EP1477654B1 - Procede pour stopper un moteur a combustion interne entre une position de repos desirée - Google Patents

Procede pour stopper un moteur a combustion interne entre une position de repos desirée Download PDF

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Publication number
EP1477654B1
EP1477654B1 EP03101379A EP03101379A EP1477654B1 EP 1477654 B1 EP1477654 B1 EP 1477654B1 EP 03101379 A EP03101379 A EP 03101379A EP 03101379 A EP03101379 A EP 03101379A EP 1477654 B1 EP1477654 B1 EP 1477654B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
engine
rest
down movement
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
EP03101379A
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German (de)
English (en)
Other versions
EP1477654A1 (fr
Inventor
Klemens Grieser
Ulrich Kramer
Klaus Badke
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.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP03101379A priority Critical patent/EP1477654B1/fr
Priority to DE50302116T priority patent/DE50302116D1/de
Publication of EP1477654A1 publication Critical patent/EP1477654A1/fr
Application granted granted Critical
Publication of EP1477654B1 publication Critical patent/EP1477654B1/fr
Anticipated expiration legal-status Critical
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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
    • 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
    • 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
    • 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
    • F02N11/0814—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
    • 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
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2006—Control related aspects of engine starting characterised by the control method using prediction of future conditions

Definitions

  • the invention relates to a method for stopping an internal combustion engine - in particular an internal combustion engine with direct injection and spark ignition - in a desired rest position by influencing the discharge movement of the internal combustion engine, wherein the rest position is set based on current operating data, and adapted to influence the outflow due to the current operating data becomes. Furthermore, the invention relates to an internal combustion engine which is designed for carrying out such a method.
  • crankshaft is in or near a certain position at the beginning of cranking.
  • various methods and devices are known with which the assumption of a desired rest position of the internal combustion engine to be ensured at standstill.
  • certain means are designed so that special ignition and injection pulses are generated such that the internal combustion engine is brought into a desired position.
  • the next startup should then be a desired engine position.
  • the angular position of the crankshaft and the camshaft and thus the cylinder position is monitored.
  • how to always achieve exactly the desired rest position is not specified. Due to varying influences, however, the actually achieved rest positions of the internal combustion engine fluctuate considerably, which has a correspondingly negative effect on the conditions for a starterless starting of the internal combustion engine.
  • EP 1 113 169 A1 the control of a stopping process of an internal combustion engine is described.
  • the internal combustion engine described there requires an electric drive system both for starting and for the discharge process.
  • a sensor By a sensor, the current speed, a crankshaft angle and an engine temperature is detected and transmitted to a powertrain control. It takes into account the rotational moment of inertia of the electric drive system, ie an electric machine, as well as other rotational moments of inertia.
  • the internal combustion engine integrated adjusting means can run controlled by setting of desired values by means of the drive train control in this way the stopping process.
  • a clutch connected to the starter drive is opened in a controlled manner.
  • this solution requires an electric starter, it can be seen that no accurate positioning of the cylinder piston is achieved.
  • a model of the outflow movement of the internal combustion engine is used according to the invention, which takes into account (a) the current kinetic energy of the drive train, (b) the friction losses and / or (c) the compression and expansion processes in the cylinders of the internal combustion engine.
  • Such a model can be obtained on the basis of theoretical considerations and implemented in the form of mathematical equations.
  • the model is obtained entirely or at least partially empirically, i. by observing the engine behavior and conditioning the measurement data obtained (e.g., as a look-up table).
  • the method described has the advantage that it can be exercised very flexibly in conjunction with different methods of influencing the movement of an internal combustion engine. That is, virtually any special procedure for stopping an internal combustion engine in a desired rest position by the described method can be further improved. In particular, simple, inexpensive methods can be improved so that they achieve the precision and reliability of more complex methods.
  • the desired rest position of the internal combustion engine specified in the method can in particular be set so that the internal combustion engine is in an optimal initial configuration for a subsequent start-up solely by (or at least assisted by) fuel combustion.
  • the above-described advantages of starting with fuel combustion can be achieved, ie the reduction in size of the required auxiliary equipment (starter motor) or the complete waiver thereof.
  • the invention further relates to an internal combustion engine with direct injection and spark ignition and a motor control unit, which is designed to carry out a method of the type described above. That is, the engine control unit can take advantage of the outflow movement of the internal combustion engine via suitable means to bring the latter in a desired rest position to a standstill. Furthermore, the engine control unit has means for predicting the anticipated rest position and is able to adjust the influence on the coasting movement due to such prediction, the prediction using a model of the coasting motion of the engine which determines the kinetic energy of the driveline, the friction losses and the Comprises compression and expansion processes of the internal combustion engine.
