阅读说明：本技术 用于内燃机的空气输送系统 (Air delivery system for internal combustion engine ) 是由 克里斯托夫·马泰 拉斐尔·赖泽 于 2020-03-26 设计创作，主要内容包括：本发明涉及一种用于内燃机的空气输送系统。空气输送系统具有用于接收增压空气的增压空气接收器(1)和起动空气系统(10)。起动空气系统(10)被设置用于在内燃机的起动过程中间歇性地将起动空气尤其从起动空气输送装置输送给内燃机的气缸。增压空气接收器(1)经由增压空气截止阀(6)与起动空气系统(10)连接,以便在内燃机的部分负荷运行中将增压空气从增压空气接收器(1)输送给起动空气系统(10),使得起动空气系统(10)在内燃机的部分负荷运行中间歇性地将增压空气输送给气缸。本发明还涉及一种内燃机和一种用于运行内燃机的方法。(The present invention relates to an air delivery system for an internal combustion engine. The air delivery system has a charge air receiver (1) for receiving charge air and a starting air system (10). The starting air system (10) is provided for intermittently supplying starting air, in particular from a starting air supply device, to cylinders of the internal combustion engine during a starting process of the internal combustion engine. The charge air receiver (1) is connected to the starting air system (10) via a charge air shut-off valve (6) in order to supply charge air from the charge air receiver (1) to the starting air system (10) during partial load operation of the internal combustion engine, so that the starting air system (10) intermittently supplies charge air to the cylinders during partial load operation of the internal combustion engine. The invention also relates to an internal combustion engine and to a method for operating an internal combustion engine.)

1. An air delivery system for an internal combustion engine, in particular for an internal combustion engine with miller timing, having:

a charge air receiver (1) for receiving charge air;

-starting the air system (10),

wherein the starting air system (10) has a starting air supply line (7) connected to a cylinder of the internal combustion engine, wherein the starting air system (10) is provided for: intermittently delivering starting air to the cylinders of the internal combustion engine during a starting process of the internal combustion engine, in particular from a starting air delivery device,

wherein the charge air receiver (1) is connected to the starting air system (10) via a charge air shut-off valve (6) in order to convey charge air from the charge air receiver (1) to the starting air system (10) during partial load operation of the internal combustion engine, such that the starting air system (10) intermittently conveys charge air to the cylinders via the starting air supply line (7) during partial load operation of the internal combustion engine.

2. The air delivery system according to claim 1, wherein the starting air system (10) has a starting air valve (3) arranged in the starting air supply line (7), in particular arranged in front of the cylinders of the internal combustion engine, wherein optionally the starting air valve (3) is a check valve.

3. The air delivery system according to any one of the preceding claims, wherein the charge air shut-off valve (6) is operated in order to shut off the delivery of charge air to the starting air system (10) during a start-up of the internal combustion engine and to open the delivery of charge air from the charge air receiver (1) during a part-load operation of the internal combustion engine, and/or wherein the starting air system (10) has a starting air shut-off valve (12), wherein the starting air shut-off valve (12) is operated in order to shut off the delivery of starting air to the starting air system (10) during a part-load operation of the internal combustion engine and to open the delivery of starting air during a start-up.

4. The air delivery system according to any one of the preceding claims, wherein the starting air system (10) is arranged for intermittently delivering starting air and charge air to the cylinders in dependence on a rotation angle of a crankshaft of the internal combustion engine; and in particular for feeding charge air from or after opening the inlet valve of the internal combustion engine and/or before the angle of rotation of the crankshaft reaches 30 °, preferably 20 °, after the bottom dead center, or until the angle of rotation of the crankshaft reaches 30 °, preferably 20 °, after the bottom dead center.

5. The air delivery system of claim 4 wherein the starting air system (10) delivers the charge air intermittently if the crank shaft has a different angle of rotation than when the starting air is delivered intermittently.

