DE102005001144A1 - Method for controlling start-up of internal combustion engine involves determining some parameters and start-up measures are then arranged depending upon determined parameters which cause change in control of decompression equipment - Google Patents

Abstract

The method involves determining parameters such as temperature, engine load or number of revolutions. The start-up measures are arranged depending upon the determined parameters which cause a change in the control of decompression equipment or control elements of internal combustion engine (1). An independent claim is also included for the device for controlling start-up of internal combustion engine.

Description

Field of the invention

The The invention relates to an internal combustion engine, in particular according to the preamble of claim 1.

Background of the invention

The invention relates to a method and a device for controlling the commissioning of internal combustion engines with the features mentioned in the preambles of claims x to y. From the prior art, a number of solutions are known, which describe specifically in the operating state "startup" of the internal combustion engine corresponding method and provide devices. The problem area for the special operating state "starting at a non-existent operating temperature of the internal combustion engine" (hereinafter referred to as "cold start") additionally lies in the fact that no optimal combustion process takes place. This results in the cold start a higher pollutant emissions in combination with a comparatively higher fuel consumption, since an additional amount of fuel per cycle of the internal combustion engine must be supplied. The reasons for this lie in a poorer treatment of the combustion mixture as a result of a reduced aerosol formation. To reduce this effect, a number of measures are known from the prior art. From the DE 199 41 539 C1 For example, there is known a method for starting direct-injection spark-ignition internal combustion engines having a plurality of cylinder banks, in which the starting process is carried out on only one cylinder bank, that is, the other cylinder banks remain unfired. In the published patent application DE 102 22 769 A1 is the reciprocal, working game dependent and dependent on certain operating parameters of the internal combustion engine shutdown of cylinder banks shown. With the help of in the published patent application DE 199 57 185 A1 The mode of action described is de facto an engine load limit to shorten this and to reduce fuel consumption by the definition of load phases during the heating phase of the catalyst (during the cold start). In the published patent application DE 199 39 560 A1 the use of a heating device is provided, which in cooperation with an exhaust gas recirculation raises the temperature level of the exhaust gas recirculated to the internal combustion engine. The publication DE 103 05 451 A1 2004.0729 describes a method and an apparatus whereby in particular the starting process of internal combustion engines, by a temperature model of the catalyst in connection with a predetermined dynamic distribution function of the local temperature in the catalyst volume, is improved. Other options, especially for improving the cold start of internal combustion engines, provide methods for increasing the pressure in the exhaust system by closing exhaust brake valves or even the combination of exhaust brake valves with an EGR valve (exhaust gas recirculation valve) according to DE 698 20 436 T2 2004.10.14.

In summary It should be noted that the known measures to reduce fuel consumption and pollutant reduction for the commissioning and especially during the cold start of an internal combustion engine through complex technical solutions and mostly focus on a target size (fuel consumption reduction, Pollutant reduction, starting time, Multi-cylinder design). Also is with special procedures also a significant extension to determine the boot process, creating an extra Loading of the starting components (for example, the starter and the accumulators) occurs. Other current solutions are suitable For example, only for Internal combustion engines with multiple cylinders. Generally is with respect to the prior art determine the commissioning of internal combustion engines, that a high short-term power requirement to overcome the friction and internal engine resistance necessary is. Especially at cold start and low charge level lead the accumulators these high resistances to partial or even complete Repeal of the measures taken to reduce fuel consumption and pollutant emissions.

Task of invention

Of the Invention is based on the object, a safe, low-emission and fuel consumption reduced commissioning of the internal combustion engine, even with cold start and low state of charge of the accumulator, to enable. Furthermore should not be a significant extension of Startup occur and the power consumption of the auxiliary unit lowered to drive the internal combustion engine during cranking become.

presentation the invention

• (1) Startregime (Inbetriebnahme der Verbrennungskraftmaschine bei betriebswarmen Katalysator)
• (2) Kaltstartregime (Inbetriebnahme der Verbrennungskraftmaschine mit Umgebungstemperatur)
• (3) Aufwärmregime (Inbetriebnahme der Verbrennungskraftmaschine bei nicht betriebswarmen Katalysator)

