EP1774167A2 - Dispositif et procede de commande d'un moteur a combustion interne lors d'un demarrage - Google Patents

Dispositif et procede de commande d'un moteur a combustion interne lors d'un demarrage

Info

Publication number
EP1774167A2
EP1774167A2 EP05777827A EP05777827A EP1774167A2 EP 1774167 A2 EP1774167 A2 EP 1774167A2 EP 05777827 A EP05777827 A EP 05777827A EP 05777827 A EP05777827 A EP 05777827A EP 1774167 A2 EP1774167 A2 EP 1774167A2
Authority
EP
European Patent Office
Prior art keywords
starter
engine
torque
internal combustion
combustion engine
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Withdrawn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
EP05777827A
Other languages
German (de)
English (en)
Inventor
Jochen Laubender
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 EP1774167A2 publication Critical patent/EP1774167A2/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Withdrawn legal-status Critical Current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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • 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
    • 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
    • F02N2200/023—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
    • 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
    • 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
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting

Definitions

  • the invention relates to a device for controlling an internal combustion engine at a start according to the preamble of the first independent main claim. Furthermore, the invention relates to a method for controlling an internal combustion engine during a start.
  • start-stop methods are increasingly being used. At the current start-stop
  • the engine is started by means of a starter or starter, such.
  • a starter or starter such.
  • B. a belt or crankshaft starter generator or a conventional starter.
  • the start takes place by a torque of the internal combustion engine being generated when the internal combustion engine is accelerated by injecting fuel and subsequent ignition, the starter being disengaged once the internal combustion engine has sufficient speed.
  • a starting device is known from EP 1 036 928 A2, in which at least one cylinder in compression is identified when the internal combustion engine is switched off, and in the presence of a start request, fuel is injected into this cylinder.
  • EP 1 270 933 A1 a method is known for controlling the torque output of a starter during the starting process of an internal combustion engine coupled to the starter, wherein a function of at least one engine operating parameter switches between a pure control to a closed-loop feedback control becomes. For this purpose, the speed is controlled during starting and spielnem switched from reaching the control of a certain speed to the control.
  • the device according to the invention with the features of the independent claim has the advantage that a detection means before starting the Brennkraftma ⁇ machine determines the position of a piston of a first going into compression or in a suction phase cylinder and that a calculation means before starting the Brenn ⁇ engine as a function of this piston position specifies a starter torque.
  • a starter torque can already be predefined in consideration of the piston position of a relevant cylinder, even before the start of the internal combustion engine, that is before the crankshaft is set in motion, so as to enable an optimal start.
  • the calculation means predetermines a time course of the starter torque as a function of the piston position. Starting from a known piston position, the piston positions of all cylinders following a start can be determined without further ado. Advantageously, it is now vorgese ⁇ to adjust the starter torque in time or with respect to a crankshaft angle corresponding to the expected piston positions. Furthermore, it is advantageous if the calculation means determines a time profile of a combustion torque as a function of the given time curve of the starter torque. Since both the piston position and the time profile of the starter torque are known or predetermined even before the start of the internal combustion engine, the combustion torque can advantageously be set so that the start takes place in a preferred manner.
  • a further advantageous embodiment provides that the calculation means determines starter and combustion torques for a preferred engine ramp-up before a start of the internal combustion engine, and a control means monitors the engine ramp-up after a start of the engine and, in the case of deviations from the preferred engine ramp-up Starter and / or Verbrennungsnav ⁇ moments to comply with the preferred engine run-up adapts.
  • a preferred engine run-up can already be determined before starting in order to carry out an optimum start. For example.
  • a preferred engine run-up could account for a cold or hot start, or be such that autoignition of the fuel is avoided.
  • combustion torque is preferably through
  • Ignition parameters and / or injection parameters is set.
  • a further advantageous embodiment provides that the detection means detects the absolute angular position of the crankshaft of the internal combustion engine before a start of the internal combustion engine via a sensor. This has the advantage of having a synchronization with the
  • Crankshaft can be done before the start of the engine so that a variety of sizes, control variables, settings, etc. can be adjusted early.
  • a further advantageous embodiment provides that the calculation means predetermines the starter torque so that a fuel introduced into the cylinder is distributed homogeneously.
  • the predetermined starter torque has a direct influence on the rotational speed of the starter and the driven crankshaft and thus also on the piston speed.
  • cylin- derindividual combustion chamber pressure gradients and specific flow conditions can be determined via the piston speed - A -
  • Influence combustion chamber which can be adjusted so that preferably sets a homogeneous fuel mixture.
  • Fuel is prevented.
  • a further advantageous embodiment provides that the calculation means predetermines the starter torque such that while a piston of a cylinder in the compression phase passes through a top dead center, the starter torque has a local maximum.
  • the pressure in the combustion chamber rises sharply and counteracts the starter torque via the established gas spring moment. According to the invention, it is now provided in vorteilhaf ⁇ ter way to counteract this gas spring torque by increasing the starter torque.