6. The air delivery system according to any one of the preceding claims, wherein the start air system (10) has a start air distributor (4) connected to the start air supply line (7) for intermittently delivering start air and optionally charge air from the start air delivery device to the cylinders via the start air supply line (7).

7. The air delivery system as claimed in claim 6, wherein the charge air receiver (1) and the starting air distributor (4) are connected to one another via a charge air supply line, wherein the charge air shut-off valve (6) is preferably arranged in the charge air supply line.

8. The air delivery system according to claim 6 or 7, wherein the starting air distributor (4) is arranged for intermittently delivering starting air and charge air to the cylinders, and in particular wherein the starting air distributor (4) further has a phase shifter to intermittently deliver charge air in case the angle of rotation of the crankshaft of the internal combustion engine differs from when the starting air is intermittently delivered.

9. The air delivery system according to any one of claims 1 to 8, wherein the starting air system (10) has, in particular in addition to the starting air distributor (4), a charge air distributor (8), wherein the charge air receiver (1) and the charge air distributor (8) are connected to one another via a charge air supply line, and wherein the starting air supply line (7) connects the charge air distributor (8) with the cylinders, and in particular also the starting air distributor (4) with the cylinders.

10. The air delivery system of claim 9, wherein the charge air distributor (8) is arranged for intermittently delivering charge air to the cylinders.

11. The air delivery system according to any one of the preceding claims, wherein the starting air system (10) has a starting air valve (3) arranged in the starting air supply line (7) for intermittently delivering starting air and/or charge air to the cylinders.

12. The air delivery system according to claim 11, wherein the charge air receiver (1) and the start air distributor (4) are connected to each other via a charge air supply line and optionally charge air delivery of the start air distributor (4) is opened in partial load operation.

13. The air delivery system according to any one of the preceding claims, further having a flame monitor (2), the flame monitor (2) being provided in at least one of the starting air delivery device, a starting air supply line (7) or a charge air inlet line leading to the charge air receiver (1), wherein the flame monitor (2) has a flame detector and a control unit for opening and closing the charge air delivery to the cylinder, in particular for opening and closing the starting air valve (3).

14. An internal combustion engine, in particular with miller timing, having:

-an air delivery system according to any one of claims 1 to 13;

-a cylinder, wherein the starting air system (10) is connected to the cylinder for intermittently delivering starting air to the cylinder of the internal combustion engine during a starting process of the internal combustion engine; and

-a compressor, in particular a turbocharger device, which is connected with the charge air receiver (1) for feeding charge air to the charge air receiver (1).

15. A method for operating an internal combustion engine, in particular an internal combustion engine having miller timing, wherein the internal combustion engine has a starting air system (10), comprising:

-starting the internal combustion engine by intermittently delivering starting air to the cylinders of the internal combustion engine by means of the starting air system (10);

-feeding charge air from a charge air receiver (1) to the starting air system (10) in partial load operation of the internal combustion engine, such that the starting air system (10) intermittently feeds charge air to the cylinders.

Technical Field

The present invention relates to an air supply system for an internal combustion engine, an internal combustion engine and a method for operating an internal combustion engine.

Background

Medium-speed internal combustion engines, in particular large engines, are nowadays increasingly equipped with so-called miller timing and efficient high-pressure supercharging. Timing is characterized by inlet closure occurring before bottom dead center. This embodiment results in a reduction in consumption and, on the one hand, a significant reduction in NOx emissions by internal expansion; on the other hand, however, the start-up, acceleration and part-load operation behavior are negatively influenced.

For example, due to the extreme miller timing, only a small mass enters the cylinder at idle, so that in the case of a diesel engine the required ignition temperature cannot be reached in the compression phase and the engine cannot be started. In addition, in a large range of partial load operation, the filling quantity is so low that a smokeless combustion at reasonable exhaust gas temperatures cannot be guaranteed.

In gas engines with miller timing, the low temperature at the end of the compression phase negatively affects the combustibility and thus the operating behavior of the engine. Typically, acceleration or response behavior is negatively affected by Miller timing. In addition, at idle and low-load operation, operating states can result in which an undesirable negative pressure gradient is provided between the spaces above and below the piston.