The object of the invention is achieved by a method and a device according to the features mentioned in the claims. In this case, the considered operating state "commissioning" extends from the starting of the combustion force machine until the time of reaching the operating temperature of the internal combustion engine and / or the catalyst. According to the invention, it is therefore intended to subdivide the commissioning process into three commissioning regimes:

• (1) Starting regime (start-up of the internal combustion engine with catalyst at operating temperature)
• (2) Cold start regime (startup of the internal combustion engine at ambient temperature)
• (3) Warm-up regime (start-up of the internal combustion engine with catalyst not at operating temperature)

The starting regime according to (1) is characterized in that immediately upon starting the internal combustion engine from an output speed n ₀ (n ₀ ≥ 0) up to a final speed n ₁ (n ₁ > n ₀ ) a working game and cylinder-dependent control of a decompression in the combustion chamber Each cylinder of the internal combustion engine is carried out so that no compression of the cylinder contents during the piston movement from the bottom (UT) to the top dead center (TDC) and also no relaxation of the cylinder contents between TDC and UT begins. At the same time takes place during this start period t _s (this represents the time progress of n ₀ to n ₁ ) no fuel supply and also no initiation of ignition signals in versions of internal combustion engines with spark ignition. The starter, which was used to start the internal combustion engine is decoupled after reaching the final speed n ₁ of the internal combustion engine when needed and turned off as a drive. The actual start of the internal combustion engine, in which a transition from the non-fired to the fired operating state takes place, is accomplished by the utilization of the existing inertia of the movable components of the internal combustion engine (for example crankshaft, flywheel). This results in the onset of stable idling of the internal combustion engine, a speed drop n _s from the final speed n ₁ to the idle speed n _L (n ₁ > n _L and n ₁ = n _s + n _L ). With the achievement of the final speed n ₁ is a working cycle dependent and cylinder selective closing of the associated decompression valves of the cylinder connected to the setting of appropriate engine operating parameters (eg, start of fuel supply per cylinder, amount of fuel supplied, ignition angle) for commissioning of the internal combustion engine, whereby the Arbeitsspiel- and cylinder-specific Firing is started by a map-controlled fuel supply and possibly spark ignition. The sequence of firing takes place according to the defined firing order of the internal combustion engine and begins after reaching the final speed with the cylinder, which has first reached the required compression stroke with accordingly controlled control organs and closed decompression valve.

The cold start regime according to (2) is characterized in that the final speed is exceeded by a speed amount n _D up to a cold start speed n _K (n _K > n ₁ and n _K = n ₁ + n _D ). In this case, in the same manner as in the starting regime, but until reaching the cold start speed, a working game and cylinder-dependent control of a decompression in the combustion chamber of each cylinder of the internal combustion engine, so no compression of the cylinder contents during the piston movement from the bottom (UT) to top dead center (TDC) as well as no relaxation of the cylinder contents between OT and UT begins. At the same time takes place during this cold start period t _K (this represents the time progress of n ₀ to n _K ) no fuel supply and also no initiation of ignition signals in versions of internal combustion engines with spark ignition. The set speed excess n _D is used to preheat the combustion air and the combustion chamber surfaces of the internal combustion engine, for which the (or the) following cycles are used until the speed drops to the value of the final speed. As part of the cold-start regime, the starter is only decoupled from the internal combustion engine when required to reach the cold start speed n _K and switched off as drive. At the same time, the decompression valve (s) are closed. In embodiments of internal combustion engines with variably controllable control organs, the (or) outlet member (s) are also closed with the decompression valves, whereby a compression and subsequent relaxation, according to the piston movements in the work cycles to be performed, the sucked air in the cylinders. In this particular embodiment of the control organs, the inlet member (s) are also selectively closed after the first intake stroke after the cold start speed has been reached in order to prevent backflow of the compressed air during the subsequent work cycle into the intake system. By lowering the speed of the internal combustion engine, the final speed value n ₁ is automatically reached again. With reaching the final speed value, the procedure already described for starting the internal combustion engine according to the already described start regime (1).

