EP1586765A1 - Procédé et système de commande pour positioner les vilebrequine lors de l'arrêt d'un moteur à combustion - Google Patents

Procédé et système de commande pour positioner les vilebrequine lors de l'arrêt d'un moteur à combustion Download PDF

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Publication number
EP1586765A1
EP1586765A1 EP04009028A EP04009028A EP1586765A1 EP 1586765 A1 EP1586765 A1 EP 1586765A1 EP 04009028 A EP04009028 A EP 04009028A EP 04009028 A EP04009028 A EP 04009028A EP 1586765 A1 EP1586765 A1 EP 1586765A1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
combustion engine
internal combustion
electric motor
control
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.)
Granted
Application number
EP04009028A
Other languages
German (de)
English (en)
Other versions
EP1586765B1 (fr
Inventor
Markus Dr. Hövermann
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.)
Temic Automotive Electric Motors GmbH
Original Assignee
Temic Automotive Electric Motors 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 Temic Automotive Electric Motors GmbH filed Critical Temic Automotive Electric Motors GmbH
Priority to EP04009028A priority Critical patent/EP1586765B1/fr
Priority to US11/107,406 priority patent/US7261076B2/en
Publication of EP1586765A1 publication Critical patent/EP1586765A1/fr
Application granted granted Critical
Publication of EP1586765B1 publication Critical patent/EP1586765B1/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
    • 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
    • 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
    • F02N11/06—Starting of engines by means of electric motors the motors being associated with current generators and with ignition apparatus
    • 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
    • F02N11/0859—Circuits specially adapted for starting of engines specially adapted to the type of the starter motor or integrated into it
    • 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
    • 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