As a countermeasure against the partially unsatisfactory operating behavior of the internal combustion engine having miller timing at low load, various techniques are used today. For example, some of these techniques aim to change inlet closures in part load operation.

In view of the above, further improvements are needed.

Disclosure of Invention

The object is at least partly achieved by an air delivery system according to claim 1. Furthermore, the object is achieved by an internal combustion engine according to claim 14 and a method for operating an internal combustion engine according to claim 15. Other embodiments, modifications and improvements are derived from the following description and the appended claims.

According to one embodiment, an air delivery system for an internal combustion engine, in particular for an internal combustion engine with miller timing, is provided. The air delivery system has a charge air receiver for receiving charge air and a starting air system. The starting air system has a starting air supply line connected to the cylinders of the internal combustion engine. Furthermore, a starting air system is provided for: starting air is supplied intermittently during the starting process of the internal combustion engine, in particular from a starting air supply device to the cylinders of the internal combustion engine. The charge air receiver is connected to the starting air system via a charge air shut-off valve in order to supply charge air from the charge air receiver to the starting air system during part-load operation of the internal combustion engine, so that the starting air system intermittently supplies charge air to the cylinders via the starting air supply line during part-load operation of the internal combustion engine.

According to one embodiment, an internal combustion engine, in particular an internal combustion engine with miller timing, is provided. The internal combustion engine has an air delivery system according to one of the embodiments disclosed herein. The internal combustion engine also has cylinders, wherein a starting air system is connected to the cylinders for intermittently delivering starting air to the cylinders of the internal combustion engine during a starting process of the internal combustion engine. The internal combustion engine has a compressor, in particular a turbocharger, which is connected to a charge air receiver for supplying charge air to the charge air receiver.

According to one embodiment, a method for operating an internal combustion engine, in particular an internal combustion engine having miller timing, is described, wherein the internal combustion engine has a starting air system according to one of the embodiments disclosed herein. The method comprises the following steps: the internal combustion engine is started by intermittently delivering starting air to the cylinders of the internal combustion engine through a starting air system. The method further comprises the following steps: during part-load operation of the internal combustion engine, charge air is supplied from the charge air receiver to the starting air system, so that the starting air system intermittently supplies charge air to the cylinders.

Drawings

The invention is explained in more detail below on the basis of embodiments which should not limit the scope of protection defined by the claims.

The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to each other and are not necessarily drawn to scale. Like reference numerals designate corresponding similar parts.

The figures show:

FIG. 1A illustrates an air delivery system for an internal combustion engine according to one embodiment.

FIG. 1B illustrates an air delivery system for an internal combustion engine according to one embodiment.

FIG. 2 illustrates an air delivery system for an internal combustion engine according to one embodiment.

FIG. 3 illustrates an air delivery system for an internal combustion engine according to one embodiment.

Detailed Description

According to one embodiment, an air delivery system for an internal combustion engine is provided. Preferably, the internal combustion engine is an internal combustion engine with miller timing. In particular, an air delivery system is provided for delivering charge air and start air to an internal combustion engine in combination.

The air delivery system has a starting air system 10. The starting air system 10 can be used particularly advantageously during the starting of an internal combustion engine. The starting air system makes it possible to introduce compressed air, referred to below as starting air, into the cylinders, in particular the combustion chambers, of an internal combustion engine, in which one or more pistons of the internal combustion engine are set in rotation, so that the fuel supply is switched on and the engine is started.

The starting air system 10 has a starting air supply line 7. The starting air supply line 7 is connected to the cylinders of the internal combustion engine. The internal combustion engine may have a plurality of cylinders, wherein the starting air system 10 may be connected via the starting air supply line 7 over all cylinders, respectively. The starting air supply line 7 may be a mesh of lines and/or a plurality of lines. The starting air system 10 is configured to intermittently deliver starting air to the cylinders of the internal combustion engine during a start of the internal combustion engine.

