EP1301706B1 - Procede pour demarrer un moteur a combustion interne a plusieurs cylindres - Google Patents

Procede pour demarrer un moteur a combustion interne a plusieurs cylindres Download PDF

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Publication number
EP1301706B1
EP1301706B1 EP01911427A EP01911427A EP1301706B1 EP 1301706 B1 EP1301706 B1 EP 1301706B1 EP 01911427 A EP01911427 A EP 01911427A EP 01911427 A EP01911427 A EP 01911427A EP 1301706 B1 EP1301706 B1 EP 1301706B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
cylinder
fuel
phase
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Expired - Lifetime
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EP01911427A
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German (de)
English (en)
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EP1301706A1 (fr
Inventor
Gerhard Brueggen
Nikolaus Benninger
Udo Sieber
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • F02N99/00—Subject matter not provided for in the other groups of this subclass
    • 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
    • F02N99/00—Subject matter not provided for in the other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • 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
    • F02N19/004—Aiding engine start by using decompression means or variable valve actuation
    • 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
    • F02N9/00—Starting of engines by supplying auxiliary pressure fluid to their working chambers
    • F02N9/02—Starting of engines by supplying auxiliary pressure fluid to their working chambers the pressure fluid being generated directly by combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/08—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders

Definitions

  • the present invention relates to a method for starting a multi-cylinder internal combustion engine, in particular of a motor vehicle, wherein the position of a piston in a cylinder of the internal combustion engine is determined. Fuel is injected into a combustion chamber of the cylinder whose piston is in a working phase.
  • the invention also relates to a multi-cylinder internal combustion engine, in particular of a motor vehicle.
  • the internal combustion engine comprises a detector device for determining the position of a piston in a cylinder of the internal combustion engine and a Kraftstoffzumesssystem for injecting fuel into a combustion chamber of the cylinder whose piston is in a working phase.
  • the present invention also relates to a control device for such a multi-cylinder internal combustion engine, in particular of a motor vehicle.
  • a method for starting a multi-cylinder internal combustion engine of the type mentioned is known for example from DE 31 17 144 A1.
  • the method described there works without one electromotive starter.
  • a quantity of fuel necessary for combustion is injected into the combustion chamber of one or more cylinders whose pistons are in the working phase and ignited.
  • each injected into the combustion chamber of the cylinder or whose piston the next power stroke fuel and ignited as soon as the respective pistons have reached the working position.
  • an accumulator of the internal combustion engine can be made smaller, since this no longer has to provide electrical energy for the starter and the other electrical components.
  • the clock compression stroke, power stroke, exhaust stroke, intake stroke
  • the individual pistons of the internal combustion engine and the intake and exhaust valves of the combustion chambers are located must be carefully considered. This has the consequence that in a 4- or 6-cylinder internal combustion engine at each stroke of the internal combustion engine only the combustion chamber of a single cylinder - namely the cylinder whose piston is in working position - filled with fuel and the fuel can be ignited.
  • the known method is limited to internal combustion engines in which on the one hand, the compression stroke, power stroke, exhaust stroke and intake stroke are traversed in a fixed order per cylinder, and in which the distribution of the clocks on the individual cylinders is fixed.
  • the present invention has for its object to start a multi-cylinder internal combustion engine without electric starter in the simplest possible way, quickly and yet reliable.
  • the invention proposes starting from the method of the type mentioned that the inlet and / or exhaust valves of at least one cylinder, the piston is after a top dead center, are brought into a working phase corresponding position before starting.
  • the inventive method has, for example, a camshaft-free control of the intake and / or exhaust valves.
  • each intake and exhaust valve can be controlled separately from the other valves and regardless of the position of the camshaft.
  • the intake and / or exhaust valves are equipped either individually or several together with an actuator.
  • the actuator may operate hydraulically, piezoelectrically, electromagnetically or otherwise. From the prior art, a variety of camshaft-free controls for intake and exhaust valves are known, which can be used in conjunction with the present inventive method.
