EP0156664A1 - Method of starting and running at a low load a diesel engine, and diesel engine applying this method - Google Patents

Method of starting and running at a low load a diesel engine, and diesel engine applying this method Download PDF

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Publication number
EP0156664A1
EP0156664A1 EP85400234A EP85400234A EP0156664A1 EP 0156664 A1 EP0156664 A1 EP 0156664A1 EP 85400234 A EP85400234 A EP 85400234A EP 85400234 A EP85400234 A EP 85400234A EP 0156664 A1 EP0156664 A1 EP 0156664A1
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EP
European Patent Office
Prior art keywords
engine
valves
control
diesel engine
exhaust
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Granted
Application number
EP85400234A
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German (de)
French (fr)
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EP0156664B1 (en
Inventor
Jacques Delesalle
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Alsacienne de Constructions Mecaniques SA
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Alsacienne de Constructions Mecaniques SA
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02NSTARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00Starting aids for combustion engines, not otherwise provided for
    • F02N19/004Aiding engine start by using decompression means or variable valve actuation
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01LCYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0005Deactivating valves
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00Other engines
    • F02B75/02Engines characterised by their cycles, e.g. six-stroke
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/3011Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3058Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used the engine working with a variable number of cycles
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00Engines characterised by air compression and subsequent fuel addition
    • F02B3/06Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the present invention relates to a method for starting and running at low load of diesel engines in which the injection of fuel and the opening of the valves is controlled by an electronic control system.
  • motors with electronic control pose the same problem as traditional motors with cam control, for starting and operating at low loads, in particular in the case of supercharged motors known as "with reduced volumetric ratio" and, more generally, in all cases where the compressed air in the cylinder by the compression stroke does not reach the ignition temperature.
  • Another device consists in creating a restriction of the exhaust section, for example at the outlet of the exhaust turbine.
  • this system is ineffective and only provides insufficient heating, since the volume of air to be heated, comprised between the intake manifold and the shut-off valve on the exhaust circuit, is very large.
  • the only device used is to heat the supply air (for example up to 70 ° C), before it is introduced into the cylinders.
  • This reheating can be done for example by means of auxiliary burners in the intake manifold, or alternatively heat exchangers, supplied by an external heat source, on the air circuit of the engine.
  • the object of the present invention is to remedy these drawbacks and to allow starting and running at low load of diesel engines with electronic control, in particular engines with reduced volumetric ratio supercharged by turbo-compressor, without having to call upon auxiliary means for reheating the supply air.
  • the process involves controlling the valves and injection so that, on at least some of the engine cylinders, several successive compression strokes are carried out, valves closed, without fuel injection.
  • the succession of several compressions / expansions ensures the escape of air, since there is no flow and the volume of air is limited to that of the cylinder.
  • the air in the cylinder can thus reach the ignition temperature and the fuel injection is then controlled, which causes the combustion / expansion motor stroke.
  • the engine can be run for a shorter number of times (six instead of eight for example) and one can limit (in duration or in lifting) the opening of the exhaust valve, to recompress the gases contained in the cylinder several times in succession in order to raise the temperature to a sufficient level.
  • the invention also relates to a diesel engine in which the method according to the invention is applied, at start-up and under low load.
  • a motor comprises, in the microprocessor (analog processing unit) for controlling injection and opening of the valves, means for periodically preventing the injection of fuels and for preventing or periodically limiting the opening of the valves, in order to obtain several successive compression / expansion cycles before ignition.
  • the starter drives the motor shaft, the piston 14 performs its normal intake stroke, the intake valve A being normally open (1- Figure 1).
  • the piston then performs (2-figure 1) its normal compression stroke, valves closed and it is at the end of this compression stroke that, in a conventional engine, the opening of the fuel injection would be controlled.
  • the injector 20 is kept closed as well as the valves A and E during at least one expansion / compression cycle (3 and 4 in FIG. 1) and for example, as shown in FIG. 1, for another two expansion / compression cycles (3-4-5 and 6 figure 1).
  • This succession of several compression strokes ensures the heating of the air enclosed in the cylinder to a temperature allowing the ignition of the fuel.
  • the fuel is then injected at the end of this last compression (6-figure 1), which conventionally produces the combustion / expansion stroke (7-figure 1) then the exhaust stroke (8- figure 1 ), with the exhaust valve E open.
  • Figure 1 therefore illustrates well the operation of an engine following an eight-stroke cycle, instead of four-stroke.
  • n is limited by the number of cylinders in the engine and may vary with various engine parameters (power, speed, temperature, etc.).
  • FIG. 2 Various means have been shown in FIG. 2 for obtaining such a result.
  • the exhaust valve E opened in the vicinity of the PMB (in the opening zone O) closes before the TDC (closing zone F).
  • the exhaust valve E is closed in the vicinity of the PMB and does not open until late, for example in the vicinity of the half-stroke of the piston (opening zone O ') for close around TDC (closing zone F '). Thanks to the microprocessor (or analog processing unit) processing the valve opening signals, it is easy to choose the angular positions of the crankshaft for which the opening or closing orders are given.
  • valve opening control systems make it possible to control not only the time of opening but also the amplitude of the valve lift. It is what one represented on the figure 2-c, where the valve of escape pement opens conventionally in the vicinity of the PMB (opening zone O ”) to close in the vicinity of the TDC (closing zone F”), but with only a partial lift which produces a rolling of the gases and makes it remain in the cylinder part of the hot gases.
  • the intake stroke in the engine launch phase with the intake valve A open and the exhaust valve E closed is shown in diagram 1 of FIG. 1.
  • FIG. 3 This is what has been represented in FIG. 3 in which the first diagram (8) corresponds to the exhaust stroke (8) in FIG. 1.
  • the second diagram shows the piston 14 arrived at TDC and the two valves closed.
  • the three diagrams 1 (1) -1 (2) -1 (3) are a breakdown of the intake stroke shown in (1) in Figure 1 and show that during part 1 (2) of this stroke the valve The exhaust is temporarily reopened to swallow some of the hot exhaust gases which mix, to heat them, with the cold air introduced by the intake valve.
  • the lifting of the exhaust valve can be total or partial.
  • the low-load starting and running method according to the invention is preferably applied to the totality of the cylinders of an engine but it can be applied to only a part of them.
  • thermal engines in general, when they operate at low load or speed get dirty.
  • the oil flows carried by the pistons enter the intake and exhaust pipes, oxidize and in the long run coke. This fouling reduces the sections and compromises the proper functioning.
  • the process according to the invention makes it possible to eliminate this fouling at low load thanks to the fact that the successions of compressions (with injection and closed valves) artificially raise the temperatures of the cycle to an exhaust temperature sufficient to burn the oil and prevent fouling, this increase in temperature being further improved by the delayed or partial opening of the exhaust valves which has been described with reference to FIGS. 2 and 3.
  • This system comprises, in a known manner, a sensor 21-22 of the angular position and of the speed of the shaft 18 of the motor.
  • This sensor applies its signals to three processing units 24-26-28.
  • Unit 24 manages the opening and closing function of the intake valves A.
  • Unit 28 manages the opening and closing function exhaust valves E.
  • the unit 28 manages the opening and closing function of the injector 20.
  • Valves A and E are controlled by electro-hydraulic actuators (e.g. of the type described in the French patent application No. 83- 1 5128 supra) or electro-pneumatic piloted by electromagnets 34-36.
  • the injector 20 is controlled by an actuator 37 controlled by an electromagnet 38.
  • the control signals produced and conditioned by the units 24-26-28 are transmitted respectively to the electromagnets 34-38-36 via '' 40-42-44 power interfaces.
  • the units 24-26-28 receive other information 45 relating to other operating parameters of the engine and necessary for the regulation function.
  • the units 24-26-28 are set up and programmed to deliver their control signals according to the classic sequence of the four-stroke cycle.
  • an electronic cycle modifier system is added to the electronic control system.
  • This system can consist of three signal inhibitor circuits 46-48-50 connected to the processing units 24-26-28 and periodically canceling the valve opening control signals and the injection control signals normally produced by these processing units based on a given signal from sensor 21-22. If the inhibitor circuit is set for only one cancellation of signals per cycle, the engine will run at six times (two successive compressions), if it is set for two cancellations per cycle, the engine will run at eight times (three successive compressions, like in Figure 1) and so on. An appropriate means of adjustment on the inhibitor circuit will make it possible to choose the operating cycle of the engine which suitable for launch periods, idling, low load.
  • the specific types of opening of the exhaust valve (delayed opening, partial or with facelift), which have been described with reference to FIGS. 2 and 3, can be developed in the processing unit 28, on the basis of information also supplied by the inhibitor circuit 50 or supplied directly by the regulation circuit 45.
  • a central cycle modifier circuit could replace the three individual circuits 46-48-50.
  • the invention makes it possible to produce an internal combustion engine with internal heating of the supply air.

