Bosch Mahle Turbo Systems Gmbh Co. Kg

Daimler Chrysler Ag

Daimler Ag

Jochen Schaeflein

Matthias Pfau

Kai Kanning

Ruediger Herweg

Goetz Brachert

Anatolij Martens

Hans-Juergen Weimann

Jochen Laubender

Florian Rentz

Dirk Naunheim

Andreas Juretzka

Christian Peschke

Hans Juergen Weimann

Jens Kreth

Stefan Bedoe

Andreas Gail

Alina Krause

Christian Rothe

Stefan Landerer

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.

Charging device and associated operating method

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.

Method for adjusting a barometric cell

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.

Charging device

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.

Method for operating an internal combustion engine

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.

Self-igniting internal combustion engine

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.

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.

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Stuttgart, Germany

Jochen Schaeflein