  • a further advantageous embodiment provides that a calculation means specifies a time or crankshaft angle at which the starter is dropped. This allows a possible early dropping of the starter, reduces the mechanical load on the starter and increases the comfort of the starting process by reducing or shortening the starter noises.
  • a further advantageous embodiment provides that the control means monitors a rotational speed and, when a minimum rotational speed is exceeded, discharges the starter at the latest when passing through a top dead center of a piston whose cylinder is in a compression phase (ignition TDC).
  • the minimum rotational speed can be selected smaller than a customary starting rotational speed, if it is ensured that the internal combustion engine automatically reaches the necessary rotational speed in the subsequent power stroke. Inso then an operation of the starter is a maximum to top dead center sufficient.
  • Figure 1 shows schematically the sequence of a start-stop operation
  • Figure 2 shows schematically the monitoring of the motor run-up
  • 3 shows schematically a control device according to the invention.
  • the invention is based on the idea of predetermining a starter torque even before starting the internal combustion engine as a function of a piston position.
  • an absolute angle sensor can be used, which is mounted on the camshaft and / or crankshaft and indicates the instantaneous angular position of the crankshafts.
  • the absolute angle sensor also makes it possible to synchronize the control unit more quickly with the internal combustion engine than is possible with the conventional synchronization methods via reference marks on the crankshaft sensor wheel and / or a phaser wheel on the camshaft.
  • the exemplary embodiment of a start-stop operation shown schematically in FIG. 1 shows, by way of example, a possible field of application or technical environment of the invention.
  • the exemplary start-stop operation is as follows: In step 10, the controller is in a pre-start phase. In the start-stop mode, the ignition (KLl 5) either remains on or is briefly energized at defined time intervals, so that the control unit is regularly applied to the supply voltage. As a result, the otherwise necessary resynchronization of the control unit with the motor during startup becomes unnecessary, and the various operating parameters of relevant motor functions are regularly updated. Alternatively, this task can also be taken over only by a special partial function in the control unit during the stop phase, so that the entire control unit does not always have to be activated.
  • step 20 relevant operating parameters are then detected.
  • the following operating parameters can be used as input variables, for example: start cylinder, piston position, engine, engine oil, cooling water, intake air, ambient air, catalyst and fuel temperature, fuel rail, ambient air pressure, fuel quality, battery voltage, valve timing, -hub, compression ratio, gear, clutch, position throttle, accelerator pedal, brake pedal position, time and others.
  • a starting strategy is determined based on its control variables for a motor run-up.
  • a starting strategy may, for example, take into account a cold start or a hot start or a start-stop operation or be designed to realize a fast engine run-up or design a motor run-up such that self-ignition operating states are avoided.
  • step 30 it is checked whether the start strategy can be performed. If conditions for the starting strategy are unfavorable or not satisfied, branching is made to step 100, in which it is decided whether a cylinder following in the firing sequence is selected - step 100 - or whether an alternative starting process is initiated - step 120. If suitable conditions for carrying out the starting strategy are present, relevant control variables are read out in step 40.
  • control variables are, for example: injection time, angle, quantity; Ignition timing, angle; to be delivered engine torque; Time or angle duration of the control of the starter; Valve timing, stroke; Compression ratio; Position Drossel ⁇ flap, exhaust gas recirculation valve and more.
  • step 50 the control variables are output to the respective components and in step 60 then the start of the internal combustion engine takes place.
  • step 70 it is preferably checked after a first power stroke whether the control variables have led to an engine run-up given in accordance with the starting strategy. In case of deviations, the control variables are adjusted in step 200 so that the desired engine run-up is achieved. In step 50, the new control variables are then output to the components. Step 60 is skipped in this cycle and rechecked in step 70 whether the engine ramp-up according to the start strategy. In the case of deviations, the control values are possibly adjusted again via step 200.
  • the starter and / or combustion torques for a preferred engine run-up can be adapted in these steps.
  • the adaptation can take place here both by adaptation of the control values and by regulation.
  • step 70 As a fallback level in the event that the start was unsuccessful, in the examination in step 70 a branch is made to step 120, in which an alternative start procedure is then initiated.
  • step 80 in which the internal combustion engine is brought into normal operation.
  • Step 90 the shutdown of the internal combustion engine is regulated or unregulated, depending on the parking concept.
  • an uncontrolled engine shutdown is initiated, in which the crankshaft runs free without any influence.
  • Step 190 A controlled engine shutdown is aimed at turning off an internal combustion engine and in particular the crankshaft in a defined state, so that an optimal piston position with respect to start time, consumption, emission, electrical system load, etc. is achieved in a subsequent start.
  • step 90 or 190 After the engine shutdown in step 90 or 190, reference is made to the pre-start step 10, with which a new operating cycle can begin.
  • step 100 If no conditions for carrying out the starting strategy are found in step 30, the method branches to step 100 as described. Preferably, an attempt is made to find a cylinder for which the conditions are fulfilled, that is, for example, the cylinder has a suitable piston position. Thus, step 100 initially branches to step 110. Here, a cylinder following in the firing sequence is selected and branched into step 20, so that the routine can run again. If no suitable condition is registered again in step 30, typ
  • Step 100 repeats the loop until all cylinders are polled. If there is still no suitable condition, step 100 branches to step 120 and initiates an alternative startup procedure.
  • step 120 the present start strategy is initially aborted. A possible