  • the method according to the invention has, for example, a variable camshaft adjuster on the intake side in order to set an early intake closing of the intake valves.
  • the intake camshaft can be adjusted such that the intake valves are only briefly opened in the intake phase at the beginning, and thus be placed in a working phase appropriate position. As a result, a previous inlet closing can be set on the inlet side.
  • the valves can be opened and closed independently and as far as the valve release permits. In this way, it is possible to switch from an intake phase into a work phase and vice versa before or during the startup process. Similarly, the change from a compression phase to an ejection phase and vice versa is possible.
  • the method according to the invention it is possible for the first time to bring two cylinders into a position corresponding to the working phase in the case of a 4- or 6-cylinder internal combustion engine at the start of the starting process.
  • fuel is injected simultaneously and the fuel-air mixture ignited simultaneously.
  • the double combustion leads to a particularly strong initial acceleration of the crankshaft and thus to a particularly short starting process.
  • the double combustion offers sufficient reserve to safely overcome any friction and compression resistances at the beginning of the starting process.
  • fuel is injected into the combustion chamber of an additional cylinder located in the compression phase and ignited, the compressed fuel-air mixture.
  • the start of injection in the combustion chamber of the other cylinder can - if the injection pressure is high enough - be moved in the progressive compression phase until shortly before reaching top dead center.
  • the second combustion further accelerates the rotational movement of the crankshaft.
  • fuel is in the Injected combustion chambers of cylinders located in the intake phase and ignited the compressed fuel-air mixture located in the combustion chambers.
  • the injections can alternatively also take place during the compression phase, provided that the injection pressure is high enough.
  • This embodiment allows a double combustion, which leads to a particularly strong initial acceleration of the crankshaft and thus to a particularly short startup.
  • the intake and / or exhaust valves of the combustion chambers are brought into the position corresponding to the working phase by means of a camshaft-free control.
  • the intake and / or exhaust valves of the combustion chambers by such Adjusting an intake camshaft of a variable camshaft adjuster are placed in the corresponding phase corresponding to the working phase, that the intake valves are opened in an intake phase only briefly at the beginning.
  • a previous inlet closing can be set on the inlet side.
  • a 4-cylinder internal combustion engine are thus at the beginning of the starting process two cylinders in a phase corresponding to the working phase.
  • fuel is injected simultaneously and the fuel-air mixture ignited simultaneously.
  • the double combustion leads to a particularly strong initial acceleration of the crankshaft and thus to a particularly short starting process.
  • the method according to the invention provides additional degrees of freedom in the starting process, which according to the invention can be used inter alia to initiate a second start attempt after an unsuccessful first ignition.
  • the method is performed once again with inverted phases of the individual cylinders.
  • the first ignition is, for example, unsuccessful if the internal combustion engine does not move or a first compression resistance of the cylinder could not be overcome.
  • the inventive method again - and with inverted phases of the individual cylinders - performed.
  • the pistons of the cylinders be brought into a predefinable starting position at the beginning of the starting process.
  • the piston of at least one cylinder of the internal combustion engine is in an optimum position for carrying out the starting process according to the invention.
  • a maximum initial acceleration of the crankshaft can be generated during the starting operation with the first combustion.
  • an electromotive starter can be used, which acts on the crankshaft of the internal combustion engine and this rotates.
  • the compressed in a combustion chamber of a cylinder fuel is ignited shortly before reaching the top dead center of the piston of the respective cylinder toward the end of the compression phase.
  • the compressed fuel may also be ignited shortly after or at the top dead center of the piston of the respective cylinder.
  • the fuel is injected into the combustion chambers during the starting process by means of a feed pump of the fuel metering system.
  • the prefeed pump is, for example, designed as an independent of the internal combustion engine driven electric fuel pump.
