EP0365714B1 - Procédé de démarrage à chaud - Google Patents

Procédé de démarrage à chaud Download PDF

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Publication number
EP0365714B1
EP0365714B1 EP88118031A EP88118031A EP0365714B1 EP 0365714 B1 EP0365714 B1 EP 0365714B1 EP 88118031 A EP88118031 A EP 88118031A EP 88118031 A EP88118031 A EP 88118031A EP 0365714 B1 EP0365714 B1 EP 0365714B1
Authority
EP
European Patent Office
Prior art keywords
hot start
internal combustion
combustion engine
temperature signal
post
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88118031A
Other languages
German (de)
English (en)
Other versions
EP0365714A1 (fr
Inventor
Erwin Dipl.Ing.Dr. Achleitner
Gerald Dipl.Ing. Weber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to DE8888118031T priority Critical patent/DE3864688D1/de
Priority to EP88118031A priority patent/EP0365714B1/fr
Priority to ES88118031T priority patent/ES2024001B3/es
Priority to US07/416,994 priority patent/US4951633A/en
Publication of EP0365714A1 publication Critical patent/EP0365714A1/fr
Application granted granted Critical
Publication of EP0365714B1 publication Critical patent/EP0365714B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine

Definitions

  • the invention relates to a method for performing a hot start according to the preamble of claim 1.
  • a method is e.g. in laid-open specification 2410090.
  • it is known to take into account the machine temperature from previous shutdowns when determining the hot start conditions (US-A-4224913).
  • a hot start condition is recognized via the temperature of the cooling water.
  • the cooling water temperature alone is not a sure criterion for a hot start condition. It has therefore started to measure the temperature of the fuel directly with an additional temperature sensor. Although this method is precise, it requires an additional temperature sensor.
  • the object of the invention is to reliably detect a hot start condition in a method for performing a hot start without having to use additional temperature sensors.
  • the hot start condition is recognized from the cooling water temperature and the intake air temperature.
  • the corresponding sensors for generating a cooling water temperature signal and an intake air temperature signal, which are monitored by an engine control unit, are present in any case in vehicles with engine control units and therefore do not require any additional effort.
  • the engine control unit for monitoring these signals remains switched on after the internal combustion engine has been switched off during a post-operating period.
  • This post-operating time is chosen so that after its expiration the internal combustion engine has cooled down in any case to such an extent that there can be no more hot start conditions.
  • the engine control unit recognizes a hot start condition when the cooling water temperature signal and the intake air temperature signal have both each reached an assigned limit value at least once during the post-operating time. This is based on the finding that, without measuring the temperature of the fuel directly, the formation of vapor bubbles in the fuel can be recognized by the fact that the cooling water temperature and the intake air temperature both once reached these assigned limit values during the after-operation time.
  • the engine control unit stores a hot start identifier and is then switched off.
  • the hot start identifier remains saved.
  • This second limit value for the cooling water temperature is lower than the first for recognizing the hot start condition. This is because after the appearance of vapor bubbles in the fuel, these continue to exist even when the machine cools down until the second lower limit value is reached. This second limit value is also determined by tests.
  • An internal combustion engine is equipped with an engine control unit for controlling the fuel injection quantity.
  • the engine control unit evaluates information such as the speed, load, etc. of the internal combustion engine and determines the required fuel injection quantity from a map.
  • a further map for a hot start is provided, which causes an increased fuel injection quantity compared to the normal map.
  • the engine control unit receives as input variables a cooling water temperature signal KW from a cooling water temperature sensor, an intake air temperature signal AL from an intake air temperature sensor and a signal from an ignition switch of the internal combustion engine, which indicates whether the internal combustion engine is stopped or is being started.
  • the engine control unit executes a program routine according to the flow chart in FIGURE 1 with steps S1 to S11.
  • step S1 a program run for recognizing a hot start condition is started after the arrival of the signal from the ignition switch that the internal combustion engine is stopped.
  • step S2 a flag 1 and a flag 2 are then set to zero.
  • step S3 it is checked whether a post-operating time TN has expired since the internal combustion engine was switched off.
  • This post-operating time TN is thirty minutes. This value is determined from tests and selected so that after this time the hot engine under no circumstances occurs under any circumstances. Since the post-operating time TN is just beginning during the first program run, the answer in step S3 is no and step S4 follows.
  • step S3 follows again after step S7 until the post-operating time TN has expired. Then the answer in step S3 is yes and the engine control unit is switched off in step S11 without a hot start identifier having been stored.
  • Steps S5, 6, 8 and 9 now serve to set the hot start identifier in step S10 if the limit values GKW1 and GAL have each been exceeded once.
  • the answer in step S4 will be no and in step S5 the flag 1 will be set to 1.
  • Step S6 then serves to query whether flag 2 is also 1. This is only the case if the limit GAL has already been exceeded once in step S7 and flag 2 has accordingly been set to 1 in step S8.
  • the hot start flag is set and stored in step S10.
  • Steps S8 and S9 represent the same procedure for the limit value GAL as steps S5 and S6 for the limit value GKW1.
  • the program routine described in the flowchart in FIGURE 2 then runs with steps S12 to S18. It is decided whether a hot start with an increased fuel injection quantity is necessary or whether a cold start is performed with the normal fuel injection quantity.
  • step S13 it is checked whether the hot start flag is set. If it was not set, step S18 can immediately follow with the cold start, since then there was no hot start condition.
  • step S14 follows with the query whether the cooling water temperature signal KW is greater than a limit value GKW2 of 80 ° C. If the answer is no, it means that the hot start condition has occurred once but is no longer present. Accordingly, the hot start identifier is deleted in step S17 and step S18 follows again.
  • step S14 If the answer in step S14 is yes, the hot start condition is still given and the hot start is carried out in step S16.
  • step S16 After the hot start in step S16 or the cold start in step S18, the normal engine running routine follows, which is no longer shown in FIG. 2.
  • step S15 is intended for the case that the starting process is interrupted one or more times. In this case, a hot start was then carried out for the duration of these starting attempts, thus causing an increased fuel injection quantity. The intake tract of the internal combustion engine is then already sufficiently flushed with fuel and a hot start does not have to be carried out again.
  • step S15 therefore, the time since the start of the start process or, if appropriate, the total time for several Startups compared to a post-start time. This post-start time is thirty seconds. If the answer is yes in step S15, the hot start identifier is then deleted in step S17 and the cold start is carried out in step S18. With a no answer in step S15, on the other hand, the hot start follows in step S16.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (2)