  • the starting alternative is to provide control variables for a non-optimized engine run-up. These control variables can be selected, for example, such that default values are used for the injection and the ignition, whereas the starter can use control variables for a preferred starting strategy, for example a start-stop Operation, be controlled. As a further alternative, it may also be envisaged to initiate a "standard" normal start, in which the starter is operated in a conventional manner, and it may also be provided to predetermine certain starter torques.
  • step 130 the control variables are output to the components, after which the start takes place in step 140, wherein it is then checked in step 70 whether the
  • FIG. 2 shows in detail the steps after starting the internal combustion engine.
  • control values are read out in accordance with the start strategy and output to components 300 of the internal combustion engine or starter 700 in step 50, wherein then a start takes place in step 60 (not shown in FIG. 2).
  • operating parameters are read in, for example, continuously or at specific time intervals, essentially independently of the remaining steps in a step 220, so that, if necessary, a time profile of relevant operating parameters can be determined.
  • step 70 After the start of the start, it is checked in step 70 on the basis of the operating parameter determined in step 220, whether an engine run-up according to the predetermined start strategy is present. If the determined operating parameters deviate from the operating parameters expected according to the starting strategy, the control values are adjusted in step 200 so that the desired engine run-up is achieved. The new control values are output to the components 300 in step 50, stored if necessary, and the success of the adjustments is checked in step 70, and in the case of renewed deviations branched back into step 200.
  • FIG. 3 a device 1 according to the invention with a dashed border is shown in FIG.
  • the device preferably a control device, comprises a calculation means 410, a detection means 420, and in the present embodiment a control means 430 and a storage means 440.
  • the detection means 420 preferably a receiver, analog-digital converter or the like, detects, for example via sensors, which are preferably outside the Vorrich ⁇ device, operating parameters of the internal combustion engine and passes corresponding signals to the calculation means 410 and the control means 430 on.
  • the calculation means 410 preferably a microprocessor or in general a computing unit, calculates or determines a starting strategy suitable for starting the internal combustion engine as a function of the acquired operating parameters and determines control variables so that the engine starts up according to the desired starting strategy.
  • the Control variables and possibly the start strategy are passed on to the control means 430.
  • control means 430 may be constructed as a separate entity or may be part of the functionality of the computing means 410.
  • Components 300 of the internal combustion engine 500 and of the starter 700 with the specified control variables are controlled via the control means 430 and possibly further functional modules. If no control is provided, the control variables can also be forwarded directly by the calculation means 410.
  • the control means 430 monitors on the basis of the detected operating parameters whether the engine run-up during startup corresponds to the predetermined start strategy. If the engine ramp-up deviates certain operating parameters from the parameters expected for the starting strategy, the control means 430 adjusts the control variables accordingly in order to achieve an optimal engine ramp-up in accordance with the desired starting strategy.
  • the adapted or adapted control variables are stored in a storage means 440, so that values which have already been adjusted are available for a renewed start with a corresponding start strategy.
  • control variables can be stored in a memory means 440-for example in maps, lines, special value tables, memory units of a neural network or other memory units-and can also be learned adaptively, so that always Time, consumption and emission optimized start is achieved.
  • starter torque can also be used , which in the firing sequence transfers subsequent cylinders from the intake to the compression stroke and the start routine on this cylinder is carried out.
  • a device or control device with motor control functions programmed therein makes it possible to output injection and ignition pulses separately from one another and at arbitrary times or crankshaft angles. It also makes it possible to control an electric machine, such as a starter or starter-generator, with time-variable or variable control over the cam or crankshaft angle. Likewise, in systems with variable compression or valve control, it is possible to vary the compression ratio or the phase and stroke position of the intake and exhaust valves during the starting process.
  • valve timing for the intake and exhaust camshafts either the degree of filling in the compression phase or the engine torque output can be controlled.
  • the degree of filling in the compression cylinder can be changed depending on the ambient conditions in the engine.
  • a part of the combustion energy can be e.g. be discharged by an earlier opening of the exhaust valve in the exhaust passage, so as to
  • the control period of the exhaust nozzle shaft can also be changed in the direction: "exhaust valve opens late" in order to be able to utilize the combustion torque over a larger crankshaft angle range.
  • a possible start strategy can provide a special control algorithm and thus predict or simulate the temperature profile during the compression phase, for example based on the compression ratio and / or the valve timing, the air mass trapped in the cylinder and the starter speed. Thereafter, the output variables of the control algorithm or the control values can be set so that a critical for auto-ignition temperature is not exceeded.
  • the compression ratio may additionally be varied during the compression and combustion process to control the compression temperature and the compression pressure. If one recognizes, e.g. by means of a
  • the procedure according to the invention makes it possible to base the start strategy or the engine startup essentially on two principles: a performance-optimized and accordingly torque-optimized control of a starter, as a start-supporting or -vorkende measure, and an optimal control or regulation of the first burns until to reach the target idle speed.
  • the upstream activation of a starter 700 as a start-assisting measure takes place in such a way that in the first OT passage a speed optimum is achieved from the starter speed for the subsequent combustion.