Abstract

L'invention concerne l'industrie des moteurs Diésel. Pour réchauffer l'air contenu dans le cylindre (12) jusqu'à la température d'allumage du combustible, on fait effectuer au piston (14) plusieurs cycles successifs compression/détente avec les soupapes d'admission (A) et d'échappement (E) fermées et avec l'injection de combustible coupée. Le moteur fonctionne, au démarrage et à faible charge, suivant un cycle à plus de quatre temps, par exemple six, huit ou dix temps. Amélioration des conditions de démarrage et de marche à faible charge, notamment pour les moteurs Diésel suralimentés à Rapport Volumétrique Réduit.The invention relates to the diesel engine industry. To heat the air contained in the cylinder (12) to the ignition temperature of the fuel, the piston (14) is made to perform several successive compression / expansion cycles with the intake (A) and exhaust valves (E) closed and with fuel injection cut off. The engine operates, at start-up and at low load, following a cycle with more than four times, for example six, eight or ten times. Improvement of starting and running conditions at low load, especially for supercharged Diesel engines with Reduced Volumetric Ratio.

Description

La présente invention concerne un procédé pour le démarrage et la marche à faible charge des moteurs Diésel dans lesquels l'injection de combustible et l'ouverture des soupapes est commandée par un système de contrôle électronique.The present invention relates to a method for starting and running at low load of diesel engines in which the injection of fuel and the opening of the valves is controlled by an electronic control system.

Actuellement, de nombreux moteurs sont déjà équipés de systèmes d'injection à contrôle électronique et il a été proposé également, par exemple dans le brevet français No. 2.339.748, de commander les soupapes d'admission et d'échappement, non plus à partir des cames d'un arbre à cames, mais au moyen d'actua.- teurs électro-pneumatiques ou électro-hydrauliques recevant les ordres élaborés par un calculateur dans lequel sont introduits les paramètres de fonctionnement du moteur.Currently, many engines are already equipped with electronically controlled injection systems and it has also been proposed, for example in French patent No. 2,339,748, to control the intake and exhaust valves, no longer at from the cams of a camshaft, but by means of electro-pneumatic or electro-hydraulic actuators receiving the commands developed by a computer into which the operating parameters of the engine are introduced.

Un système de commande électro-hydraulique des soupapes, pour moteur Diésel à contrôle électronique, a été décrit dans la demande de brevet français No. 83/15.128 déposée le 23 septembre 1983 au nom de la demanderesse.An electro-hydraulic valve control system for a diesel engine with electronic control was described in French patent application No. 83 / 15.128 filed on September 23, 1983 in the name of the applicant.

Il est bien connu maintenant que ces systèmes de contrôle électronique permettent un ajustage automatique ou commandé des combinaisons optimales des paramètres de travail d'un moteur, alors que, jusqu'à présent, les conditions de fonctionnement étaient déterminées, sans ajustage possible, par le profil immuable des cames du moteur. Il est ainsi possible, entre autres avantages, de réduire la consommation de combustible du moteur et la toxicité des gaz d'échappement, grâce au choix de l'instant et du volume de l'injection de combustible et grâce au choix de l'instant et de la durée de la levée des soupapes.It is well known now that these electronic control systems allow automatic adjustment or controlled optimal combinations of working parameters of an engine, whereas, up to now, the operating conditions have been determined, without possible adjustment, by the immutable profile of the engine cams. It is thus possible, among other advantages, to reduce the fuel consumption of the engine and the toxicity of the exhaust gases, thanks to the choice of the instant and the volume of the fuel injection and thanks to the choice of the instant. and the duration of valve lift.