  • the engine control unit may include engine speed, crankshaft angle, intake pressure, and / or engine temperature sensor inputs. In this way, it is ensured that these variables, which are particularly relevant for the outward movement of the internal combustion engine, can currently be detected with their actual values.
  • the internal combustion engine also optionally includes a braking device, with which a braking force can be exerted on the outlet movement of the internal combustion engine.
  • the braking device may be e.g. attach directly to the crankshaft, to the camshaft or to a piston. It allows stopping in a desired rest position without the energy of the movement of the internal combustion engine should be actively supplied from the outside.
  • the invention will be explained in greater detail below by way of example with reference to the FIGURE.
  • the single figure shows schematically the components of a direct injection internal combustion engine and a motor control unit for carrying out the method according to the invention.
  • internal combustion engine 10 is a combustion engine with spark ignition and direct injection of gasoline over the leading into the cylinder 3 fuel supply 4.
  • a direct injection engine has the advantage that this by spark ignition of the air-fuel mixture can be started directly in the cylinders 3, without an additional starter motor must drive the crankshaft 11 during a cranking phase.
  • the (external or self) ignition of an air-fuel mixture during the start phase but only to support a starter (starter motor) done in order to accelerate the starting process (“Quick Start”) to be able to interpret the starter smaller , and to improve the comfort of the conventional launch.
  • fuel is injected and ignited already from the first revolution or from the first expansion stroke of a piston.
  • the internal combustion engine 10 further includes an intake manifold 2 for supplying fresh air, wherein the supply rate can be adjusted via a throttle valve 1. Downstream of the throttle valve 1, a pressure sensor for the suction pressure is arranged, whose signal p man is passed to a motor control unit 7, which may be realized for example by a microprocessor. Further, on the crankshaft 11 of the internal combustion engine 10, a sensor for the crankshaft angle ⁇ or the rotational speed n and on the internal combustion engine 10, a sensor for the engine temperature T is provided, which both transmit their signals to the engine control unit 7. Other sensor inputs are generally designated by x. The engine control unit 7 receives said sensory information and calculates therefrom control commands for various components of the internal combustion engine such. B. a fuel injection system.
  • the exhaust gases from the cylinders 3 of the internal combustion engine 10 are passed from an exhaust manifold 5 in an exhaust system.
  • the internal combustion engine od with other known components such as an exhaust gas recirculation, an exhaust gas turbocharger, a catalyst. Like. Be equipped, which are not shown in detail in the figure.
  • a control of the throttle valve 1 can take place with control signals TP in order to influence the change in the pumping work of the internal combustion engine 10 to take on the reached end position of the crankshaft and to ensure the largest possible amount of fresh air in the cylinders.
  • a braking device 6 is shown schematically in the figure, which can exert a directly or indirectly predetermined by the engine control unit 7 braking force F B on the crankshaft 11 of the internal combustion engine 10.
  • the braking device could also act on another part coupled to the engine rotation, such as the camshaft (not shown) or a piston.
  • an alternator 9 is indicated whose electrical load L is transmitted from the engine control unit 7, e.g. can be controlled by turning on power consumers.
  • devices whose control can be used to influence the outflow movement of the internal combustion engine 10 an oil pump, an air conditioning compressor, a pump for a steering assist system, a timing chain or a timing belt for coupling crankshaft and camshaft and located between the engine and transmission friction clutch, but the vehicle brake should be activated.
  • a model 8 for the outlet movement of the engine 10 ie their movement from stopping the ignition or the fuel supply to standstill (speed Zero).
  • This model may predict the anticipated resting position of the engine 10 based on the current engine operating parameters.
  • the engine control unit 7 can adjust its influence on the coasting movement so that the actually achieved rest position is closer to the desired rest position than predicted by the model (assuming an unmatched influence).
  • the model calculates the friction acting on the motor movement, the z. B. can be expressed as a frictional force F R.
  • This friction is estimated on the basis of the loss of kinetic energy between two times t 1 and t 2 during the coasting movement of the internal combustion engine 10.
  • the compression and expansion processes are modeled in the engine 10, as these also have a significant influence on the discharge movement. Based on an energy balance between the current energy of the engine and the energy losses, the expected resting position can then be predicted. If this is not within the desired target range, the influence measures available to the engine control unit 7 can be adapted accordingly.
  • the model 8 of the engine control unit 7 is adapted to learn.
  • the model may contain for this purpose learning subsystems, for. In the form of neural networks.
  • good predictions can be guaranteed during the entire service life of the motor vehicle or over the entire range of variation of a mass production.
  • the model can be refined by considering all relevant engine parameters such as engine wear, production tolerances, oil viscosity and the like.

