injection (SD(SOLL)) represents the set point for an inner control loop for controlling cylinder-specific injection duration. An injection duration deviation is determined from the target injection duration (SD(SOLL)) and from an actual injection duration.

Abstract: A method for controlling an internal combustion engine with a common-rail system, in which a fuel quantity is computed from a measured fuel pressure distribution and in which the computed fuel quantity is set as the controlling value for controlling an injection. The fuel quantity is computed by measuring the pressure distribution (pE) of an individual accumulator, reproducing a modeled pressure distribution (pEMOD) according to the measured pressure distribution (pE) using a hydraulic model, and computing the fuel quantity from the hydraulic model.

Abstract: A method for detecting a preinjection in an internal combustion engine with a common-rail system, including individual accumulators, in which an individual accumulator pressure distribution is detected in a measurement interval and is used to determine an injection end of the main injection, in which a virtual injection start of the main injection is computed by a mathematical function as a function of the injection end, and in which the virtual injection start is set as the actual injection start of the main injection. With the preinjection activated, an actual injection delay for the main injection is determined as a function of the actual injection start, an injection delay deviation of a set injection delay from the actual injection delay is computed, and the injection delay deviation is used to determine whether a preinjection has occurred.

Abstract: In a method of controlling an internal combustion engine having a common rail fuel injection system including individual fuel storage chambers, wherein the pressure pattern of the fuel supplied to each injector can be determined and actual and virtual fuel injection ends and fuel injection begins are determined, the deviations from the desired fuel injection ends and from the fuel injection begins are calculated and the injectors are evaluated on the basis of the deviations and further control of the internal combustion engine is based on an evaluation of the fuel injectors.

Abstract: In a method of controlling an internal combustion engine with a common rail fuel injection system including individual fuel storage chambers for the supply of fuel to the various cylinders of the internal combustion engine, a fuel pressure (pE(i)) is determined during a measuring interval (MESS) and is stored, the existence of a significant change in the fuel pressure is determined as an injection begin (SB=f(pE(i), Phi)) or an injection end (SE=f(pE(i)), Phi), a virtual injection begin is calculated by way of a mathematical function (FKT) depending on the injection end (SE), and the virtual injection begin (SBv) is used as the actual injection begin (SB) for the subsequent control of the internal combustion engine.

Abstract: In a method of controlling an internal combustion engine having a common rail fuel injection system including individual fuel storage chambers, wherein the pressure pattern of the fuel supplied to each injector can be determined and actual and virtual fuel injection ends and fuel injection begins are determined, the deviations from the desired fuel injection ends and from the fuel injection begins are calculated and the injectors are evaluated on the basis of the deviations and further control of the internal combustion engine is based on an evaluation of the fuel injectors.

Abstract: In a method of controlling an internal combustion engine with a common rail fuel injection system including individual fuel storage chambers for the supply of fuel to the various cylinders of the internal combustion engine, a fuel pressure (pE(i)) is determined during a measuring interval (MESS) and is stored, the existence of a significant change in the fuel pressure is determined as an injection begin (SB=f(pE(i), Phi)) or an injection end (SE=f(pE(i)), Phi), a virtual injection begin is calculated by way of a mathematical function (FKT) depending on the injection end (SE), and the virtual injection begin (SBv) is used as the actual injection begin (SB) for the subsequent control of the internal combustion engine.

Abstract: An internal combustion engine includes a compression chamber that is delimited by fixed housing walls and a movable piston mounted therein, and a porous component that fills the combustion chamber, which is separate from the compression chamber. The combustion of fuel and air takes place exclusively within the porous component. The compression chamber is connected to the combustion chamber only via an overflow cross-section designed to allow the transfer of combustion gases created during combustion from the combustion chamber into the compression chamber.

Abstract: The invention relates to an internal combustion engine comprising a compression chamber (3) that is delimited by fixed housing walls (1, 2) and a movable piston (5) mounted therein, and a porous component (4) that fills the combustion chamber (6), which is separate from the compression chamber (3). The combustion of fuel and air takes place exclusively within the porous component (4). The compression chamber (3) is connected to the combustion chamber (6) only via an overflow cross-section (8) designed to allow the transfer of combustion gases created during combustion from the combustion chamber (6) into the compression chamber (3).