  • the triggering of the starter can also take place in such a way that an optimum in the mixture preparation time for the subsequent combustion is created during the compression phase on the basis of the starter speed.
  • Temperature sensor or a pressure curve of a combustion chamber pressure sensor can, for example, Also, the compression temperature can be kept below the critical for a self-ignition temperature by specifically wall heat losses are allowed to the cylinder wall during compression.
  • the starter thus provides an initial torque, to which then the combustion torque generated by the first combustion adds up to a total engine torque. This ultimately results in the speed increase during engine startup.
  • the starter is actuated either only in terms of angle or time, as is necessary in order to ensure the predefined rotational speed when the TDC is exceeded. That the starter is actively discarded again as early as possible in order to avoid unnecessary on-board network loads or even start noise.
  • Start the internal combustion engine estimated the expected on-board network load and the power consumption of the starter and accordingly the starter torque are adjusted so that during starting and the engine start-up the vehicle electrical system voltage does not fall below a critical value or defined threshold.
  • the piston speed By adjusting the piston speed, it is possible to achieve certain combustion chamber pressures, cylinder wall or combustion chamber temperatures, or to influence their time profiles. If, for example, the engine temperature is below a defined temperature threshold, for example during a cold start at low temperatures, the combustion chamber temperature required for a desired mixture preparation would not be reached in a conventional starter with conventional starter speeds since too much heat is dissipated to the cylinder walls.
  • a power control By means of an inventive procedure, however, it is possible to specifically increase the torque of the starter, for example via a power control, so that the compression is so fast due to the resulting piston speed that the heat transfer via the cylinder walls is reduced and the engine is reduced the necessary combustion chamber temperature is reached faster.
  • the starter torque By adjusting the starter torque, it is also possible to avoid certain operating conditions that trigger auto-ignition of the trapped air-fuel mixture. If, for example, the engine temperature exceeds a specific temperature threshold at which there is a risk of spontaneous combustion of the air-fuel mixture in a conventional starting method, the procedure according to the invention makes it possible to slow down the compression process, so that part of the compression heat is removed via the cylinder walls , thus exceeding critical
  • the temperature and the pressure in the combustion chamber can be monitored via suitable sensors and the starting and / or combustion torque or the engine torque can be monitored. Torlauflauf adapted to achieve certain operating conditions, controlled or gere ⁇ gel.
  • Starter speed and speed gradients can be set specifically and thus allow the shortest possible or defined start times to be achieved.
  • the vehicle can be braked by means of the starter or held in the sense of a elektri ⁇ 's parking brake at a standstill.
  • the cylinder is also used in Kompressions ⁇ clock, which is identified before the start, for example by means of an absolute angle sensor on the crankshaft.
  • Ignite fuel mixture This makes it possible, for example, advantageously avoid disturbing self-ignition in the compression phase.
  • the sequence of injection and ignition can take place both time-based and angle-based.
  • This start procedure can also be extended to the second and further in the firing sequence following combustion processes are applied in order to realize a time, consumption and emission-optimized start.
  • the start routine as shown in Figs. 1 and 2 controls. on the basis of the speed, or speed gradient curve of the previous combustion je ⁇ Weils the parameters (injection timing, quantity, ignition) for the subsequent combustion in order to achieve a time, consumption and emission-optimized start.
  • Idle speed as it is currently usually occurs during the startup process, can be reduced, so that the engine reaches its desired operating state faster.
  • a rapid reaching of the desired operating state of the engine is essen ⁇ tial in the start-stop operation for a quick start after a e.g. Traffic lights.
  • injection and ignition pulses may vary depending on the above
  • Input variables or operating parameters also before or during the compression phase, i. even before reaching top dead center.
  • the input variables for example engine, cooling water, oil, intake air temperature, etc.
  • the invention is also suitable for a start-stop system in vehicles with intake manifold injection (SRE) and can also be used for the cold start.
  • the injection pulses must take place for the individual cylinders during the intake stroke when the inlet valves are open or upstream of the intake manifold when the inlet valves are still closed.
  • the starter must be driven longer in both applications than in systems with direct injection because of the injection possibilities limited to the suction cycle. Again, however, one can find an optimum starter control.
  • Injection and ignition timing can also be freely selected here. However, depending on the engine operating conditions (such as rail pressure, fuel temperature, etc.), when choosing the injection timing, care must be taken that, as the starter spins, the air mass taken in the cylinder, e.g. For a stoichiometric Verbren ⁇ tion required fuel quantity, even before the closing of the intake valves, can be injected completely into the cylinder.
  • the starter has to this, starting from a starting position near the TDC position at least one crankshaft revolution (360 0 KW) are driven min- has been completed until the Startzylin ⁇ of its compression stroke and is located in the working cycle.
  • the starter drive is then only slightly longer than the maximum driving time of the starter of about half Kurbelwel ⁇ lenum loftung (about 180 0 KW) in PDA systems clock with injection into the Kompressions ⁇ .
  • the starter is just as much as in the systems triggered with direct injection be ⁇ described to reach a time, consumption and emission optimized start er ⁇ .
  • the risk of auto-ignition at high engine temperatures is limited in SRE start-stop systems by e.g. to prevent an increased injection quantity (enrichment) during the intake stroke or shortly before opening the intake valves (E ⁇ ).
  • E ⁇ intake valves