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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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (9)

  1. Procédé pour stopper un moteur à combustion interne, notamment un moteur à combustion interne (10) à injection directe et allumage à distance, dans une position de repos souhaitée en influençant son mouvement de démarrage, la position de repos étant réglée sur la base de sur le données de fonctionnement actuelles (ϕ, ω, T, pman, x) et l'influence mouvement de démarrage étant adaptée en fonction des données de fonctionnement actuelles, caractérisé en ce que le réglage de la position de repos se base sur une anticipation par un modèle (8) du mouvement de démarrage du moteur à combustion interne (10), laquelle tient compte de l'énergie cinétique (Ekin) de la chaîne de transmission, des pertes par frottement (FR) et des opérations de compression et d'expansion du moteur à combustion interne.
  2. Procédé selon la revendication 1, caractérisé en ce que la position de repos souhaitée convient pour un démarrage du moteur à combustion interne (10) uniquement par une combustion de carburant ou avec assistance.
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que les données de fonctionnement utilisées pour anticiper la position de repos comprennent la vitesse de rotation du moteur (n), l'angle de vilebrequin (ϕ), la température du moteur (T) et/ou la pression d'aspiration (pman).
  4. Procédé selon au moins l'une des revendications 1 à 3, caractérisé en ce que l'influence sur le mouvement de démarrage du moteur à combustion interne (10) comprend le contrôle d'au moins l'une des grandeurs ou l'un des dispositifs ci-après :
    - l'angle d'ouverture d'un clapet d'étranglement (1) ;
    - la force de freinage (FB) qui est exercée sur un dispositif couplé avec le mouvement du moteur à combustion interne ;
    - l'alternateur du véhicule automobile ;
    - la pompe à huile du véhicule automobile ;
    - le compresseur d'un climatiseur du véhicule automobile ;
    - la pompe d'un système de direction assistée ;
    - la chaîne de commande et/ou la courroie crantée entre le vilebrequin et l'arbre à cames ;
    - l'embrayage entre le moteur à combustion interne et la boîte de vitesses.
  5. Procédé selon au moins l'une des revendications 1 à 4, caractérisé en ce que le modèle (8) est obtenu au moins partiellement de manière empirique.
  6. Procédé selon la revendication 5, caractérisé en ce que le modèle (8) contient des paramètres qui sont adaptés sur la base d'une comparaison entre la position de repos anticipée et réelle du moteur à combustion interne (10).
  7. Moteur à combustion interne (10) avec injection directe et allumage à distance, caractérisé par une unité de commande de moteur (7) qui est configurée pour mettre en oeuvre un procédé selon au moins l'une des revendications 1 à 6.
  8. Moteur à combustion interne selon la revendication 7, caractérisé en ce que l'unité de commande de moteur (7) présente des entrées de capteur pour la vitesse de rotation du moteur (n), l'angle de vilebrequin (ϕ), la pression d'aspiration (pman) et/ou la température du moteur (T).
  9. Moteur à combustion interne selon la revendication 7 ou 8, caractérisé en ce que celui-ci comprend un dispositif de freinage (6) pour exercer une force de freinage (FB) sur le mouvement de démarrage du moteur à combustion interne (10).
EP03101379A 2003-05-16 2003-05-16 Procede pour stopper un moteur a combustion interne entre une position de repos desirée Expired - Lifetime EP1477654B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP03101379A EP1477654B1 (fr) 2003-05-16 2003-05-16 Procede pour stopper un moteur a combustion interne entre une position de repos desirée
DE50302116T DE50302116D1 (de) 2003-05-16 2003-05-16 Verfahren zum Anhalten einer Brennkraftmaschine in einer gewuenschten Ruheposition