1. Procédé pour faire démarrer à chaud un moteur à combustion interne comportant un dispositif de commande du moteur qui accroît la quantité d'injection de carburant, caractérisé par le fait
que le dispositif de commande du moteur
― contrôle encore, après l'arrêt du moteur à combustion interne, pendant un intervalle complémentaire de fonctionnement (TN), un signal (KW) de la température de l'eau de refroidissement et un signal (AL) de la température de l'air aspiré,
― identifie une condition de démarrage à chaud et mémorise un indicatif de démarrage à chaud lorsque le signal (KW) de la température de l'eau de refroidissement et le signal (AL) de la température de l'air aspiré ont tous deux atteint au moins une fois pendant l'intervalle de temps de fonctionnement complémentaire (TN), des valeurs limites respectivement associées (GKW1, GAL),
― est ensuite arrêté et l'indicatif de démarrage à chaud reste mémorisé, et
― exécute le démarrage à chaud lors du démarrage du moteur à combustion interne lorsque le signal (KW) de la température de l'eau de refroidissement est encore au moins égal à une seconde valeur limite (GKW2) et que l'indicatif de démarrage à chaud est mémorisé.
2. Procédé suivant la revendication 1, caractérisé par le fait que l'indicatif de démarrage à chaud est effacé lorsqu'un intervalle de temps complémentaire de démarrage pouvant être prédéterminé s'est écoulé ou que le moteur à combustion interne a exécuté, après le démarrage, un certain nombre de rotations.
EP88118031A 1988-10-28 1988-10-28 Procédé de démarrage à chaud Expired - Lifetime EP0365714B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE8888118031T DE3864688D1 (de) 1988-10-28 1988-10-28 Verfahren zum durchfuehren eines heissstarts.
EP88118031A EP0365714B1 (fr) 1988-10-28 1988-10-28 Procédé de démarrage à chaud
ES88118031T ES2024001B3 (es) 1988-10-28 1988-10-28 Procedimiento para realiza un arranque en caliente
US07/416,994 US4951633A (en) 1988-10-28 1989-10-02 Hot start method for a combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP88118031A EP0365714B1 (fr) 1988-10-28 1988-10-28 Procédé de démarrage à chaud

Publications (2)

Publication Number Publication Date
EP0365714A1 EP0365714A1 (fr) 1990-05-02
EP0365714B1 true EP0365714B1 (fr) 1991-09-04

Family

ID=8199503

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88118031A Expired - Lifetime EP0365714B1 (fr) 1988-10-28 1988-10-28 Procédé de démarrage à chaud

Country Status (4)