Cependant, les moteurs à contrôle électronique posent le même problème que les moteurs traditionnels à contrôle pour cames, pour le démarrage et le fonctionnement à faibles charges, notamment dans le cas des moteurs suralimentés dits "à rapport volumétrique réduit" et, plus généralement, dans tous les cas où l'air comprimé dans le cylindre par la course de compression n'atteint pas la température d'allumage.However, motors with electronic control pose the same problem as traditional motors with cam control, for starting and operating at low loads, in particular in the case of supercharged motors known as "with reduced volumetric ratio" and, more generally, in all cases where the compressed air in the cylinder by the compression stroke does not reach the ignition temperature.

Il suffit de rappeler que ces conditions se produisent, au démarrage et à faible charge : lorsque l'air ambiant est très froid ; lorsque le turbo-compresseur ne débite pas ou n'a qu'un faible débit, si bien que l'air d'alimentation du moteur n'est pas réchauffé par la compression dans le turbo-compresseur ; et lorsque le moteur, par construction et dans le but d'augmenter sa puissance en charge normale et à pleine charge, n'a qu'un rapport volumétrique réduit (par exemple 9 ou 10, alors qu'un moteur similaire aurait un rapport volumétrique de 12 ou 13).It suffices to recall that these conditions occur, at start-up and at low load: when the ambient air is very cold; when the turbo-compressor does not deliver or has only a low flow rate, so that the engine supply air is not heated by compression in the turbo-compressor; and when the engine, by construction and with the aim of increasing its power under normal load and at full load, has only a reduced volumetric ratio (for example 9 or 10, whereas a similar engine would have a volumetric ratio 12 or 13).

Pour résoudre ce problème, au démarrage et à faible charge, provenant du fait que l'air dans les cylindres n'atteint pas naturellement la température d'allumage en fin de compression, on doit avoir recours à des artifices permettant de remonter cette température.To solve this problem, at start-up and at low load, due to the fact that the air in the cylinders does not naturally reach the ignition temperature at the end of compression, we must have recourse to devices making it possible to raise this temperature.

C'est ainsi qu'il a été proposé de rendre variable le rapport volumétrique, de façon à pouvoir augmenter ce rapport au démarrage, mais les difficultés pratiques de réalisation ont fait abandonner un tel système.This is how it was proposed to make variable the volumetric ratio, so as to be able to increase this ratio at start-up, but the practical difficulties of production have caused such a system to be abandoned.

Un autre artifice consiste à créer une restriction de la section d'échappement, par exemple à la sortie de la turbine d'échappement. Mais ce système est peu efficace et ne procure qu'un réchauffement insuffisant, du fait que le volume d'air à chauffer, compris entre le collecteur d'admission et le clapet de fermeture sur le circuit d'échappement, est très important.Another device consists in creating a restriction of the exhaust section, for example at the outlet of the exhaust turbine. However, this system is ineffective and only provides insufficient heating, since the volume of air to be heated, comprised between the intake manifold and the shut-off valve on the exhaust circuit, is very large.

Dans la pratique, le seul artifice utilisé consiste à réchauffer l'air d'alimentation (par exemple jusqu'à 70°C), avant son introduction dans les cylindres. Ce réchauffage peut se faire par exemple au moyen de brûleurs auxiliaires dans le collecteur d'admission, ou encore d'échangeurs réchauffeurs, alimentés par une source de chaleur extérieure, sur le circuit d'air du moteur.In practice, the only device used is to heat the supply air (for example up to 70 ° C), before it is introduced into the cylinders. This reheating can be done for example by means of auxiliary burners in the intake manifold, or alternatively heat exchangers, supplied by an external heat source, on the air circuit of the engine.

On est donc contraint de prévoir des équipements auxiliaires supplémentaires, externes au moteur lui-même,(ainsi que les moyens de mise en route et d'arrêt de ces équipements), qui augmentent le prix des moteurs et qui, en fait, ne sont utilisés que pendant une faible proportion du temps réel de marche du moteur.We are therefore forced to provide additional auxiliary equipment, external to the engine itself, (as well as the means of starting and stopping this equipment), which increase the price of the engines and which, in fact, are not used only during a small proportion of the actual engine running time.

La présente invention a pour but de remédier à ces inconvénients et de permettre le démarrage et la marche à faible charge des moteurs Diésel à contrôle électronique, notamment des moteurs à rapport volu- métrique réduit suralimentés par turbo-compresseur, sans avoir à faire appel à des moyens auxiliaires de réchauffage de l'air d'alimentation.The object of the present invention is to remedy these drawbacks and to allow starting and running at low load of diesel engines with electronic control, in particular engines with reduced volumetric ratio supercharged by turbo-compressor, without having to call upon auxiliary means for reheating the supply air.

Le procédé consiste à commander les soupapes et l'injection de façon que, sur certains au moins des cylindres du moteur, plusieurs courses de compression successives soient effectuées, soupapes fermées, sans injection de combustible.The process involves controlling the valves and injection so that, on at least some of the engine cylinders, several successive compression strokes are carried out, valves closed, without fuel injection.

La succession de plusieurs compressions/déten- tes, dont les rendements sont différents, assure l'échappement de l'air, puisqu'il n'y a aucun débit et que le volume d'air est limité à celui du cylindre. L'air dans le cylindre peut ainsi atteindre la température d'allumage et l'on commande alors l'injection de combustible qui provoque la course motrice de com- bustion/détente.The succession of several compressions / expansions, whose yields are different, ensures the escape of air, since there is no flow and the volume of air is limited to that of the cylinder. The air in the cylinder can thus reach the ignition temperature and the fuel injection is then controlled, which causes the combustion / expansion motor stroke.

C'est ainsi que, dans un moteur à quatre temps, si l'on prévoit deux cycles successifs de compression/détente avant le premier allumage, le moteur fonctionnera suivant un cycle à six temps. Si l'on prévoit trois cycles successifs de compression/détente avant le premier allumage, le moteur fonctionnera suivant un cycle à huit temps, et ainsi de suite.Thus, in a four-stroke engine, if two successive compression / expansion cycles are provided before the first ignition, the engine will operate in a six-stroke cycle. If three successive compression / expansion cycles are planned before the first ignition, the engine will operate on an eight-stroke cycle, and so on.