  • a prefeed pump is used, for example, at a Common rail fuel metering system for delivering fuel from a fuel reservoir into a low pressure region of the fuel metering system.
  • the fuel is injected into the combustion chambers during the starting process by a high-pressure pump of the fuel metering system, which is driven independently of the internal combustion engine.
  • the high-pressure pump delivers fuel from the low-pressure region of the fuel metering system at high pressure into a high-pressure accumulator.
  • the high-pressure accumulator From the high-pressure accumulator branch off injection valves, via which fuel from the high-pressure accumulator is injected into the combustion chambers of the cylinders.
  • the high-pressure pump can, for example, be driven electrically. With the help of a high-pressure pump, particularly high injection pressures can be achieved during the starting process, so that the injection time during the starting process can be easily shifted into the progressing compression phase until shortly before reaching top dead center.
  • the corresponding intake valve of the cylinder is closed late or prematurely.
  • any continuous compression phase can be shortened in an advantageous manner by delayed closing of the corresponding intake valves - these are opened during the intake phase taking place before the compression phase.
  • the crankshaft of the internal combustion engine by the first combustion at the beginning of the starting process according to the invention significantly easier in a rotational movement and the Internal combustion engine to be started.
  • the corresponding intake valve of the cylinder can be closed late or prematurely.
  • control element which is provided for a control unit of an internal combustion engine, in particular of a motor vehicle.
  • a program is stored on the control, which is executable on a computing device, in particular on a microprocessor, and suitable for carrying out the method according to the invention.
  • the invention is realized by a program stored on the control program, so that this provided with the program control in the same way is the invention as the method to whose execution the program is suitable.
  • an electrical storage medium can be used as the control, for example a read-only memory or a flash memory.
  • the internal combustion engine means for adjusting Eihlass- and / or exhaust valves at least one cylinder, the piston is after a top dead center, before the starting process has a position corresponding to a work phase.
  • the internal combustion engine has a camshaft-free control of intake and / or exhaust valves of the combustion chambers.
  • the internal combustion engine on the inlet side has a variable camshaft adjuster for setting an early intake closing of the intake valves.
  • the internal combustion engine has means for moving the pistons of the cylinders to a predefinable starting position at the start of the starting process.
  • the fuel metering system has a high-pressure pump driven independently of the internal combustion engine for establishing a fuel injection pressure.
  • control unit has means for performing the method according to the invention.
  • the control unit carries out an activation of components of the internal combustion engine involved in the starting process according to the invention, in particular of the fuel metering system and the ignition.
  • the control unit receives the command to start the internal combustion engine, for example. By the operation of an ignition key or a starter button.
  • an internal combustion engine is designated in its entirety by the reference numeral 1.
  • the internal combustion engine 1 has a piston 2 which is reciprocable in a cylinder 3.
  • the cylinder 3 is provided with a combustion chamber 4, to which via valves 5, an intake pipe 6 and an exhaust pipe 7 are connected.
  • the combustion chamber 4 is associated with an injectable with a signal TI injector 8 and a controllable with a signal ZW spark plug 9.
  • the stratified operation of the internal combustion engine 1 the fuel from the injection valve 8 during a through the piston. 2 caused compression phase injected into the combustion chamber 4, locally in the immediate vicinity of the spark plug 9 and at a time immediately before the top dead center OT of the piston 2 and before the ignition. Then, the fuel is ignited with the aid of the spark plug 9, so that the piston 2 is driven in the now following working phase by the expansion of the ignited fuel.
  • the homogeneous operation of the internal combustion engine 1 the fuel from the injection valve 8 is injected into the combustion chamber 4 during an intake phase caused by the piston 2.
  • the injected fuel is swirled and thus distributed in the combustion chamber 4 substantially uniformly (homogeneously).
  • the fuel-air mixture is compressed during the compression phase, to then be ignited by the spark plug 9. Due to the expansion of the ignited fuel, the piston 2 is driven.