Country Link
US (1) US4951633A (fr)
EP (1) EP0365714B1 (fr)
DE (1) DE3864688D1 (fr)
ES (1) ES2024001B3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1544447A2 (fr) 2003-12-19 2005-06-22 Siemens Aktiengesellschaft Procédé et appareil pour commander un moteur à combustion interne

Families Citing this family (16)

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Publication number Priority date Publication date Assignee Title
DE4029811C2 (de) * 1990-09-20 1999-08-12 Bosch Gmbh Robert Katalysatorheizfunktion
DE4039598B4 (de) * 1990-12-12 2008-11-27 Robert Bosch Gmbh Heißstartverfahren und -Vorrichtung für eine Brennkraftmaschine
US5179925A (en) * 1992-01-30 1993-01-19 General Motors Of Canada Limited Hot restart compensation
US5542395A (en) * 1993-11-15 1996-08-06 Walbro Corporation Temperature-compensated engine fuel delivery
DE4224893B4 (de) * 1992-07-28 2006-12-07 Robert Bosch Gmbh Verfahren zur Kraftstoffzumessung für eine Brennkraftmaschine in Verbindung mit einem Heißstart
US5577482A (en) * 1992-10-15 1996-11-26 Nippondenso Co., Ltd. Fuel supply system for internal combustion engines
US5220895A (en) * 1992-11-16 1993-06-22 Ford Motor Company Method and system for modifying a control signal for a fuel injector of a fuel delivery system
GB2281227A (en) * 1993-08-28 1995-03-01 Ford Motor Co Engine Management System
DE4435419A1 (de) * 1994-10-04 1996-04-11 Bosch Gmbh Robert Steuersystem für die Kraftstoffzumessung einer Brennkraftmaschine
DE19543538C1 (de) * 1995-11-22 1997-05-28 Siemens Ag Verfahren zum Einspritzen von Kraftstoff mit einer Temperaturkompensation und Vorrichtung zur Durchführung des Verfahrens
DE19644497B4 (de) * 1996-10-25 2005-09-08 Robert Bosch Gmbh Verfahren zur Steuerung einer Brennkraftmaschine mit einer Kraftstoffpumpe
DE10043695A1 (de) * 2000-09-04 2002-03-14 Bosch Gmbh Robert Verfahren zum Bestimmen einer Heißstartsituation bei einer Brennkraftmaschine
DE10064653A1 (de) * 2000-12-22 2002-07-11 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP3941441B2 (ja) * 2001-09-11 2007-07-04 トヨタ自動車株式会社 内燃機関の始動時制御装置
CN102493905A (zh) * 2011-12-15 2012-06-13 潍柴动力股份有限公司 一种柴油机冷启动辅助装置及控制方法
CN110486173B (zh) * 2019-07-30 2021-10-01 中国航发沈阳发动机研究所 一种用于航空发动机热起动供油的修正方法及装置

Family Cites Families (9)

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Publication number Priority date Publication date Assignee Title
DE2410090C2 (de) * 1974-03-02 1986-07-31 Robert Bosch Gmbh, 7000 Stuttgart Schalteinrichtung für den Heißstart von Brennkraftmaschinen mit elektronisch gesteuerter Kraftstoffeinspritzung
US4224913A (en) * 1979-08-13 1980-09-30 General Motors Corporation Vehicle air-fuel controller having hot restart air/fuel ratio adjustment
JPS56154133A (en) * 1980-04-28 1981-11-28 Nippon Denso Co Ltd Correcting method of starting for electronic fuel jet system
US4499879A (en) * 1983-04-28 1985-02-19 General Motors Corporation Fuel supply system for an internal combustion engine
JPS59206651A (ja) * 1983-05-09 1984-11-22 Toyota Motor Corp エンジンの再始動制御方法
JPS62131938A (ja) * 1985-12-02 1987-06-15 Nippon Denso Co Ltd 内燃機関の空燃比制御装置
JPH0830442B2 (ja) * 1986-01-10 1996-03-27 本田技研工業株式会社 内燃エンジンの作動制御方法
US4747386A (en) * 1986-05-02 1988-05-31 Toyota Jidosha Kabushiki Kaisha Method and apparatus for augmenting fuel injection on hot restart of engine
JPH0751905B2 (ja) * 1986-12-27 1995-06-05 本田技研工業株式会社 内燃エンジンの始動後燃料供給制御方法

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1544447A2 (fr) 2003-12-19 2005-06-22 Siemens Aktiengesellschaft Procédé et appareil pour commander un moteur à combustion interne

Also Published As

Publication number Publication date
US4951633A (en) 1990-08-28
ES2024001B3 (es) 1992-02-16
EP0365714A1 (fr) 1990-05-02
DE3864688D1 (de) 1991-10-10

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