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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)
  • 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)

Abstract

L'invention concerne un procédé et un dispositif (1) pour la commande d'un moteur à combustion interne (500) lors d'un démarrage. Selon la présente invention, un moyen d'enregistrement (420) détermine la position d'un piston d'un cylindre d'abord en compression ou en phase d'aspiration, avant le démarrage du moteur à combustion interne, et un moyen de calcul (410) spécifie un couple de rotation du démarreur en fonction de cette position du piston.
EP05777827A 2004-07-30 2005-07-25 Dispositif et procede de commande d'un moteur a combustion interne lors d'un demarrage Withdrawn EP1774167A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004037129.6A DE102004037129B4 (de) 2004-07-30 2004-07-30 Vorrichtung und Verfahren zur Steuerung einer Brennkraftmaschine bei einem Start
PCT/EP2005/053596 WO2006013166A2 (fr) 2004-07-30 2005-07-25 Dispositif et procede de commande d'un moteur a combustion interne lors d'un demarrage

Publications (1)

Publication Number Publication Date
EP1774167A2 true EP1774167A2 (fr) 2007-04-18

Family

ID=35004286

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05777827A Withdrawn EP1774167A2 (fr) 2004-07-30 2005-07-25 Dispositif et procede de commande d'un moteur a combustion interne lors d'un demarrage

Country Status (5)

Country Link
US (1) US20070119403A1 (fr)
EP (1) EP1774167A2 (fr)
JP (1) JP2008508460A (fr)
DE (1) DE102004037129B4 (fr)
WO (1) WO2006013166A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108021066A (zh) * 2017-12-12 2018-05-11 成都育芽科技有限公司 一种无人车发动机起停自主控制系统及使用方法

Families Citing this family (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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