  • crankshaft 10 In stratified operation as well as in homogeneous operation, a crankshaft 10 is set into rotary motion by the driven piston 2, over which ultimately the wheels of the motor vehicle are driven.
  • the crankshaft 10 is associated with a speed sensor 11 which generates a signal N in response to the rotational movement of the crankshaft 10.
  • the fuel is injected in stratified operation and in homogeneous operation at high pressure via the injection valve 8 into the combustion chamber 4.
  • an electric fuel pump is provided as a prefeed pump and a high pressure pump, the latter can be driven by the internal combustion engine 1 or electric motor.
  • the electric fuel pump is driven independently of the internal combustion engine 1 and generates a so-called rail pressure EKP of at least 3 bar, and the high-pressure pump generates a rail pressure HD up to about 200 bar.
  • the fuel mass injected into the combustion chamber 4 by the injection valve 8 in stratified operation and in homogeneous operation is controlled and / or regulated by a control unit 12, in particular with regard to low fuel consumption and / or low pollutant emission.
  • the control unit 12 is provided with a microprocessor which has stored in a control, in particular in a read-only memory, a program which is adapted to perform said control and / or regulation.
  • the control unit 12 is acted upon by input signals which represent operating variables of the internal combustion engine 1 measured by means of sensors.
  • the control unit 12 is connected to an air mass sensor arranged in the intake pipe 6, a lambda sensor arranged in the exhaust pipe 7 and / or to the rotational speed sensor 11.
  • the control unit 12 is connected to an accelerator pedal sensor 13, which generates a signal FP, which indicates the position of a driver-actuated accelerator pedal.
  • the control unit 12 generates output signals with which the behavior of the internal combustion engine 1 can be influenced in accordance with the desired control and / or regulation via actuators.
  • the control unit 12 is connected to the injection valve 8 and the spark plug 9 and generates the signals required for their control TI, ZW.
  • FIGS. 2 to 4 three different methods according to the invention for starting a 4-cylinder internal combustion engine 1 in the form of diagrams are shown schematically.
  • the individual lines of the diagrams refer to the respectively indicated cylinder 3 of the internal combustion engine 1.
  • the various cylinders 3 are identified by numbers.
  • the individual columns of the diagrams relate to the phases or cycles in which the piston 2 of the associated cylinder 3 is located.
  • Each of the pistons 2 may be in an intake phase, a compression phase, a work phase or an ejection phase.
  • the transitions between the individual phases are characterized by the top dead center OT of the pistons 2.
  • the horizontal axis along the phases of the piston 2 is a rotational angle ° CA of the crankshaft 10.
  • Dashed lines the position of the internal combustion engine 1 is shown before starting, ie the position at standstill of the internal combustion engine. 1
  • the speed sensor 11 is designed as absolute angle encoder. This means that the rotational speed sensor 11 at any time, in particular after a standstill of the internal combustion engine 1, generates the rotational angle ° KW and passes it on to the control unit 12. In this way, the position of the piston 2 in the cylinders 3 can be determined before the start of the starting process.
  • the crankshaft 10 can also be offset by an electric motor starter in a necessary revolution, so that the speed sensor 11 can signal the position of the piston 2.
  • a sufficiently high injection pressure can, for example, be generated by means of a high-pressure pump driven independently of the internal combustion engine 1. Shortly before or after reaching the top dead center OT, the compressed fuel-air mixture is ignited, and there is a second combustion, through which the rotational movement of the crankshaft 10 is further accelerated.
  • the further injections, ignitions and positions of the valves 5 are shown in the diagram using the example of the cylinder No. 4 and the cylinder No. 2. Accordingly, the further injections take place during the intake phase of the respective cylinder no. 3. Alternatively, the further injections can also take place during the compression phase, if the injection pressure is sufficiently high. The further ignitions take place towards the end of the compression phase shortly before or shortly after reaching the top dead center OT.
  • the intake and exhaust valves 5 of the combustion chamber 4 are adjusted by means of a camshaft-free control.