• (3.1) Abgasaufwärmregime und
• (3.2) Verbrennungsluftvorwärmregime

eingeteilt werden. Im Rahmen des Abgasaufwärmregimes (3.1) erfolgt durch eine temperaturabhängige Schließdaueranpassung des (oder der) Auslaßorgans(e) der Verbrennungskraftmaschine während jedes Ausstoßtaktes eine Steigerung der Abgastemperatur und der Brennraumoberflächen, indem die Abgase nicht zu Beginn jedes Ausstoßtaktes ausgeschoben, sondern last- und katalysatortemperaturabhängig wieder komprimiert werden. In diesem Zusammenhang besteht ein proportionales Verhalten zwischen dem Temperaturniveau der Abgase und der Schließdauerverlängerung des (oder der) Auslaßorgans(e) jedes Zylinders während des Ausstoßtaktes. Dabei gilt, je geringer das Temperaturniveau des Katalysators ist, desto näher sollte sich der Kolben während des Ausstoßtaktes am oberen Totpunkt bei Öffnung des (oder der) Auslaßorgans(e) befinden. Das bedeutet, dass sich die Öffnungsdauer des (oder der) Auslaßorgans(e) entsprechend der gewünschten Temperatursteigerung der Abgase proportional verändert und in der Folge bei einem kaltem Katalysator näher am OT liegt. Durch eine derartige Steuerung des Ausschiebezeitpunktes der Abgase kann deren Temperatur entsprechend den aktuellen Betriebsparametern der Verbrennungskraftmaschine eingestellt werden. Im Ergebnis dieser Maßnahme steigt proportional zur Schließdauerverlängerung auch die Motorlast, wodurch eine zusätzliche Erhöhung des thermischen Niveaus der Abgase eintritt. In der Folge verkürzt sich zusätzlich die Aufwärmzeit des (oder der) Katalysators(e). Mit Einstellung der Betriebstemperatur der Verbrennungskraftmaschine und/oder des (oder der) Katalysators(en) endet diese Ansteuerung des (oder der) Auslaßorgans(e) der Verbrennungskraftmaschine.The warm-up regime (3) is characterized by two optionally executable sub-regimes. These can be in

• (3.1) exhaust gas heating regime and
• (3.2) combustion air preheating regime

to be grouped. As part of the Abgaswärwärmre gimes (3.1) takes place by a temperature-dependent closing duration adjustment of the (or) exhaust member (s) of the internal combustion engine during each exhaust stroke, an increase in the exhaust gas temperature and the combustion chamber surfaces by the exhaust gases are not pushed out at the beginning of each exhaust cycle, but compressed depending on load and catalyst temperature again. In this connection, there is a proportional behavior between the temperature level of the exhaust gases and the closing duration extension of the exhaust member (s) of each cylinder during the exhaust stroke. In this case, the lower the temperature level of the catalyst, the closer should the piston during the exhaust stroke at top dead center at opening of the (or) outlet member (s) are located. This means that the opening duration of the (or the) outlet member (s) proportionally changed according to the desired increase in temperature of the exhaust gases and is in consequence with a cold catalyst closer to the TDC. Such a control of the Ausschiebezeitpunktes the exhaust gases whose temperature can be adjusted according to the current operating parameters of the internal combustion engine. As a result of this measure, the engine load increases proportionally to the closing duration extension, whereby an additional increase in the thermal level of the exhaust gases occurs. As a result, the warm-up time of the (or) catalyst (s) is additionally shortened. With adjustment of the operating temperature of the internal combustion engine and / or the (or the) catalyst (s) this activation of the (or the) exhaust element (s) of the internal combustion engine ends.

Also Is it possible and meaningful, the exhaust gas warm-up regime (3.1) generally in the engine control record, so also at operating conditions outside Commissioning the closing time of (or the) outlet organ (s) dynamically adapted to the temperature level of the catalyst (s) and in its dependence can be controlled. This makes it possible, the required temperature level the (or the) catalyst (s) also during use of the internal combustion engine to control.