Definitions

  • the invention relates to a method and a control system for positioning a Crankshaft of an internal combustion engine.
  • Internal combustion engines must be started by means of a starter e.g. in shape an electric motor can be started, with the crankshaft of the internal combustion engine is coupled directly or indirectly. The crankshaft is then through the starter to a required for starting the engine engine speed accelerated.
  • a starter e.g. in shape an electric motor can be started, with the crankshaft of the internal combustion engine is coupled directly or indirectly. The crankshaft is then through the starter to a required for starting the engine engine speed accelerated.
  • the starting torque varies, that of the starter must initially apply. Especially if a cylinder is currently in the Compression stroke, this causes a high starting torque, which is unfavorable affects the starting behavior of the internal combustion engine.
  • the Positioning the crankshaft may be after stopping the engine or before starting the internal combustion engine.
  • starter motors are used to start internal combustion engines used, which is controlled by means of a field-oriented control become.
  • These electric motors are in particular asynchronous or synchronous motors.
  • Such electric motors are powered by a motor control operated, the implementation of the field-oriented control as an input variable need the speed of the rotor or the crankshaft.
  • the crankshaft is provided, for example, with a position sensor, the Angle of the crankshaft determined and from this the speed of the crankshaft certainly.
  • the accuracy of the specific speed depends on how exactly the position angle was determined by the position sensor.
  • become common Speed sensors provided to directly detect the speed.
  • crankshaft to a starting angle while retaining the previous components of the engine system.
  • a first aspect of the invention relates to a method for positioning a Crankshaft of an internal combustion engine to a starting angle with the help of a the crankshaft coupled electric motor.
  • the electric motor is in accordance with a control mode with a field-oriented control depending on a Speed of the crankshaft can be controlled.
  • the crankshaft is after a Stopping the internal combustion engine to the starting angle proceed to a Next, start the engine from this starting angle to start, wherein the electric motor below a limit speed in a control mode controlled independently of the speed in a control mode is to start the starting angle.
  • Another aspect relates to a control system for driving one with a crankshaft of an internal combustion engine coupled electric motor to the crankshaft to position to a desired starting angle.
  • a detection device for receiving or determining a position angle and / or the Speed of the crankshaft and a control unit is provided which is suitable the electric motor in a control mode with a field-oriented control depending on the speed of the crankshaft and the crankshaft to proceed to the starting angle after stopping the internal combustion engine, so that in a subsequent start of the internal combustion engine of this Start angle is started out.
  • the control unit is designed to the electric motor according to a control mode below a predetermined To control the limit speed in a controlled mode independently of the speed, so that the crankshaft is set to the starting angle.
  • Using the control mode for the electric motor also has the advantage that the electric motor is independent of the detected speed of the crankshaft is operated. This is possible by the electric motor to achieve a predetermined torque with a certain drive frequency as well operated with a certain voltage or current. This can be operate the electric motor so that the position angle can be approached. Current or voltage and frequency are chosen so that the applied Torque is sufficient to reverse the engine prevent. As a result, it is advantageously possible, the exact position of the internal combustion engine Also to be determined with position / speed sensors that do not have left / right rotation detection have.
  • an engine system z. B. illustrated for a motor vehicle. It has e.g. a working after the four-stroke process four-cylinder engine 1 on, the torque via a crankshaft 2, to further (not shown) parts of a drive system of the motor vehicle to the drive wheels of the motor vehicle transmits.
  • the electric motor 4 In the present embodiment is directly on the crankshaft 2 a as a starter / generator serving electric motor 4, arranged.
  • the electric motor 4 has a rotor fixedly connected to the crankshaft 2 (not shown), and a z. B. on the housing of the internal combustion engine 1 supported stator (not shown).
  • the electric motor 4 is in the illustrated embodiment as Asynchronous motor 4 is formed, but can also as a synchronous motor öder similar be educated.
  • Such an electric motor 4 has a high torque for the starter operation.
  • the electric motor 4 via a Transmission gear coupled to the crankshaft 2, possibly via an intermediate Engaging drive.
  • the electric motor 4 is designed to be for Setting a desired crank angle position the required torque in the direction of the engine and also when starting the required starting power for directly driving the crankshaft 2 to the required Startup speed can apply.
  • the electric motor of a control unit 5 driven.
  • the control unit 5 comprises a drive unit 6 to the Electric motor 4 by means of drive signals, in particular by means of PWM signals (Pulse width modulation signals) to control.
  • the drive signals are generally depending on the current engine speed, the desired Target speed and / or generated by the position angle of the rotor of the electric motor 4.
  • the control unit 5 further controls the operation for starting angle adjustment as well as the boot process.
  • the control unit 5 receives the current attitude angle of the Crankshaft.
  • the position sensor can according to another embodiment also be integrated in the electric motor 4 and z. B. as a Hall effect rotation angle sensor be formed to measure the rotor angle. The measured rotor angle corresponds due to the direct coupling of the rotor with the crankshaft 2, the attitude angle.
  • the starting process of the internal combustion engine 1 is prepared in a special way: After completion of the engine operation, z. B. at or shortly after shutdown the ignition of the motor vehicle, the control unit 5 controls the Electric motor 4 via the drive unit 6 so that the crankshaft 2 in a for the next start favorable crank angle position, the starting angle, brought becomes.