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP03101379A EP1477654B1 (fr) 2003-05-16 2003-05-16 Procede pour stopper un moteur a combustion interne entre une position de repos desirée

Publications (2)

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EP1477654A1 EP1477654A1 (fr) 2004-11-17
EP1477654B1 true EP1477654B1 (fr) 2006-01-04

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EP03101379A Expired - Lifetime EP1477654B1 (fr) 2003-05-16 2003-05-16 Procede pour stopper un moteur a combustion interne entre une position de repos desirée

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DE (1) DE50302116D1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007000185B4 (de) 2006-03-29 2019-05-29 Toyota Jidosha Kabushiki Kaisha Steuervorrichtung für eine Anhalteposition und Steuerverfahren für eine Anhalteposition einer Brennkraftmaschine

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4424153B2 (ja) 2004-10-22 2010-03-03 トヨタ自動車株式会社 内燃機関装置および内燃機関の停止位置推定方法並びに内燃機関の制御方法
JP4371047B2 (ja) 2004-12-08 2009-11-25 トヨタ自動車株式会社 内燃機関装置および内燃機関の制御方法
JP4673767B2 (ja) * 2006-02-28 2011-04-20 トヨタ自動車株式会社 内燃機関の自動停止装置及びこの自動停止装置を備えた自動車用内燃機関
EP1876341A1 (fr) 2006-07-04 2008-01-09 Ford Global Technologies, LLC Procédé pour arrêter un moteur à combustion interne
DE102010030751A1 (de) * 2010-06-30 2012-01-05 Robert Bosch Gmbh Verfahren und Vorrichtung zum Positionieren einer Kurbelwelle einer Brennkraftmaschine eines Kraftfahrzeuges
JP6191552B2 (ja) * 2014-06-19 2017-09-06 トヨタ自動車株式会社 内燃機関の自動停止制御装置

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08177586A (ja) * 1994-10-26 1996-07-09 Toyota Motor Corp 内燃機関の制御装置
DE10030001A1 (de) * 1999-12-28 2001-07-12 Bosch Gmbh Robert Vorrichtung und Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007000185B4 (de) 2006-03-29 2019-05-29 Toyota Jidosha Kabushiki Kaisha Steuervorrichtung für eine Anhalteposition und Steuerverfahren für eine Anhalteposition einer Brennkraftmaschine

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Publication number Publication date
EP1477654A1 (fr) 2004-11-17
DE50302116D1 (de) 2006-03-30

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