According to one aspect, the intermittent delivery comprises a periodic sequence of delivery time intervals in which starting air is delivered to the cylinders via the starting air supply line and cut-off intervals between the delivery time intervals in which delivery is interrupted. The intermittent delivery is preferably performed periodically and in synchronism with the operation of the inlet valve of the internal combustion engine (with a period that is a constant multiple of the period of operation of the inlet valve, i.e. with substantially the same period as the operation of the inlet valve or with a period that is half or one time).

The starting air supply line 7 may be mechanically connected to the cylinder head. Fig. 1A, 1B, 2 and 3 show an exemplary embodiment of a starting air system 10 and a starting air supply line 7.

In addition to the intake of the air-fuel mixture via the intake valve, a starting air supply line is provided. Furthermore, the starting air supply line has a starting gas inlet separate from the admission valve or also a starting gas inlet to the cylinder. Typically, the starting air supply line is not fluidly connected to the intake line or the suction manifold of the internal combustion engine.

The starting air system can also be regarded as a compressed air starter. The starting air system feeds starting air directly into the cylinders of the internal combustion engine during the starting process of the internal combustion engine. The starting air system 10 according to the present disclosure advantageously enables a very fast starting process, for example within a few seconds or even below one second. In contrast to conventional starters which are connected to an intake line or suction manifold, according to the disclosure there is typically no provision for the starting air to be fed into all cylinders of the internal combustion engine, but rather into one or a small number of cylinders, for example two cylinders. The starting air is typically conventional air or nitrogen and is not exhaust gas or fuel gas for the internal combustion engine.

The starting air system 10 may be connected to a starting air delivery device. Typically, the start-up air delivery device is a pressurized gas bottle or a pressurized container. The starting air system 10 may be arranged for intermittently delivering starting air from a starting air delivery device to the cylinders of the internal combustion engine during a start of the internal combustion engine. For example, the starting air may have a pressure of about 30 bar.

The starting air system 10 may have a starting air shut-off valve 12. The start air shut-off valve 12 can be actuated in order to open the supply of start air during the start of the internal combustion engine, and in particular to open the connection of the start air supply device to the start air system 10. In partial-load operation of the internal combustion engine and in particular in full-load operation, the supply of starting air to the starting air system 10 is preferably blocked. Fig. 1A, 1B, 2 and 3 show an exemplary embodiment of the start air shut-off valve 12. Typically, the starting air system is provided for shutting off the supply of starting air (for example, by shutting off the starting air shut-off valve 12) in normal operation (for example, after a starting process).

The starting air system 10 may also have a starting air valve 3 arranged in the starting air supply line 7. In particular, the starting air valve 3 may be arranged before the cylinder of the internal combustion engine. The starting air valve 3 may be mechanically connected at the cylinder head if the starting air supply line 7 is mechanically connected with the cylinder head. In some embodiments, the starting air valve 3 performs the task of preventing air or gas flow from the cylinders of the internal combustion engine in the direction of the starting air system 10. In this case, the starting air valve 3 may be a check valve. In some other embodiments, the starting air valve 3 performs an additional function, which is explained in the further description. In particular, in this case, a starting air valve 3 may be used, which is provided for achieving and blocking the flow of air or gas in both directions (from the cylinder towards the starting air system 10 and from the starting air system 10 towards the cylinder). In this case, the starting air valve 3 may be an electromagnetic switching valve, for example. Fig. 1A, 1B, 2 and 3 show an exemplary embodiment of the starting air valve 3.

