EP1159527A1 - Dispositif et procede pour arreter, de maniere controlee, un moteur a combustion interne - Google Patents

Dispositif et procede pour arreter, de maniere controlee, un moteur a combustion interne

Info

Publication number
EP1159527A1
EP1159527A1 EP00989783A EP00989783A EP1159527A1 EP 1159527 A1 EP1159527 A1 EP 1159527A1 EP 00989783 A EP00989783 A EP 00989783A EP 00989783 A EP00989783 A EP 00989783A EP 1159527 A1 EP1159527 A1 EP 1159527A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
crankshaft
angular position
controlled shutdown
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.)
Withdrawn
Application number
EP00989783A
Other languages
German (de)
English (en)
Inventor
Sevan Tatiyosyan
Harry Friedmann
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1159527A1 publication Critical patent/EP1159527A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • F02N15/025—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the friction type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0851—Circuits specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/021—Engine crank angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/022—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/023—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/104—Control of the starter motor torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a device and a method for the controlled shutdown of an internal combustion engine with the features of the two independent claims.
  • DE-OS 42 30 616 proposes to carry out a so-called run-out detection in an internal combustion engine, in which the angular position of the crank registered when the internal combustion engine or the engine is switched off. and the camshaft is stored in a memory in the control device. After recommissioning, the control device knows the correct angular positions and the correct ignition and injection signals can be output immediately and the internal combustion engine is operated correctly.
  • the run-out detection can lead to problems if the last signals supplied by the angle sensors, which are usually also very small at low speed, are distorted by interference. Further problems can occur if the internal combustion engine or the motor swings back after being switched off and the correct parking position is therefore not saved.
  • the internal combustion engine has the advantage that the actual shut-off position and thus the associated angular position of the crankshaft and the camshaft and thus the cylinder positions are known very precisely.
  • the parking positions are advantageously preferred positions which can be approached as parking positions.
  • the parking position is also, with great certainty, the position when it is switched on again, so that immediately after the internal combustion engine is switched on again, individual control signals for the ignition and injection can be given as soon as the first signals from the angle sensors can be evaluated by the control unit, if necessary after waiting for a debounce time. It is particularly advantageous that the reference mark can be recognized shortly after the debounce time.
  • the advantages are achieved by using or having means which, after the internal combustion engine has been switched off, apply a torque to a shaft, for example the crankshaft of the internal combustion engine, which leads to the crankshaft rotating up to a desired predeterminable position, which is a preferred position for the shutdown. This position is then maintained until the internal combustion engine is switched on again.
  • a position is selected as the preferred position in which the reference mark runs past the sensor when its output signals can be evaluated after the start and possibly also after a debouncing time has elapsed.
  • the means mentioned can be designed as an active adjusting device and, for example, by the starter or
  • Starter generator are initiated.
  • These means can also include an additional electric motor that acts on the crankshaft, this applies in particular to hybrid vehicles.
  • Another possibility for these means is a servomotor. Further advantages are achieved by the measures specified in the subclaims.
  • Means for example, designed so that special ignition and injection pulses are emitted, which lead to burns in the cylinders of the internal combustion engine, which in turn generate just enough torque that the internal combustion engine moves into the desired position.
  • the means which bring the crankshaft of the internal combustion engine into the preferred position when it is switched off comprise a gas exchange valve actuation which, with suitable actuation, can produce a torque on the internal combustion engine.
  • FIG. 1 shows a schematic illustration of a starter arrangement 10 for an internal combustion engine 11.
  • the starter arrangement 10 includes an electric drive system 12, which can apply a torque to a crankshaft 13 in a controlled manner, particularly during the start or when or after the internal combustion engine 11 is switched off.
  • the electrical drive system 12 comprises an electrical machine 14 which, via a shaft 15 with a clutch 16 Connection is established. It would also be possible for the connection between the shaft 15 and the electrical machine 14 to be established via a transmission 17.
  • the electrical machine 14 can be decoupled from the shaft 15 and, if desired, also as
  • the electric drive system 12 can be designed, for example, as a starter.
  • the flywheel is brought to a high speed by the electric machine 14 before a
  • this further comprises a
  • Powertrain control 18 The powertrain control 18 is equipped with means for reading in and evaluating the operating parameters of the individual components. A selection of the operating parameters to be evaluated is made in a manner that will be explained in more detail below.