  • Each inlet and outlet valve 5 is equipped with its own actuator.
  • the valves 5 can be opened and closed independently and freely as far as the valve release permits. In this way, it is possible to switch from a suction phase into a working phase and vice versa. In a corresponding way, the change from a compression phase into an ejection phase and vice versa is possible.
  • Due to the camshaft-free control of the valves 5, the intake and / or exhaust valves 5 can be brought into a predetermined position at the beginning of the starting process to provide optimum conditions for starting the internal combustion engine 1 without electric motor starter.
  • the phases of all cylinders 3 can be easily inverted, i. It is switched between compression phase and ejection phase and between working phase and intake phase.
  • An unsuccessful first start attempt is, for example, before, if the internal combustion engine 1 does not move or the first compression resistance could not be overcome.
  • the working phase is thus present in the second start attempt for cylinder No. 4 at the beginning of the starting process.
  • fuel is injected into No. 2 cylinder, which is then in the compression phase.
  • fuel is then injected into cylinders No. 1 and No. 2 and ignited.
  • each continuous compression phase can be suitably shortened by late or premature closing of the corresponding intake valves 5 - these are opened during the intake phase taking place before the compression phase.
  • the described method is applicable with appropriate modifications to internal combustion engines 1 with more than four cylinders.
  • the cylinder No. 1 and the cylinder No. 4 are in the working phase by closing the valves 5. Fuel is injected and ignited simultaneously in both cylinders 3.
  • the double combustion leads to a strong initial acceleration of the crankshaft 10 and thus to a particularly short startup. Due to the double combustion at the beginning of the starting process sufficient reserves are available to safely overcome any friction and compression resistances of the internal combustion engine 1.
  • the embodiment of the method according to the invention shown in FIG. 4 can be implemented in an internal combustion engine 1 which has a variable camshaft actuator on the inlet side for setting an early intake closing of the intake valves 5.
  • the cylinder no. 1 is in its working phase at the beginning of the starting process.
  • cylinder No. 4 parallel to cylinder No. 1 in piston movement is also a closed combustion chamber 4 before.
  • the intake camshaft is adjusted so that the intake valves 5 are only briefly opened in the intake phase at the beginning (earlier intake closing).
  • the cylinder No. 4 is quasi in its working phase.
  • fuel is injected and ignited simultaneously in both cylinders 3.
  • the double combustion again causes a strong initial acceleration of the crankshaft 10 and thus a short startup.
  • the further injections, ignitions and valve positions can be taken directly from the diagram. Accordingly, the injections take place during the intake phase of the respective cylinder 3. Alternatively, the injections can also take place during the compression phase, as long as the injection pressure is sufficiently high.
  • the intake camshaft is returned to a position corresponding to the operating point of the internal combustion engine 1 relative position.
  • the diagram in FIG. 4 illustrates this Case of a relatively small actuating speed. Accordingly, there is still an early inlet closing in the second and third intake phase. However, this is irrelevant for the quantities required in the start phase.
  • the described embodiment of the method according to the invention is applicable with corresponding modifications also in internal combustion engines 1 with more than four cylinders.
  • internal combustion engines 1 with fewer than four cylinders the case may arise that at the beginning of the starting operation, none of the pistons 2 is arranged in its working phase. In this case, however, a piston 2 is in its intake phase. Then, the intake camshaft can be adjusted so that the cylinder 2 passes from the intake phase quasi into the working phase. Also in this case, the internal combustion engine 1 can thus start without an electric motor starter.
  • the intake camshaft is not misaligned at the beginning of the starting operation, i. the cylinder No. 4 in Fig. 4 remains in its suction phase. Consequently, only in the cylinder. 1 fuel injected and ignited. In an unsuccessful ignition - the internal combustion engine 1 does not move or a compression resistance could not be overcome - a second start attempt is performed.