Bien entendu, au moment du lancement, l'énergie de compression est fournie par le démarreur, mais cette énergie est récupérée en partie durant la détente.Of course, at the time of launch, the compression energy is supplied by the starter, but this energy is partially recovered during expansion.

Après le lancement, et pendant la marche à faible charge, on peut faire fonctionner le moteur à un nombre plus réduit de temps ( six au lieu de huit par exemple) et on peut limiter (en durée ou en levée) l'ouverture de la soupape d'échappement, pour recompri- mer plusieurs fois de suite les gaz contenus dans le cylindre afin d'en élever la température à un niveau suffisant.After the launch, and during the low load operation, the engine can be run for a shorter number of times (six instead of eight for example) and one can limit (in duration or in lifting) the opening of the exhaust valve, to recompress the gases contained in the cylinder several times in succession in order to raise the temperature to a sufficient level.

L'invention vise également un moteur Diésel dans lequel est appliqué, au démarrage et sous faible charge, le procédé suivant l'invention. Un tel moteur comporte, dans le microprocesseur (unité de traitement analogue) de contrôle de l'injection et de l'ouverture des soupapes, des moyens pour empêcher périodiquement l'injection des combustibles et pour empêcher ou limiter périodiquement l'ouverture des soupapes, afin d'obtenir plusieurs cycles successifs compression/détente avant un allumage.The invention also relates to a diesel engine in which the method according to the invention is applied, at start-up and under low load. Such a motor comprises, in the microprocessor (analog processing unit) for controlling injection and opening of the valves, means for periodically preventing the injection of fuels and for preventing or periodically limiting the opening of the valves, in order to obtain several successive compression / expansion cycles before ignition.

L'invention sera mieux comprise à la lecture de la description détaillée qui va suivre et à l'examen des dessins annexés qui représentent, à titre d'exemples non limitatifs, divers modes de mise en oeuvre du procédé suivant l'invention.The invention will be better understood on reading the detailed description which follows and on examining the appended drawings which represent, by way of nonlimiting examples, various embodiments of the method according to the invention.

  • La figure 1 est une représentation schématique des phases successives du cycle de fonctionnement d'un des cylindres d'un moteur suivant l'invention.Figure 1 is a schematic representation of the successive phases of the operating cycle of one of the cylinders of an engine according to the invention.
  • La figure 2 représente de façon détaillée divers modes de mise en oeuvre de la phase d'échappement.Figure 2 shows in detail various modes of implementation of the exhaust phase.
  • La figure 3 montre une variante de la phase d'admission.Figure 3 shows a variant of the admission phase.
  • La figure 4 est une représentation schématique d'un moteur Diésel suivant l'invention.Figure 4 is a schematic representation of a diesel engine according to the invention.

On a représenté schématiquement sur la figure 1, le cylindre 12, le piston 14, la bielle 16, le vilebrequin 18, les soupapes d'admission A et d'échappement E et l'injecteur de combustible 20 d'un moteur Diésel, de préférence un moteur Diésel suralimenté à rapport volumétrique réduit.Schematically shown in Figure 1, the cylinder 12, the piston 14, the connecting rod 16, the crankshaft 18, the intake valves A and exhaust E and the fuel injector 20 of a diesel engine, preferably a supercharged Diesel engine with reduced volumetric ratio.

On va décrire maintenant la phase de lancement du moteur. Le démarreur entraîne l'arbre du moteur, le piston 14 effectue sa course d'admission normale, la soupape d'admission A étant normalement ouverte (1-figure 1). Le piston effectue ensuite (2- figure 1) sa course de compression normale, soupapes fermées et c'est à la fin de cette course de compression que, dans un moteur classique, l'ouverture de l'injection de combustible serait commandée.We will now describe the engine launch phase. The starter drives the motor shaft, the piston 14 performs its normal intake stroke, the intake valve A being normally open (1-Figure 1). The piston then performs (2-figure 1) its normal compression stroke, valves closed and it is at the end of this compression stroke that, in a conventional engine, the opening of the fuel injection would be controlled.

Mais, en l'absence de système de réchauffage de l'air d'alimentation (système que l'invention se propose de supprimer) la course de compression ne permet pas à l'air d'atteindre la température nécessaire à l'allumage, surtout dans le cas d'un moteur Diésel à "Rapport Volumétrique Réduit"However, in the absence of a system for heating the supply air (system which the invention proposes to eliminate) the compression stroke does not allow the air to reach the temperature necessary for ignition, especially in the case of a Diesel engine with "Reduced Volumetric Ratio"

Suivant l'invention, on maintient l'injecteur 20 fermé ainsi que les soupapes A et E pendant encore au moins un cycle de détente/compression (3 et 4 figure 1) et par exemple, comme représenté sur la figure 1, pendant encore deux cycles de détente/compression (3-4-5 et 6 figure 1).According to the invention, the injector 20 is kept closed as well as the valves A and E during at least one expansion / compression cycle (3 and 4 in FIG. 1) and for example, as shown in FIG. 1, for another two expansion / compression cycles (3-4-5 and 6 figure 1).

Cette succession de plusieurs courses de compression (trois dans l'exemple ci-dessus) assure l'échauffement de l'air enfermé dans le cylindre jusqu'à une température permettant l'allumage du combustible. Le combustible est alors injecté à la fin de cette dernière compression (6-figure 1), ce qui produit de façon classique la course de combustion/dé- tente (7-figure 1) puis la course d'échappement (8- figure 1), avec la soupape d'échappement E ouverte.This succession of several compression strokes (three in the example above) ensures the heating of the air enclosed in the cylinder to a temperature allowing the ignition of the fuel. The fuel is then injected at the end of this last compression (6-figure 1), which conventionally produces the combustion / expansion stroke (7-figure 1) then the exhaust stroke (8- figure 1 ), with the exhaust valve E open.