  • Powertrain control 18 is, for example, the control device of the internal combustion engine, which controls the internal combustion engine in a known manner by controlling ignition and injection means, or a corresponding processor or computer.
  • encoder wheels are connected to the two shafts in a conventional manner; these encoder wheels have a special surface characteristic that is scanned with the aid of fixed sensors.
  • the crankshaft sensor wheel has 60-2 teeth, the two missing teeth being the reference mark.
  • the camshaft sensor wheel has for example a number of angle marks depending on the number of cylinders or just one angle mark.
  • the output signals of these sensors are fed to the drive train control 18 via the connection 19 and evaluated in the drive train control 18 to determine the angular position of the crankshaft and the camshaft and for synchronization, i.e. to determine the exact engine position or the internal combustion engine and thus to determine the position of the individual cylinders.
  • the drive train control 18 feeds the control signals required for operation to the internal combustion engine.
  • FIG. 2 shows an example of the components of an internal combustion engine that are necessary for understanding the invention.
  • 21 denotes a sensor wheel which is rigidly connected to the crankshaft 13 of the internal combustion engine and has a plurality of teeth or angle marks 22 of the same type on its surface.
  • a reference mark 23 is provided, which is realized, for example, by two missing angle marks.
  • a second sensor wheel 24 is connected to the camshaft 25 of the internal combustion engine and has on its periphery one or more segments 26 with which the phase position of the internal combustion engine is determined or the position of the crankshaft in relation to the camshaft is determined.
  • the connection between crankshaft and camshaft, which rotates the camshaft at half the crankshaft speed, is symbolized by 27.
  • the exact design of the two encoder wheels is only an example specified and can be adapted to specific requirements.
  • the two rotating encoder wheels 21, 24 are, for example, of suitable fixed transducers 28, 29
  • Inductive sensors scanned. From the chronological sequence of the signals or pulses SI, S2 supplied by the pickups 28 and 29, a clear statement about the position of the crankshaft 13 and camshaft 25 can be obtained, and corresponding control signals A for the control device or the drive train control 18 can be obtained Ignition and / or injection can be calculated.
  • the preferred run-out position i.e. the angular position in which the crankshaft 13 comes to a standstill after the internal combustion engine has been switched off chosen that the reference mark 23 as soon as possible after the
  • Recommissioning passed the transducer 28.
  • a certain debounce time which may be necessary, is taken into account.
  • the debounce time is the time it takes for the transducer to deliver an evaluable output signal.
  • the exact position of the parking position is thus selected so that after the start of the internal combustion engine and thus after the crankshaft and the encoder wheel 21 have started to rotate, after an angle rotation that is as small as possible and thus for a particularly short time, an output signal of the sensor 28 that is characteristic of the occurrence of the reference mark is obtained , which is then used in the control unit or the drive train control 18.
  • a method according to the invention the aim of which is to position the internal combustion engine or engine when it is switched off in such a way that when it is started immediately after the crankshaft signal has been debounced, i.e. immediately after receipt an evaluable crankshaft signal on a time and angle basis, the reference mark for verification of the current angular position is present.
  • the calculation and / or output of injection and / or ignition signals can begin before the sensor signals are present in the control unit. As soon as the angle signals from the crankshaft encoder are available, they can then also be taken into account for the output of angle events (ignition and injection).
  • crankshaft 13 of the internal combustion engine is specifically turned into a desired one when it is switched off
  • Crankshaft sensor wheel when the internal combustion engine restarts passes the sensor or sensor 28 as far as possible, if this provides an evaluable signal, for example after the debounce time, or if the angular velocity of the crankshaft 13 is so high that the voltage induced in the sensor 28 is sufficient for evaluation.
  • the starting process can then be reproducible with a defined period of time that is shorter than the average starting time of conventional standard methods.
  • the controlled shutdown of the internal combustion engine in a defined angular position can be carried out according to various methods, for example with the inclusion of an active adjustment device according to an active adjustment method or with the aid of a passive braking and shutdown device.
  • adjustment or parting devices are:
  • the engine In the after-running of the internal combustion engine, the engine is stopped after the regular injection has ended.
  • the adjusting device is then actively controlled and moves the internal combustion engine or the
  • Method A thus works by means of an active adjusting device, for example by means of an electric motor or by means of the starter which can be activated and which is controlled in such a way that it does applies the torque required to adjust the crankshaft.
  • Method B also works by means of an active adjusting device.