  • the intake camshaft is adjusted in the manner described in the figure description to Fig. 4.
  • Injections and ignitions are now carried out - excluding the cylinder no. 1 at the beginning of the starting process - according to the procedure given in the embodiment of FIG. 4.

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  • 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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (17)

  1. Procédé pour démarrer un moteur à combustion interne à injection directe à plusieurs cylindres (1) notamment d'un véhicule automobile, la position d'un piston (2) dans un cylindre (3) du moteur à combustion interne (1) étant calculée et du carburant étant injecté et allumé dans une chambre de combustion (4) au moyen d'un cylindre (3), dont le piston (2) se trouve dans une phase de travail, ce qui déclenche le processus de démarrage,
    caractérisé en ce que
    les soupapes d'admission et/ou d'échappement (5) d'au moins deux cylindres (3), dont les pistons (2) se trouvent après un point mort haut, sont amenées avant le processus de démarrage dans une position correspondant à la phase de travail.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    les soupapes d'admission et/ou d'échappement (5) des chambres de combustion (4) sont amenées dans la position correspondant à la phase de travail à l'aide d'une commande sans arbre à cames.
  3. Procédé selon la revendication 1,
    caractérisé en ce que
    les soupapes d'admission et/ou d'échappement (5) des chambres de combustion (4) sont amenées dans la position correspondant à la phase de travail par un réglage de ce type d'un arbre à cames d'admission d'un actionneur variable d'arbre à cames, de sorte que les soupapes d'admission (5) ne sont ouvertes que brièvement au début d'une phase d'aspiration.
  4. Procédé selon l'une quelconque des revendications 1 à 3,
    caractérisé en ce qu'
    après un premier allumage infructueux du carburant injecté dans au moins un cylindre (3) lors de la phase de travail, le procédé est à nouveau réalisé avec des phases inversées des différents cylindres (3).
  5. Procédé selon l'une quelconque des revendications 1 à 4,
    caractérisé en ce que
    les pistons (2) des cylindres (3) sont amenés dans une position initiale prédéfinie au début du processus de démarrage.
  6. Procédé selon l'une quelconque des revendications 1 à 5,
    caractérisé en ce que
    le carburant comprimé dans une chambre de combustion (4) d'un cylindre (3) est allumé brièvement avant d'atteindre le point mort haut du piston (2) du cylindre respectif (3) vers la fin de la phase de compression.
  7. Procédé selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce que
    le carburant est injecté pendant le processus de démarrage par une pompe de préalimentation du système de dosage de carburant dans les chambres de combustion (4).
  8. Procédé selon l'une quelconque des revendications 1 à 6,
    caractérisé en ce que
    le carburant est injecté dans les chambres de combustion (4) pendant le processus de démarrage par une pompe à haute pression du système de dosage de carburant entraînée indépendamment du moteur à combustion interne (1).
  9. Procédé selon l'une quelconque des revendications 1 à 8,
    caractérisé en ce que
    pendant le processus de démarrage lors d'une phase de compression d'un cylindre (3) du moteur à combustion interne (1), la soupape d'admission (5) correspondante du cylindre (3) est fermée plus tôt ou plus tard.
  10. Procédé selon l'une quelconque des revendications 1 à 8,
    caractérisé en ce que
    pendant le processus de démarrage lors d'une phase d'aspiration d'un cylindre (3) du moteur à combustion interne (1), la soupape d'admission correspondante (5) du cylindre (3) est fermée plus tôt ou plus tard.
  11. Elément de commande, notamment mémoire morte ou mémoire flash pour un appareil de commande (12) d'un moteur à combustion interne (1), notamment d'un véhicule automobile, sur lequel est enregistré un programme pouvant fonctionner sur un ordinateur, notamment sur un microprocesseur, et exécutant dans cette réalisation un procédé selon l'une quelconque des revendications précédentes.