La figure 1 illustre donc bien le fonctionnement d'un moteur suivant un cycle à huit temps, au lieu de quatre temps.Figure 1 therefore illustrates well the operation of an engine following an eight-stroke cycle, instead of four-stroke.

Bien entendu on pourrait également, si l'échauffement de l'air est suffisant , effectuer la". première injection après la deuxième compression seulement (4-figure 1) ce qui donnerait un fonctionnement à six temps.Of course we could also, if the air heating is sufficient, perform the ". First injection after the second compression only (4-Figure 1) which would give a six-stroke operation.

Plus généralement, on peut effectuer une succession de n cycles de compression/détente supplémentaires, avec injection et soupapes fermées, ce qui procure un fonctionnement à (4 + 2n) temps.More generally, it is possible to carry out a succession of n additional compression / expansion cycles, with injection and closed valves, which gives operation at (4 + 2n) time.

La valeur de n est limitée par le nombre de cylindres du moteur et elle peut varier avec divers paramètres du moteur (puissance, vitesse, température, etc.) .The value of n is limited by the number of cylinders in the engine and may vary with various engine parameters (power, speed, temperature, etc.).

Après la course d'échappement (8-figure 1), le cycle recommence à la course d'admission (1-figure 1) .After the exhaust stroke (8-figure 1), the cycle starts again at the intake stroke (1-figure 1).

On peut donc dire que le problème du lancement d'un moteur est résolu, suivant l'invention, en empêchant les soupapes de s'ouvrir et en empêchant l'injection de combustible, pendant les premiers tours du moteur.It can therefore be said that the problem of starting an engine is solved, according to the invention, by preventing the valves from opening and by preventing the injection of fuel, during the first turns of the engine.

Une fois le premier allumage réalisé, il faut encore que le moteur entretienne sa rotation sans l'aide du démarreur. La température en fin de compression, après le premier allumage, est déjà plus élevée que celle au moment du démarrage, du fait des contacts avec les parois un peu réchauffées et du fait de la vitesse de rotation plus élevée assurant une compression plus efficace (diminution de la valeur relative des fuites piston/cylindre). Mais, dans le cas d'un moteur à "Rapport Volumétrique Réduit" ou dans le cas où l'air aspiré est trop froid, il se peut que certains cylindres du moteur s'éteignent ou brûlent mal, ce qui produit des fumées d'échappement réputées toxiques, si on reprend dès le premier allumage le cycle de fonctionnement normal à quatre temps.Once the first ignition has been made, the engine must still maintain its rotation without using the starter. The temperature at the end of compression, after the first ignition, is already higher than that at the time of start-up, due to the contacts with the slightly warmed walls and due to the higher rotation speed ensuring more efficient compression (reduction relative value of piston / cylinder leaks). But, in the case of an engine with "Reduced Volumetric Ratio" or in the case where the aspirated air is too cold, it is possible that certain cylinders of the engine are extinguished or burn badly, which produces smoke exhaust considered toxic, if the normal four-stroke operating cycle is resumed from the first ignition.

C'est pourquoi on maintient, après le lancement et pendant la marche au ralenti ou à faible charge à froid, un cycle de fonctionnement analogue à celui représenté sur la figure 1, au besoin en réduisant le nombre n de cycles supplémentaires de compression/détente par rapport au nombre choisi pour le lancement proprement dit. C'est ainsi qu'on peut effectuer le lancement sur un fonctionnement en dix temps, puis passer progressivement, en fonction d'un des paramètres du moteur, aux cycles à huit et six temps pour arriver au fonctionnement normal à quatre temps lorsque le moteur est chaud et lorsque le turbo-compresseur débite normalement.This is why an operation cycle similar to that shown in FIG. 1 is maintained, after launching and during idling or at low cold load, when necessary by reducing the number n of additional compression / expansion cycles. compared to the number chosen for the launch itself. This is how we can perform the launch on a ten-stroke operation, then gradually switch, depending on one of the engine parameters, to the eight and six stroke cycles to achieve normal four-stroke operation when the engine is warm and when the turbo-compressor flows normally.

On a représenté (8-figure 1) la course d'échappement, avec la soupape d'échappement E ouverte à pleine ouverture pendant sensiblement toute cette course.There is shown (8-Figure 1) the exhaust stroke, with the exhaust valve E open to full opening during substantially all of this stroke.

Mais il peut être avantageux, dans le procédé suivant l'invention, de freiner l'échappement des gaz afin de conserver une partie des gaz chauds dans le cylindre et d'augmenter ainsi la température atteinte à la fin des compressions suivantes, après le premier allumage, dans la marche à vide et à faible charge.However, it may be advantageous, in the process according to the invention, to brake the exhaust of the gases in order to keep part of the hot gases in the cylinder and thus increase the temperature reached at the end of the following compressions, after the first ignition, when idling and at low load.

On a représenté sur la figure 2 divers moyens pour obtenir un tel résultat. Dans le cas de la figure 2-a, la soupape d'échappement E, ouverte au voisinage du PMB (dans la zone d'ouverture O) se referme avant le PMH (zone de fermeture F).Various means have been shown in FIG. 2 for obtaining such a result. In the case of the figure 2-a, the exhaust valve E, opened in the vicinity of the PMB (in the opening zone O) closes before the TDC (closing zone F).

Dans le cas de la figure 2-b, la soupape d'échappement E est fermée au voisinage du PMB et ne s'ouvre que tardivement, par exemple au voisinage de la mi-course du piston (zone d'ouverture O') pour se refermer aux environs du PMH (zone de fermeture F'). Grâce au micro-processeur (ou unité cie traitement anâlogue) élaborant les signaux d'ouvertures des soupapes, il est facile de choisir les positions angulaires du vilebrequin pour lesquelles les ordres d'ouverture ou de fermeture sont donnés.In the case of the figure 2-b, the exhaust valve E is closed in the vicinity of the PMB and does not open until late, for example in the vicinity of the half-stroke of the piston (opening zone O ') for close around TDC (closing zone F '). Thanks to the microprocessor (or analog processing unit) processing the valve opening signals, it is easy to choose the angular positions of the crankshaft for which the opening or closing orders are given.