  • the electric motor 4 the crankshaft 2 of the expiring internal combustion engine 1 to set the desired starting angle.
  • the position sensor 7 is used primarily for attitude angle detection. He will, however Also for speed detection for a variety of functions within the engine system in particular also for the injection control of the internal combustion engine used.
  • the commonly used position sensors usually have however, only an accuracy sufficient for the conventional functions is. Reaching the starting angle can be achieved by a signal edge of the position sensor 7 are given. In particular, reaching the starting angle be indicated by a CAN signal.
  • the electric motor 4 is usually operated in a control mode (closed loop), i. depending e.g. from the speed and the desired target speed the drive signals are generated by the drive unit 6. If however, the speed of the crankshaft 2 and the current position angle only with one low accuracy is detected, especially at low speeds the crankshaft 2 to significant relative errors, the precise operation of the Prevent electric motor 4 in the control mode. Low speeds occur however, when the crankshaft is coasting shortly before stopping. It is just when adjusting the attitude angle when the crankshaft is coasting the termination of the engine operation, a particularly precise operation of the electric motor 4 necessary to set the starting angle.
  • a control mode closed loop
  • the control unit 5 is therefore designed so that it runs when the internal combustion engine is running out the electric motor 4 below a limit speed in a control mode (open loop) operates. That the electric motor 4 is no longer in one Field-oriented control operated in the generation of the drive signals takes into account the current rotor speed, but now independent of the current speed with fixed quantities, e.g. the drive frequency, and fixed current and voltage curves operated at the crank angle with a torque determined by this for a short while to turn on the starting angle. The achievement of the starting angle can by a signal edge of the position sensor 7 are displayed. The control unit 5 then stops the control of the electric motor 4 immediately.
  • Fixed quantities e.g. the drive frequency
  • the control unit 5 thus controls the electric motor 4 below the limit speed in the control mode to start the starting angle.
  • the limit speed is at a speed at which conventional speed sensing is too inaccurate is to ensure trouble-free operation of the electric motor with a field-oriented To allow regulation.
  • This limit speed is for example at speeds in the range of 5 to 50 rpm, but may also be below or above lie.
  • Current or voltage and frequency are chosen so that the Applied torque is sufficient to reverse the combustion engine to prevent. This makes it possible to determine the exact position of the Internal combustion engine also with position / speed sensors to determine which no Have left / right rotation detection.
  • the control unit 5 controls the internal combustion engine 1 so that below another limit speed, the larger is as the limit speed, a fuel supply for the internal combustion engine is switched off.
  • the limit speed is preferably in a range below no independent motor operation of the internal combustion engine 1 or no continuous engine operation is possible.
  • the further limit speed is at about 800 rpm, but may also take on larger or smaller values.
  • the electric motor 4 below the further limit speed according to the control mode with a field-oriented control further dependent be controlled by the speed to vibrations of the crankshaft, which occur when stopping the engine to dampen this the leakage of the crankshaft 2 is guided by means of the electric motor 4, i. the electric motor 4 reduces the fluctuations due to an additional torque when the speed decreases when the engine 1 is coasting.
  • the control mode is switched to the control mode of the control mode, at the end of the discharge process, the starting angle as accurately as possible adjust.
  • the electric motor 4 is driven so that it is the starting angle with a predetermined torque, i. a predetermined speed, or anatti with a predetermined torque curve.
  • the "optimal" attitude angle for starting an internal combustion engine depends on various factors, such as. a. of the engine type, number of cylinders and firing order, and also the desired starting behavior, whether z. B. for the next start a low starting torque at the beginning of the boot process, a shortened start time or at least a reproducible starting behavior is desired with always the same starting conditions.
  • a four-cylinder four-stroke internal combustion engine 1 as shown in Fig. 1 is located For example, a possible favorable starting angle with reduced starting torque in an area immediately after the top dead center of the first ignited Cylinder.
  • this set starting angle is that at the beginning of it following startup of the starter machine 4 applied breakaway torque is considerably lower than in known starter systems.
  • Will the Engine 1 started from this set crank angle position so put at least the two outer cylinders of the engine 1 of the electric machine 4 a relatively low, mainly due to friction Moment opposite.
  • the electric machine 4 enough (start) to the system Apply energy to overcome the compression.
  • step S1 is first queried whether the internal combustion engine 1 should be turned off.
  • the user of the motor vehicle can do this by switching off the ignition or the like effect. It is by the Control unit stopped the supply of fuel to the engine and the speed of the crankshaft decreases.
  • Step S3 If the current speed of the crankshaft 2 falls below the further limit speed (Step S2), the control operation for the electric motor 4 is set (Step S3). Then the electric motor 4 is controlled by the control unit 5, the guidance of the crankshaft 2 (step S3) to the departure of the To dampen internal combustion engine 1 occurring vibrations.
  • the electric motor is operated with the field-oriented control and can thus in be optimally controlled by the drive unit 6.
  • step S5 If the speed falls below the limit speed (step S5) whose value indicates that the detection of the speed is now too inaccurate to the electric motor in the To operate control mode, so in step S6 in the control mode of Electric motor 4 switched. In control mode, the starting angle can then be approached become.