In one embodiment, the starting air system 10 may have a starting air distributor 4. The starting air distributor 4 can be connected to a starting air supply line 7. In the case of an internal combustion engine having cylinders, the starting air supply line 7 may have a line and the starting air distributor 4 may be connected to this line of the starting air supply line 7. One embodiment of an air delivery system for an internal combustion engine having cylinders is shown, for example, in FIG. 1B. In the case of an internal combustion engine having a plurality of cylinders, the starting air supply line 7 can have a plurality of lines, wherein the starting air distributor 4 is preferably connected to all of these plurality of lines of the starting air supply line 7 in each case. One embodiment of an air delivery system for an internal combustion engine having a plurality of cylinders is shown, for example, in FIG. 1A. According to one embodiment, the starting air distributor 4 can be a rotating shaft with one or more openings, which is driven in particular synchronously with the crankshaft of the internal combustion engine (if necessary with a fixed gear ratio, for example a gear ratio of 1:1 or 1: 2). The starting air distributor 4 can be provided for intermittently supplying starting air to the cylinders, in particular from a starting air supply device, via a starting air supply line (7).

Fig. 1A, 1B, 2 and 3 show a schematic embodiment of an air delivery system, and in particular of a starting air system 10. In the figure, the cylinders of the internal combustion engine are not shown. The flow of starting air to the cylinders of the internal combustion engine (and as explained below for increasing air) is indicated by arrows at the upper section of the starting air valve 3.

The air delivery system also has a charge air receiver 1 for receiving charge air. Charge air receivers are known per se to the person skilled in the art. The charge air receiver 1 can be understood as a pressure chamber in which an overpressure prevails. In some embodiments, the overpressure in the charge air receiver 1 may be generated by a compressor, in particular by a turbocharger device. A compressor, in particular a turbocharger, can be connected to the charge air receiver to supply charge air to the charge air receiver 1.

The charge air receiver 1 is connected to the starting air system 10 via the charge air shut-off valve 6 in order to supply charge air from the charge air receiver 1 to the starting air system 10 during partial engine load operation. The charge air can thus be intermittently supplied from the charge air receiver 1 to the starting air system 10 and from the starting air system 10 to the cylinders of the internal combustion engine by means of the starting air supply line 7. During part-load operation of the internal combustion engine, the charge air is preferably supplied intermittently.

The charge air shutoff valve 6 can be actuated in order to shut off the supply of charge air to the starting air system 10 during the starting process of the internal combustion engine and, in particular, during full-load operation. During partial load operation of the internal combustion engine, the charge air supply from the charge air receiver 1 to the starting air system 10 is preferably opened. Fig. 1A, 1B, 2 and 3 show an exemplary embodiment of a charge air shutoff valve 6.

The supply of the starting air, in particular during the starting of the internal combustion engine, and the supply of the charge air, in particular during partial engine operation, preferably takes place at defined points in time within the operating cycle of the internal combustion engine. In other words, the delivery of the starting air and the charge air is preferably carried out in defined positions of the intake valve of the internal combustion engine (or at different points in time of the opening/closing phase) or defined angles of rotation of the crankshaft of the internal combustion engine.

In one embodiment, the starting air system 10 is configured to intermittently deliver starting air and charge air to the cylinders based on the angle of rotation of the crankshaft of the internal combustion engine. The starting air system 10 may be provided for effecting the delivery of charge air to the cylinders upon or after opening the inlet valves of the internal combustion engine. The starting air system 10 can be provided for delivering pressurized air before a rotational angle of 30 °, preferably 20 °, after the lower dead point is reached, or for delivering pressurized air until the rotational angle of the crankshaft reaches 30 °, preferably 20 °, after the lower dead point.

The supply of the starting air, in particular during the starting of the internal combustion engine, and the supply of the charge air, in particular during partial engine operation, preferably takes place at different points in time within the operating cycle. In other words, the charge air may be intermittently delivered by the starting air system 10 in the case where the angle of rotation of the crankshaft is different from that in the starting air. The starting air system 10 may intermittently deliver pressurized air during a first range of rotational angles of the crankshaft and/or intermittently deliver starting air during a second range of rotational angles of the crankshaft. The first rotational angle range may be different from the second rotational angle range.