  • the adjusting device takes over or guides the rotary movement of the internal combustion engine or the engine even before it comes to a standstill.
  • the adjusting device moves the motor into the desired angular position specified by the engine control unit and brings it to a standstill there.
  • This method works by means of ignition and injection in the internal combustion engine, for example in the gasoline engine. Whenever, afterwards, the observation of the angle signals, i.e. by evaluating the tooth periods on the crankshaft sensor wheel, indicates that the engine will come to a standstill after a defined angle and the then coming out position is not the desired one.
  • This procedure is carried out in two ways. In order to bring the engine forward in the direction of the desired position, the injection is carried out slightly before the compression stroke and ignited in the vicinity of the ignition top dead center (ZOT). As a result, the shaft of the internal combustion engine rotates forward at a low speed. If necessary, this process is repeated if the control unit recognizes that the desired position has not yet been reached.
  • ZOT ignition top dead center
  • the crankshaft of the internal combustion engine is just before the desired position
  • a small amount of fuel is injected before the compression stroke and ignited before the ignition TDC.
  • the point in time or the angular position of the ignition is selected such that the piston moving upward and thus the internal combustion engine or the motor is braked in its movement.
  • the crankshaft of the internal combustion engine or the engine comes to a stop at the desired angular position. This position is then maintained and serves as the starting point for calculating the ignition and injection signals after the internal combustion engine is switched on again.
  • the shutdown device uses the remaining rotary movement of the internal combustion engine shafts and influences them in such a way that the crankshaft of the internal combustion engine comes to a standstill in the desired angular position specified by the control unit.
  • the internal combustion engine can be specifically switched off so that in the next starting process the internal combustion engine is synchronized, i.e. the crank is assigned to the camshaft using the reference mark, provided that the engine position is subsequently adjusted, e.g. by pushing etc. was not changed.
  • the injections and the correct ignition can always be started after a predeterminable time which is faster than in the case of known solutions, which significantly shortens the starting process of the internal combustion engine.
  • Method B also has the advantage that the position of the cylinders of the internal combustion engine or of the engine is known immediately after activating terminal 15 (actuation of the ignition switch), provided the engine position has not been changed, for example by pushing, etc.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un dispositif et un procédé pour arrêter, de manière contrôlée, un moteur à combustion interne. Ce procédé consiste, après l'arrêt, dans la phase d'inertie du moteur à combustion interne, à faire passer le vilebrequin et/ou l'arbre à cames, par une intervention active ou passive, dans une position angulaire qui correspond à une position angulaire définie, préallouable. Cette position préférentielle est mémorisée et sert de position angulaire correcte lors d'un nouveau démarrage, de sorte que les processus d'injection de carburant et d'allumage, propres à chaque cylindre, puissent être déclenchés immédiatement après la reconnaissance d'une intention de démarrage. Les unités de réglage ou d'arrêt utilisées, qui provoquent le déplacement angulaire d'une position d'arrêt souhaitée ou le passage à cette dernière, ainsi que les procédés correspondants sont conçus de différentes façons et agissent de manière passive ou active. Ces moyens de réglage ou d'arrêt comprennent par exemple le démarreur ou le générateur-démarreur, un moteur électrique notamment dans les véhicules hybrides, un moteur de positionnement supplémentaire, ou sont formés par émission d'impulsions d'allumage et d'injection supplémentaires qui déclenchent des combustions supplémentaires, ou au moyen d'un organe de commande de soupape de changement des gaz.
EP00989783A 1999-12-28 2000-11-22 Dispositif et procede pour arreter, de maniere controlee, un moteur a combustion interne Withdrawn EP1159527A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19963356 1999-12-28
DE19963356 1999-12-28
PCT/DE2000/004118 WO2001048373A1 (fr) 1999-12-28 2000-11-22 Dispositif et procede pour arreter, de maniere controlee, un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1159527A1 true EP1159527A1 (fr) 2001-12-05

Family

ID=7934731

Family Applications (2)

Application Number Title Priority Date Filing Date
EP00113880A Expired - Lifetime EP1113169B1 (fr) 1999-12-28 2000-06-30 Dispositif de démarrage de moteur à combustion interne et sa méthode de commande
EP00989783A Withdrawn EP1159527A1 (fr) 1999-12-28 2000-11-22 Dispositif et procede pour arreter, de maniere controlee, un moteur a combustion interne

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP00113880A Expired - Lifetime EP1113169B1 (fr) 1999-12-28 2000-06-30 Dispositif de démarrage de moteur à combustion interne et sa méthode de commande

Country Status (4)

Country Link
EP (2) EP1113169B1 (fr)
JP (2) JP2003518585A (fr)
DE (3) DE10030001A1 (fr)
WO (1) WO2001048373A1 (fr)

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JP4480886B2 (ja) 2010-06-16
DE10030000A1 (de) 2001-07-05
EP1113169A1 (fr) 2001-07-04
JP2003518585A (ja) 2003-06-10
DE50011629D1 (de) 2005-12-22
EP1113169B1 (fr) 2005-11-16
WO2001048373A1 (fr) 2001-07-05
JP2001225674A (ja) 2001-08-21

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