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  • 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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
EP04009028A 2004-04-15 2004-04-15 Procédé et système de commande pour positioner les vilebrequine lors de l'arrêt d'un moteur à combustion Expired - Lifetime EP1586765B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP04009028A EP1586765B1 (fr) 2004-04-15 2004-04-15 Procédé et système de commande pour positioner les vilebrequine lors de l'arrêt d'un moteur à combustion
US11/107,406 US7261076B2 (en) 2004-04-15 2005-04-14 Method and control system for positioning a crankshaft of an internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04009028A EP1586765B1 (fr) 2004-04-15 2004-04-15 Procédé et système de commande pour positioner les vilebrequine lors de l'arrêt d'un moteur à combustion

Publications (2)

Publication Number Publication Date
EP1586765A1 true EP1586765A1 (fr) 2005-10-19
EP1586765B1 EP1586765B1 (fr) 2011-06-29

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EP (1) EP1586765B1 (fr)

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DE102008008117B4 (de) 2008-02-08 2025-09-25 Schaeffler Technologies AG & Co. KG Verfahren zur Verstellung einer Nockenwelle einer Brennkraftmaschine und Brennkraftmaschine mit einer verstellbaren Nockenwelle

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KR101703591B1 (ko) * 2015-06-16 2017-02-07 현대자동차 주식회사 얼터네이터 제어 장치 및 이를 이용한 얼터네이터 제어 방법
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DE102017217113A1 (de) * 2017-09-26 2019-03-28 Robert Bosch Gmbh Verfahren zum Betreiben eines Verbrennungsmotors und elektronisches Steuergerät für einen Verbrennungsmotor
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US10677212B2 (en) * 2018-05-01 2020-06-09 GM Global Technology Operations LLC Method and apparatus for controlled stopping of internal combustion engine
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US20020093202A1 (en) * 2001-01-16 2002-07-18 Downs Robert Charles Crankshaft rotation control in a hybrid electric vehicle
US20030030406A1 (en) * 2001-04-26 2003-02-13 Honda Giken Kogyo Kabushiki Kaisha Motor control apparatus
EP1365145A2 (fr) 2002-05-22 2003-11-26 Honda Giken Kogyo Kabushiki Kaisha Démarreur pour moteur à combustion

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008008117A1 (de) 2008-02-08 2009-08-13 Schaeffler Kg Verfahren zur Verstellung einer Nockenwelle einer Brennkraftmaschine und Brennkraftmaschine mit einer verstellbaren Nockenwelle
US7762226B2 (en) 2008-02-08 2010-07-27 Schaeffler Kg Method for adjusting a camshaft of an internal combustion engine and internal combustion engine with an adjustable camshaft
DE102008008117B4 (de) 2008-02-08 2025-09-25 Schaeffler Technologies AG & Co. KG Verfahren zur Verstellung einer Nockenwelle einer Brennkraftmaschine und Brennkraftmaschine mit einer verstellbaren Nockenwelle
WO2010099991A1 (fr) * 2009-03-05 2010-09-10 Robert Bosch Gmbh Procédé et dispositif permettant de faire fonctionner un moteur à combustion interne d'un véhicule à moteur
EP3475110A4 (fr) * 2016-08-01 2019-12-18 Cummins, Inc. Commande d'une machine électrique à moteur intégré
US11674492B2 (en) 2016-08-01 2023-06-13 Cummins Inc. Control of engine-integrated electric machine

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US7261076B2 (en) 2007-08-28
US20050229889A1 (en) 2005-10-20

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