Dans le cas des figures 2-a et 2-b on utilise la levée totale de la soupape d'échappement, mais la durée de la période d'échappement est réduite.In the case of figures 2-a and 2-b one uses the total lifting of the valve of exhaust, but the duration of the period of exhaust is reduced.

Certains systèmes de contrôle électronique de l'ouverture des soupapes permettent de contrôler non seulement l'instant de l'ouverture mais également l'amplitude de la levée de la soupape. C'est ce qu'on a représenté sur la figure 2-c, où la soupape d'échappement s'ouvre de façon classique au voisinage du PMB (zone d'ouverture O") pour se refermer au voisinage du PMH (zone de fermeture F"), mais avec une levée seulement partielle qui produit un laminage des gaz et fait demeurer dans le cylindre une partie des gaz chauds.Certain electronic valve opening control systems make it possible to control not only the time of opening but also the amplitude of the valve lift. It is what one represented on the figure 2-c, where the valve of escape pement opens conventionally in the vicinity of the PMB (opening zone O ") to close in the vicinity of the TDC (closing zone F"), but with only a partial lift which produces a rolling of the gases and makes it remain in the cylinder part of the hot gases.

Bien entendu, les trois solutions a-b-c décrites ci-dessus peuvent être combinées.Of course, the three solutions a-b-c described above can be combined.

On a représenté sur le schéma 1 de la figure 1 la course d'admission dans la phase de lancement du moteur avec la soupape d'admission A ouverte et la soupape d'échappement E fermée. Mais il peut être avantageux d'effectuer la course d'admission avec ravalement des gaz d'échappement. Ceci permet, dès après le premier ou les premiers allumages, et pendant la marche à vide ou à faible charge, d'élever la température initiale des gaz introduits dans le cylindre, avant les compressions successives qui permettent d'atteindre la température d'allumage.The intake stroke in the engine launch phase with the intake valve A open and the exhaust valve E closed is shown in diagram 1 of FIG. 1. However, it may be advantageous to perform the intake stroke with cleaning of the exhaust gases. This allows, after the first or the first ignitions, and during idling or low load, to raise the initial temperature of the gases introduced into the cylinder, before the successive compressions which allow to reach the ignition temperature .

C'est ce qu'on a représenté sur la figure 3 dans laquelle le premier schéma (8) correspond à la course d'échappement (8) sur la figure 1. Le deuxième schéma montre le piston 14 arrivé au PMH et les deux soupapes fermées. Les trois schémas 1(1)-1(2)-1(3) sont une décomposition de la course d'admission représentée en (1) sur la figure 1 et montrent que pendant une partie 1(2) de cette course la soupape d'échappement est temporairement rouverte pour ravaler une partie des gaz d'échappement chauds qui se mélangent, pour les réchauffer, à l'air froid introduit par la soupape d'admission. Bien entendu, là encore, la levée de la soupape d'échappement peut être totale ou partielle.This is what has been represented in FIG. 3 in which the first diagram (8) corresponds to the exhaust stroke (8) in FIG. 1. The second diagram shows the piston 14 arrived at TDC and the two valves closed. The three diagrams 1 (1) -1 (2) -1 (3) are a breakdown of the intake stroke shown in (1) in Figure 1 and show that during part 1 (2) of this stroke the valve The exhaust is temporarily reopened to swallow some of the hot exhaust gases which mix, to heat them, with the cold air introduced by the intake valve. Of course, here again, the lifting of the exhaust valve can be total or partial.

Le procédé de démarrage et de marche à faible charge suivant l'invention est de préférence appliqué à la totalité des cylindres d'un moteur mais il peut être appliqué à une partie seulement d'entre eux.The low-load starting and running method according to the invention is preferably applied to the totality of the cylinders of an engine but it can be applied to only a part of them.

Il est bien connu que les moteurs thermiques en général, lorsqu'ils fonctionnent à faible charge ou régime s'encrassent. Les remontées d'huile véhiculées par les pistons pénètrent dans les conduites d'admission et d'échappement, s'oxydent et à la longue cokéfient. Cet encrassement réduit les sections et compromet le bon fonctionnement.It is well known that thermal engines in general, when they operate at low load or speed get dirty. The oil flows carried by the pistons enter the intake and exhaust pipes, oxidize and in the long run coke. This fouling reduces the sections and compromises the proper functioning.

En charge, par contre, la température élevée de combustion, ou d'échappement entraîne la combustion des éventuelles remontées d'huile.In load, on the other hand, the high combustion or exhaust temperature causes combustion of any oil spills.

Le procédé suivant l'invention permet de supprimer cet encrassement à faible charge grâce au fait que les successions de compressions (avec injection et soupapes fermées) remontent artificiellement les températures du cycle jusqu'à une température d'échappement suffisante pour brûler l'huile et empêcher l'encrassement, cette augmentation de température étant encore améliorée par l'ouverture différée ou partielle des soupapes d'échappement qui a été décrite à propos des figures 2 et 3.The process according to the invention makes it possible to eliminate this fouling at low load thanks to the fact that the successions of compressions (with injection and closed valves) artificially raise the temperatures of the cycle to an exhaust temperature sufficient to burn the oil and prevent fouling, this increase in temperature being further improved by the delayed or partial opening of the exhaust valves which has been described with reference to FIGS. 2 and 3.

On va décrire maintenant un moteur Diésel, par exemple à Rapport Volumétrique Réduit et suralimenté par turbo-compresseur, mettant en oeuvre le procédé suivant l'invention. Le système de contrôle électronique, qui ne fait pas partie de l'invention, sera seulement décrit dans ses parties essentielles.We will now describe a diesel engine, for example with a reduced volumetric ratio and supercharged by turbo-compressor, implementing the process according to the invention. The electronic control system, which is not part of the invention, will only be described in its essential parts.

Ce système comprend, de façon connue, un capteur 21-22 de la position angulaire et de la vitesse de l'arbre 18 du moteur.This system comprises, in a known manner, a sensor 21-22 of the angular position and of the speed of the shaft 18 of the motor.