Various features of the starting air system 10 can be provided according to the invention for realizing an intermittent supply of charge air and/or starting air, and in particular for realizing an intermittent supply of charge air by the starting air system 10 in the case of a different angle of rotation of the crankshaft than in the case of starting air. Some of the embodiments are described below with reference to the accompanying drawings. However, the features of the embodiments may be arbitrarily combined.

According to one embodiment, the charge air receiver 1 can be connected with the starting air distributor 4 via a charge air supply line. Fig. 1A and 1B show an embodiment in which the charge air receiver 1 is connected to the starting air distributor 4. Here, a charge air shut-off valve 6 is preferably arranged in the charge air supply line. Here, the starting air distributor 4 may be provided for intermittently supplying starting air and charge air to the cylinders. According to one embodiment, the starting air distributor 4 may be a rotating shaft with openings, which is driven in particular synchronously with the crankshaft of the internal combustion engine, wherein the delivery of starting air and/or charge air takes place intermittently if there is an overlap between the openings of the rotating shaft and the starting air supply line 7. In the case of multiple cylinders and multiple lines of the starting air supply line 7 (i.e. as shown in fig. 1B for example), the rotary shaft may have multiple openings offset from one another. In one embodiment, the starting air distributor 4 may also have a phase shifter. The phase shifter may effect intermittent delivery of charge air in the event that the angle of rotation of the crankshaft of the internal combustion engine is different from the intermittent delivery of starting air. In this embodiment, the switching valve 3 is optionally a check valve.

According to one embodiment, the starting air system 10 may also have a charge air distributor 8. In addition to the starting air distributor 4, there may be a charge air distributor 8 in particular. The charge air receiver 1 and the charge air distributor 8 may be connected to each other via a charge air supply line. Here, a charge air shut-off valve 6 is preferably arranged in the charge air supply line. Fig. 2 shows an embodiment in which the starting air system 10 has a charge air distributor 8. In particular, the starting air supply line 7 may connect the charge air distributor 8 and/or the starting air distributor 4 with the cylinders. The starting air distributor 4 may be arranged for intermittently delivering starting air to the cylinders. The charge air distributor 8 may be arranged to intermittently deliver charge air to the cylinders. Since the starting air system 10 has two distributors, namely the starting air distributor 4 and the charge air distributor 8, the opening time and the opening duration of the charge air can be set in particular independently of the opening time and the opening duration of the starting air and in particular as desired. Advantageously, the starting air distributor 4 may have a zero position, in which no air or gas can flow from the starting air supply line 7 through the starting air distributor 4, and/or the charge air distributor 8 may have a zero position, in which no air or gas can flow from the starting air supply line 7 through the charge air distributor 8. In particular in the case of a plurality of cylinders and a plurality of connections of the starting air distributor 4 and/or the charge air distributor 8 to the lines of the starting air supply line 7, the starting air distributor 4 and/or the charge air distributor 8 can have a zero position. In one embodiment, the starting air distributor 4 and/or the charge air distributor 8 may be a rotating shaft which is driven in particular synchronously with the crankshaft of the internal combustion engine. In this embodiment, the switching valve 3 may optionally be a check valve.

According to one embodiment, the charge air receiver 1 can be connected with the starting air distributor 4 via a charge air supply line 7. Fig. 3 shows an embodiment in which the charge air receiver 1 is connected to the starting air distributor 4. Here, a charge air shut-off valve 6 is preferably arranged in the charge air supply line 7. The starting air distributor 4 can preferably be switched off during part-load operation of the internal combustion engine, so that a continuous supply of charge air from the charge air receiver 1 to the starting air system 10, in particular independently of the crankshaft of the internal combustion engine, can be achieved. In the case of a plurality of cylinders, the starting air distributor 4 can be switched off, so that a continuous supply of pressurized air to all lines of the starting air supply line 7 is achieved. A starting air valve 3 arranged in the starting air supply line 7 may be provided for intermittently delivering pressurized air and/or starting air to the cylinder. The starting air valve 3 may be a switching valve, in particular a solenoid switching valve. The opening time point and/or the opening duration of the intermittent delivery of charge air from the starting air system 10 to the cylinders of the internal combustion engine can thus be selected for each cylinder as desired and independently of the opening time point and/or the opening duration of the intermittent delivery of starting air. In one embodiment, the starting air distributor 4 may be provided for intermittent delivery of starting air and the starting air valve 3 may be provided for intermittent delivery of pressurized air.