The Verbrennungsluftvorwärmregime (3.2) can be considered independent Regime for shortening the warm-up time the (or the) catalyst (s) or in conjunction with already described, for example, the Abgaswärwärmregime (3.1). This is done with the help of a defined opening of the (or the) outlet organ (s) every cylinder during the intake stroke of the internal combustion engine a targeted supply (Suction) of exhaust gases into the combustion chamber allows. It is advisable to keep the respective intake valves closed. Due to inertia the air mass flows is a valve overlap from outlet closes and inlet opens in Intake stroke possible and sensible In combination with the exhaust gas heating regime (3.1), the Outlet organ also after crossing of the OT and the resulting transition from the ejection into the Intake stroke open stay. With this controlled recirculation of exhaust gases is a increase the thermal level of the fresh charge in the intake stroke, which automatically results from the mixture of fresh and exhaust gas established. Increased in the episode the thermal cycle level, whereby the temperature level of Exhaust gas rises and the warm-up time of the (or the) catalyst (s) can be shortened. To guarantee This effect is in addition to a control diagram independent control option for cylinder and working clockwise operation of the inlet and outlet organs also a simultaneous and mutual control of these charge exchange organs while the intake stroke necessary. The opening time and the opening time of the outlet member (s) depends on a variety of engine operating parameters according to defined Map ranges controlled by the load and catalyst temperature. These parameters include: Others the current load level of the internal combustion engine and / or the position of the accelerator pedal and / or the catalyst temperature and / or the coolant, Fuel and / or intake air temperature and / or the speed. A general and internal combustion engines independent specification of this Control parameters for the (or) inlet and / or outlet member (s) is due to the very different embodiments combustion engine related to determine and in the respective Integrate engine control characteristic.

Generally, a number of ambient and internal combustion engine parameters are sensed prior to commencement of the start-up regime to ensure successful commissioning under all operating conditions of the internal combustion engine, so that the final speed and / or cold start speed values to be given are sufficient for a safe startup operation. These parameters to be taken into account for the determination of the respective final speed and possibly cold start speed values include the engine dependent idle speed n _L , engine oil temperature and / or coolant temperature and / or intake air temperature (ambient temperature). A combined determination of several of these and / or other parameters, for example, the ambient air pressure, the catalyst temperature or the fuel temperature, is also conceivable and useful. In general, the starting safety takes precedence over the fuel and / or emission reduction, which is why the state of charge of the (or) accumulator (s) via the vehicle electrical system voltage is also taken into account. Both the final and the Cold start speed are thus dependent on the respectively determined boundary conditions and on the specific embodiment of the internal combustion engine and therefore not universally definable.

According to one particularly advantageous embodiment of the invention also the existing intake and / or outlet organs the internal combustion engine for controlling the starting regime described (1) to (3) apply by opening the existing inlet and / or outlet organs controlled the required decompression and / or compression processes become.

The inventive task is further characterized by a device according to claims x1 solved until y3, which ones as well through a modular and to the described commissioning regime (1) to (3) ajar structure of optional control modules. Preferably, the device according to the invention is as one in an existing engine control unit integrated control unit, which includes corresponding algorithms. The The respective commissioning regime is retrieved depending on relevant motor parameters and controlled. Further preferred embodiments of the invention arise from the rest, in the claims mentioned features.

drawing

1 shows the schematic diagram of an internal combustion engine with direct fuel injection and variable control devices and means for implementing the commissioning regime.

description of exemplary embodiments

1 shows a schematic representation of an internal combustion engine 1 , which is intended to drive a motor vehicle, not shown, and which consists of a cylinder bank 10 with four cylinders in series 11 consists. The internal combustion engine 1 can be implemented in a foreign or self-igniting type, in 1 no components of the ignition system are shown. The internal combustion engine 1 has a direct fuel injection, consisting of a fuel line system 22 with connected injectors 45 and an adjusting device for these injectors 23 through which the fuel flows directly into the combustion chambers of the cylinders 11 is injected. In externally ignited internal combustion engines 1 Alternatively, it may also be an intake manifold injection, in which the fuel in the intake manifold 20 , via which the air supply of the cylinders 11 takes place, is injected. Both the amount of fuel and the timing of the fuel supply can in each case cylinder-selective and working game individual, by the engine control unit 50 in combination with the injection control device 51 , to be controlled. The internal combustion engine 1 supplied amount of air can not shown, in the intake manifold 20 arranged throttle valve, or via a control of the intake valves 44 , in the case of a spark-ignited embodiment. A the internal combustion engine 1 leaving exhaust gas is passed through an exhaust manifold with exhaust duct 40 and then optionally not one in 1 shown turbocharger to one (or more) catalysts) 42 passed and cleaned by this. The control of operating parameters of the internal combustion engine 1 , Such as amount and injection start of the supplied fuel, air flow and ignition and engine speed and valve timing is via an engine control unit 50 which, in turn, the valve control device 52 and / or the injection control device 51 controls, wherein the drive signal 71 . 72 . 73 be realized via a CAN bus. The engine control unit 50 detected by means of suitable sensors 60 . 61 . 62 . 63 . 64 . 65 . 66 . 67 All relevant operating parameters, which for commissioning control of the internal combustion engine 1 necessary. In the engine control unit 50 is an integrated control unit 53 integrated, which the corresponding algorithms for implementing the commissioning regime (1), (2), (3) of the internal combustion engine 1 according to the present invention.