  12. Moteur à combustion interne à injection directe à plusieurs cylindres (1) notamment d'un véhicule automobile, doté d'un dispositif de détecteur pour déterminer la position d'un piston (2) dans un cylindre (3) du moteur à combustion interne (1), avec un système de dosage de carburant pour injecter du carburant dans une chambre de combustion (4) d'au moins un cylindre (3), dont le piston (2) se trouve dans une phase de travail, et avec des moyens (9) pour allumer un mélange air/carburant se trouvant dans la chambre de combustion (4) de l'au moins un cylindre (3) afin de déclencher ainsi un processus de démarrage du moteur à combustion interne (1),
    caractérisé en ce que
    le moteur à combustion interne (1) présente des moyens qui amènent les soupapes d'admission et/ou d'échappement (5) d'au moins deux cylindres (3), dont les pistons (2) se trouvent après un point mort haut, avant le processus de démarrage dans une position correspondant à la phase de travail.
  13. Moteur à combustion interne (1) selon la revendication 12,
    caractérisé en ce que
    les moyens sont conçus en tant que commande, sans arbre à cames, des soupapes d'admission et/ou d'échappement (5) des chambres de combustion (4).
  14. Moteur à combustion interne (1) selon la revendication 12,
    caractérisé en ce que
    les moyens sont conçus en tant qu'actionneur variable d'arbre à cames associé au côté admission pour régler une fin d'admission prématurée des soupapes d'admission (5).
  15. Moteur à combustion interne (1) selon l'une quelconque des revendications 12 à 14,
    caractérisé en ce que
    le moteur à combustion interne (1) présente des moyens pour déplacer le piston (2) des cylindres (3) dans une position initiale prédéfinie au début du processus de démarrage.
  16. Moteur à combustion interne (1) selon l'une quelconque des revendications 12 à 15,
    caractérisé en ce que
    le système de dosage de carburant présente une pompe à haute pression entraînée indépendamment du moteur à combustion interne (1) pour former une pression d'injection du carburant.
  17. Appareil de commande (12) d'un moteur à combustion interne à injection directe à plusieurs cylindres (1) selon la revendication 12,
    caractérisé en ce que
    l'appareil de commande (12) présente les moyens pour exécuter le procédé selon l'une quelconque des revendications 1 à 10.
EP01911427A 2000-04-22 2001-02-07 Procede pour demarrer un moteur a combustion interne a plusieurs cylindres Expired - Lifetime EP1301706B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10020104A DE10020104A1 (de) 2000-04-22 2000-04-22 Verfahren zum Starten einer mehrzylindrigen Brennkraftmaschine
DE10020104 2000-04-22
PCT/DE2001/000461 WO2001081760A1 (fr) 2000-04-22 2001-02-07 Procede pour demarrer un moteur a combustion interne a plusieurs cylindres

Publications (2)

Publication Number Publication Date
EP1301706A1 EP1301706A1 (fr) 2003-04-16
EP1301706B1 true EP1301706B1 (fr) 2006-03-08

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP01911427A Expired - Lifetime EP1301706B1 (fr) 2000-04-22 2001-02-07 Procede pour demarrer un moteur a combustion interne a plusieurs cylindres

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US (1) US6718928B2 (fr)
EP (1) EP1301706B1 (fr)
JP (1) JP4819281B2 (fr)
KR (1) KR100771292B1 (fr)
DE (2) DE10020104A1 (fr)
WO (1) WO2001081760A1 (fr)

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Publication number Publication date
JP2003532006A (ja) 2003-10-28
WO2001081760A1 (fr) 2001-11-01
JP4819281B2 (ja) 2011-11-24
US6718928B2 (en) 2004-04-13
KR20020026194A (ko) 2002-04-06
US20020157630A1 (en) 2002-10-31
EP1301706A1 (fr) 2003-04-16
KR100771292B1 (ko) 2007-10-29
DE10020104A1 (de) 2001-10-31
DE50109155D1 (de) 2006-05-04

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