The air delivery system, in particular the starting air system 10, may also have a control device for intermittently operating, i.e. opening and closing, the starting air valve 3 for intermittently delivering starting air and/or charge air to the cylinders.

Optionally, the air delivery system in each of the embodiments described herein may have a flame monitor 2. The flame monitor 2 may be provided in at least one of the starting air delivery device, the starting air supply line 7 or a charge air inlet line leading to the charge air receiver 1. The flame monitor 2 may have a flame detector and a control unit for opening and closing the air supply to the cylinder, in particular for opening and closing the starting air valve 3.

Optionally, the air delivery system in each of the embodiments described herein may also have an overpressure valve 5 connected to the starting air system 10. When the response pressure is exceeded, the overpressure valve 5 can be provided for tapping air from the starting air system 10.

According to one embodiment, an internal combustion engine, in particular an internal combustion engine with miller timing, is provided. An internal combustion engine has an air delivery system according to one of the embodiments disclosed herein. The internal combustion engine also has cylinders with a start air system 10 connected to the cylinders to intermittently deliver start air to the cylinders of the internal combustion engine during a start of the internal combustion engine. The internal combustion engine preferably has a plurality of cylinders, wherein the starting air system 10 can be connected via the starting air supply line 7 respectively over all cylinders. The starting air supply line 7 may be a mesh of lines and/or a plurality of lines.

The internal combustion engine has a compressor, in particular a turbocharger, which is connected to the charge air receiver 1 in order to supply charge air to the charge air receiver 1. The starting air system 10 may be arranged to set a plurality of mutually different times for the cylinders for delivering starting air or charge air. The supply of the starting air, in particular during the starting of the internal combustion engine, and the supply of the charge air, in particular during partial engine operation, preferably takes place at different points in time within the operating cycle.

According to one embodiment, a method for operating an internal combustion engine, in particular an internal combustion engine with miller timing, with a starting air system 10 according to one of the embodiments disclosed herein is described. The method comprises the following steps: the internal combustion engine is started by intermittently delivering starting air to the cylinders of the internal combustion engine through the starting air system 10. The method further comprises the following steps: during partial load operation of the internal combustion engine, charge air is supplied from the charge air receiver 1 to the starting air system 10, so that the starting air system 10 intermittently supplies charge air to the cylinders.

Advantageously, an air delivery system according to one of the embodiments disclosed herein may be inexpensively implemented in an internal combustion engine having an already existing charge air receiver and/or one or more already existing features of the starting air system 10. In particular, in the presence of one or more features of the charge air receiver 1 and/or the starting air system 10, no significant structural changes are required to implement the invention. Advantageously, the embodiment according to the invention requires only a small additional requirement for the components of the internal combustion engine, thereby resulting in an advantageous relationship between costs and effectiveness. The intermittent delivery of charge air by the charge air receiver 1 by means of the starting air system 10 makes it possible to eliminate the negative effects of the "miller effect" or miller timing, in particular during idle and part-load operation. In contrast to the prior art, the air delivery system described herein achieves the elimination of the negative effects of the "Miller effect" or Miller timing, particularly during idle and part load operation, without requiring structural changes to the intake valve operating mechanism or intake valve or the need to perform changes in intake port closure. The air delivery system described herein may also be advantageously used in internal combustion engines without miller timing, particularly when operating at idle and part load.

Although specific embodiments have been illustrated and described herein, it will be appreciated that appropriate modifications of the illustrated embodiments are possible without departing from the scope of the invention.