Ce capteur applique ses signaux à trois unités de traitement 24-26-28. L'unité 24 gère la fonction ouverture et fermeture des soupapes d'admission A. L'unité 28 gère la fonction ouverture et fermeture des soupapes d'échappement E. L'unité 28 gère la fonction ouverture et fermeture de l'injecteur 20.This sensor applies its signals to three processing units 24-26-28. Unit 24 manages the opening and closing function of the intake valves A. Unit 28 manages the opening and closing function exhaust valves E. The unit 28 manages the opening and closing function of the injector 20.

Les soupapes A et E sont commandées par des actuateurs électro-hydrauliques (par exemple du type décrit dans la demande de brevet français précitée No. 83-15.128) ou électro-pneumatiques pilotés par des électro-aimants 34-36. L'injecteur 20 est commandé par un actionneur 37 piloté par un électro-aimant 38. Les signaux de commande élaborés et conditionnés par les unités 24-26-28 sont transmis respectivement aux électro-aimants 34-38-36 par l'intermédiaire d'interfaces de puissance 40-42-44. Ainsi qu'il est connu, les unités 24-26-28 reçoivent d'autres informations 45 relatives à d'autres paramètres de fonctionnement du moteur et nécessaires à la fonction de régulation. Les unités 24-26-28 sont établies et programmées pour délivrer leurs signaux de commande suivant la séquence classique du cycle à quatre temps.Valves A and E are controlled by electro-hydraulic actuators (e.g. of the type described in the French patent application No. 83- 1 5128 supra) or electro-pneumatic piloted by electromagnets 34-36. The injector 20 is controlled by an actuator 37 controlled by an electromagnet 38. The control signals produced and conditioned by the units 24-26-28 are transmitted respectively to the electromagnets 34-38-36 via '' 40-42-44 power interfaces. As is known, the units 24-26-28 receive other information 45 relating to other operating parameters of the engine and necessary for the regulation function. The units 24-26-28 are set up and programmed to deliver their control signals according to the classic sequence of the four-stroke cycle.

Conformément à l'invention, on adjoint au système de contrôle électronique un système électronique modificateur de cycle. Ce système peut être constitué par trois circuits inhibiteurs de signaux 46-48-50 reliés aux unités de traitement 24-26-28 et annulant périodiquement les signaux de commande d'ouverture de soupape et les signaux de commande d'injection normalement élaborés par ces unités de traitement à partir d'un signal donné du capteur 21-22. Si le circuit inhibiteur est réglé pour une seule annulation des signaux par cycle, le moteur fonctionnera à six temps (deux compressions successives), s'il est réglé pour deux annulations par cycle, le moteur fonctionnera à huit temps (trois compressions successives, comme sur la figure 1) et ainsi de suite. Un moyen de réglage approprié sur le circuit inhibiteur permettra de choisir le cycle de fonctionnement du moteur qui convient pour les périodes de lancement, de marche à vide, de marche à faible charge.In accordance with the invention, an electronic cycle modifier system is added to the electronic control system. This system can consist of three signal inhibitor circuits 46-48-50 connected to the processing units 24-26-28 and periodically canceling the valve opening control signals and the injection control signals normally produced by these processing units based on a given signal from sensor 21-22. If the inhibitor circuit is set for only one cancellation of signals per cycle, the engine will run at six times (two successive compressions), if it is set for two cancellations per cycle, the engine will run at eight times (three successive compressions, like in Figure 1) and so on. An appropriate means of adjustment on the inhibitor circuit will make it possible to choose the operating cycle of the engine which suitable for launch periods, idling, low load.

Les types d'ouverture particuliers de la soupape d'échappement (ouverture retardée, partielle ou avec ravalement), qui ont été décrits à propos des figures 2 et 3, pourront être élaborés dans l'unité de traitement 28, à partir d'informations fournies également par le circuit inhibiteur 50 ou fournis directement par le circuit de régulation 45.The specific types of opening of the exhaust valve (delayed opening, partial or with facelift), which have been described with reference to FIGS. 2 and 3, can be developed in the processing unit 28, on the basis of information also supplied by the inhibitor circuit 50 or supplied directly by the regulation circuit 45.

Bien entendu, dans le cas où une unité centrale de traitement remplace les trois unités individuelles 24-26-28 qui ont été représentées, un circuit central modificateur de cycle pourrait remplacer les trois circuits individuels 46-48-50.Of course, in the case where a central processing unit replaces the three individual units 24-26-28 which have been shown, a central cycle modifier circuit could replace the three individual circuits 46-48-50.

Il apparaît bien d'après ce qui précède que, grâce à la succession de plusieurs compression/détente, l'invention permet de réaliser un moteur à combustion interne avec réchauffage interne de l'air d'alimentation.It appears clearly from the above that, thanks to the succession of several compression / expansion, the invention makes it possible to produce an internal combustion engine with internal heating of the supply air.

On a surtout décrit l'invention, dans ce qui précède, à propos d'un moteur Diésel à quatre temps suralimenté et à Rapport Volumétrique Réduit, mais l'invention pourrait également s'appliquer à des moteurs deux temps, pourvu que la circulation des gaz soit commandée au moins par des soupapes d'échappement à ouverture contrôlée électroniquement .The invention has above all been described, in the foregoing, with regard to a supercharged four-stroke diesel engine with a reduced volumetric ratio, but the invention could also apply to two-stroke engines, provided that the circulation of gas is controlled at least by electronically controlled opening exhaust valves.

Claims (11)