As already explained in the description of the invention, in particular when starting internal combustion engines 1 the problem of high power consumption by the starter generator 32 , mostly represented in the form of high starting currents. According to the invention, this problem is significantly reduced by during the cranking of the internal combustion engine 1 the engine control unit 50 Starting regime (1) of the integrated control unit 53 activated. In the context of this embodiment, the internal combustion engine has 1 a fully variable exhaust valve actuator 41 , whose control by means of a valve control device 52 done and via the engine control unit 50 is managed. With actuation of a starter button, not shown, via the integrated control unit 53 and the valve control device 52 both the control devices for the exhaust 41 as well as the adjusting devices for the intake valves 21 controlled, so in the context of by the controlled magnetic switch 35 and the resulting closed-circuit contacts for the starting current control 33 the starting process can be initiated. Because of the previously actuated adjusting devices for the exhaust 41 and intake valves 21 takes place according to the invention no compression of the cylinder contents during the piston movement from UT to TDC and also no relaxation of the cylinder contents during the on closing piston movement from OT to UT to the corresponding final speed. The respective end speed is activated by activating the start regimen (1) on the basis of the retrieved sensor data 61 . 62 . 63 . 64 . 67 through the integrated control unit 53 specified. With the help of the speed sensor 65 the speed is recorded in conjunction with the crankshaft speed and position transmitter unit 25 including the parameter transfer to the engine control unit 50 and thus to the integrated control unit 53 , In addition, takes place during the start regime (1) by the engine control unit 50 a signal output to the fuel control device 51 , which a drive signal to the actuating devices for the injection valves 23 to fuel cutoff, resulting in no fuel delivery through the injectors 71 in the cylinders 11 he follows. Also, a signal output for switching off the ignition signals in embodiments of internal combustion engines with spark ignition (in 1 not shown). The starter generator 32 , which for starting the internal combustion engine 1 is used, in this embodiment has a permanent connection by means of a toothed belt 31 with the internal combustion engine 1 on, which by a Kurbelwellenabtriebsrad 30 is implemented. The power supply to the starting generator 32 is reached after reaching the final speed by a magnetic switch 35 switched off, which a corresponding drive signal for the starter generator 70 from the integrated control unit 53 receives. The now subsequent start of the internal combustion engine 1 , in which a transition from the non-fired to the fired operating state takes place, is initiated by a working game-dependent and cylinder-selective control of the control organs according to the firing order 1-3-4-2 and the control times defined in the engine control diagram. This is loud in the embodiment 1 implemented in the way that at the moment of signal input final speed in the engine control unit 50 via the integrated control unit 53 a drive signal for the starter generator 70 to the magnetic switch 35 is output, causing the magnetic switch 35 opens and the power supply in the electrical line for the starting current 34 via the contact pieces for the starting current control 33 interrupts. Based on the through the sensor for crankshaft position 66 issued position of the crankshaft 24 The signal output of the engine control unit commences observing the ignition sequence 50 to the valve control device 52 and the injection control device 51 , so that cylinder-specific firing after passing through the intake stroke begins. Associated with this is the setting of corresponding engine operating parameters (for example, the beginning of the fuel supply per cylinder, the amount of fuel supplied, the ignition angle) for starting up the internal combustion engine 1 by output signals of the engine control unit 50 to the respective actuating devices 51 . 52 . 23 21 . 41 , The firing of the cylinders 11 , observing the specified firing order, propagates until complete firing of all cylinders 11 the internal combustion engine 1 continued. With the setting of the idling speed and complete firing of the internal combustion engine 1 deactivates the engine control unit 50 the starting regime ( 1 ) of the integrated control unit 53 ,