1. Procédé pour le démarrage et la marche à faible charge d'un moteur Diésel à contrôle électronique de la commande des injecteurs et de la commande des soupapes, caractérisé en ce qu'il consiste à régler lesdites commandes pour maintenir fermées les soupapes d'admission et d'échappement et pour couper l'injection de combustible, sur certains au moins des cylindres du moteur, pendant plusieurs cycles successifs de compression/détente, grâce à quoi l'air enfermé dans le cylindre par la précédente course d'admission du piston est réchauffé par plusieurs compressions successives jusqu'à atteindre la température d'allumage à la première injection de combustible.1. A method for starting and running at low load of a diesel engine with electronic control of the injector control and of the valve control, characterized in that it consists of adjusting said controls to keep the valves closed. intake and exhaust and to cut off fuel injection, on at least some of the engine cylinders, during several successive compression / expansion cycles, whereby the air trapped in the cylinder by the previous intake stroke of the piston is heated by several successive compressions until reaching the ignition temperature at the first fuel injection. 2. Procédé suivant la revendication 1, caractérisé en ce qu'il consiste, pour le lancement du moteur à régler la commande des soupapes et la commande des injecteurs pour empêcher l'ouverture des soupapes et l'injection de combustible pendant les premiers tours de lancement du moteur.2. Method according to claim 1, characterized in that it consists, for the launching of the engine, of adjusting the control of the valves and the control of the injectors to prevent the opening of the valves and the injection of fuel during the first turns of engine launch. 3. Procédé suivant l'une des revendications 1 ou 2 pour le démarrage et la marche à faible charge d'un moteur Diésel à quatre temps, caractérisé en ce qu'on maintient fermés les soupapes et les injecteurs pendant n cycles supplémentaires de compression/ détente avant le premier allumage, grâce à quoi le moteur fonctionne, pendant le démarrage et la marche à faible charge suivant un cycle à (4 + 2 n) temps.3. Method according to one of claims 1 or 2 for starting and running at low load of a four-stroke diesel engine, characterized in that the valves and the injectors are kept closed for n additional compression cycles / trigger before the first ignition, thanks to which the engine is running, during starting and running at low load following a (4 + 2 n) time cycle. 4. Procédé suivant la revendication 3, caractérisé en ce que la commande des soupapes et des injecteurs est réglée pour faire fonctionner le moteur suivant l'un des cycles à six, huit, dix ou douze temps.4. Method according to claim 3, characterized in that the control of the valves and injectors is adjusted to operate the engine according to one of the cycles of six, eight, ten or twelve times. 5. Procédé suivant l'une des revendications 3 ou 4, caractérisé en ce que, après le lancement du moteur, on règle la commande des soupapes et des injecteurs pour réduire le nombre n des cycles supplémentaires de compression/détente.5. Method according to one of claims 3 or 4, characterized in that, after the engine is started, the control of the valves and the injectors is adjusted to reduce the number n of the additional compression / expansion cycles. 6. Procédé suivant l'une quelconque des revendications précédentes, caractérisé en ce que la commande des soupapes d'échappement est réglée pour provoquer seulement une ouverture limitée desdites soupapes pendant la course d'échappement.6. Method according to any one of the preceding claims, characterized in that the control of the exhaust valves is adjusted to cause only a limited opening of said valves during the exhaust stroke. 7. Procédé suivant l'une quelconque des revendications précédentes, caractérisé en ce que la commande des soupapes d'échappement est réglée pour provoquer une ouverture limitée desdites soupapes pendant la course d'admission.7. Method according to any one of the preceding claims, characterized in that the control of the exhaust valves is adjusted to cause a limited opening of said valves during the intake stroke. 8. Moteur Diésel pour la mise en oeuvre du procédé suivant l'une des revendications précédentes qui comprend : au moins un capteur (21-22) de la position angulaire et de la vitesse de l'arbre (18) du moteur ; des actionneurs (30-32-37) pour les soupapes d'admission et d'échappement (A-E) et pour les injecteurs (20) ; et au moins une unité de traitement (24-26-28) recevant des signaux du capteur (21-22) et élaborant les signaux de commande pour les actionneurs (30-32-37), ledit moteur étant caractérisé en ce qu'il comprend au moins un circuit modificateur de cycles (46-48-50), associé à l'unité de traitement (24-26-28) et adapté à supprimer les signaux d'ouverture des soupapes et des injecteurs, ou certains au moins des cylindres (12) du moteur, pendant plusieurs cycles successifs de compression/détente des pistons (14) du moteur dans les cylindres (12).8. Diesel engine for implementing the method according to one of the preceding claims which comprises: at least one sensor (21-22) of the angular position and of the speed of the shaft (18) of the engine; actuators (30-32-37) for the intake and exhaust valves (AE) and for the injectors (20); and at least one processing unit (24-26-28) receiving signals from the sensor (21-22) and generating the control signals for the actuators (30-32-37), said motor being characterized in that it includes at least one cycle modifier circuit (46-48-50), associated with the processing unit (24-26-28) and adapted to suppress the opening signals of the valves and injectors, or at least some of the cylinders (12) of the engine, during several successive cycles of compression / expansion of the pistons (14) of the engine in the cylinders (12). 9. Moteur Diésel suivant la revendication 8, caractérisé en ce que le circuit modificateur de cycles (24-26-28) est ajustable pour faire varier le nombre n de cycles successifs de compression/ détente.9. Diesel engine according to claim 8, characterized in that the cycle modifier circuit (24-26-28) is adjustable to vary the number n of successive compression / expansion cycles. 10. Moteur Diésel à quatre temps suivant l'une des revendications 8 ou 9, caractérisé en ce que le circuit modificateur de cycles (24-26-28) peut être ajusté pour faire fonctionner le moteur, au démarrage et à faible charge, suivant des cycles de fonctionnement compris entre six et douze temps.10. Four-stroke diesel engine according to one of claims 8 or 9, characterized in that the cycle modifier circuit (24-26-28) can be adjusted to operate the engine, at start-up and at low load, according to operating cycles between six and twelve times. 11. Moteur Diésel suivant la revendication 10, caractérisé en ce qu'il est suralimenté et en ce que son Rapport Volumétrique est réduit.11. Diesel engine according to claim 10, characterized in that it is supercharged and in that its Volumetric Ratio is reduced.
EP85400234A 1984-03-02 1985-02-13 Method of starting and running at a low load a diesel engine, and diesel engine applying this method Expired EP0156664B1 (en)

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FR8403256A FR2560645B1 (en) 1984-03-02 1984-03-02 METHOD FOR LOW LOAD STARTING AND RUNNING OF A DIESEL ENGINE AND DIESEL ENGINE COMPRISING APPLICATION OF THIS METHOD
FR8403256 1984-03-02

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EP0156664A1 true EP0156664A1 (en) 1985-10-02
EP0156664B1 EP0156664B1 (en) 1987-06-16

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FR2560645A1 (en) 1985-09-06
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FR2560645B1 (en) 1988-04-08
US4641613A (en) 1987-02-10
EP0156664B1 (en) 1987-06-16

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