For the description of the cold-start regime (2), the in 1 illustrated internal combustion engine 1 used. The trigger for calling the cold start regime (2) is the actuation of an in 1 Anlasstasters not shown in connection with a detected temperature difference at the catalyst 42 between actual and engine control unit 50 stored operating temperature. The temperature sensors at the catalyst inlet 61 and exit 62 deliver it to the engine control unit 50 the existing temperature values. As a result of a detected temperature difference, the engine control unit activates 50 the cold start regime ( 2 ) in the integrated control unit 53 , Based on the sensor data 61 . 62 . 63 . 64 . 65 . 66 . 67 is through the integrated control unit 53 the required cold start and end speed determined. The commissioning of the internal combustion engine 1 then takes place in the same manner as in the previously described start regime (1), but the crankshaft 24 through the starter generator 32 driven beyond the final speed value up to the cold start speed. Upon reaching the cold start speed, which by the sensor for the crankshaft speed 65 measured and to the engine control unit 50 has been transmitted, the power supply to the start generator 32 through a magnetic switch 35 switched off, which at this moment a corresponding drive signal for the starter generator 70 from the integrated control unit 53 receives. This is loud in the embodiment 1 implemented in the way that at the moment of the input signal of the cold start speed in the engine control unit 50 via the integrated control unit 53 a drive signal for the starter generator 70 to the magnetic switch 35 is output, causing the magnetic switch 35 opens and the power supply in the electrical line for the starting current 34 via the contact pieces for the starting current control 33 is interrupted. The subsequent preheat phase of the combustion air begins by an operating cycle-dependent and cylinder-selective control of the control elements according to the firing order 1-3-4-2. This is done in the way that the integrated control unit 53 the valve control device 52 at the time of the cold start speed, so in general, ie in all piston movements from BDC to TDC, the exhaust valves 43 stay closed. The intake valves 44 at the time of the cold start speed by a signal input of the integrated control unit 53 to the valve control device 52 controlled so that only one opening for the intake of air during the first complete piston movement from TDC to TDC after reaching the cold start speed. Thereafter, the intake valves remain 44 closed until reaching the final speed. Used by crankshaft speed sensor 65 the final speed value is measured via the engine control unit 50 an information to the integrated control unit 53 , This continues to call the position of the cure belwelle 24 via the crankshaft position sensor 66 from and begins according to the firing order, the signal output to start the firing of the internal combustion engine. This is done in the way that via the engine control units 50 to the injection control device 51 a signal output takes place, whereby a sequential cylinder-individual firing according to the firing order and in consideration of the piston position on the basis of the detected value for the crankshaft position by the sensor for crankshaft position 66 starts. Associated with this is the setting of corresponding engine operating parameters (for example, start of the fuel supply per cylinder, amount of fuel supplied, ignition angle) for starting the internal combustion engine 1 by output signals of the engine control unit 50 to the appropriate control equipment 51 . 52 . 23 21 . 41 , With the first fired power stroke of a cylinder 11 will the cold start regime ( 2 ) through the engine control unit 50 disabled.

For the description of the warm-up regime ( 3 ) is also the in 1 illustrated internal combustion engine 1 used. In the exemplary embodiment, both warm-up sub-regimes, the exhaust warm-up regime (3.1) and the combustion air preheat regime ( 3.2 ), in the integrated control unit 53 available. The impetus for invoking both warm-up sub-regimes (3.1 and 3.2 ) forms a detected temperature difference on the catalyst 42 between actual and engine control unit 50 stored operating temperature, which is determined by the temperature sensors at the catalyst inlet 61 and exit 62 was measured. As a result, the engine control unit calls 50 the warm-up regime ( 3 ) in the integrated control unit 53 from. Based on the sensor data 60 . 61 . 62 . 63 . 64 . 65 . 66 . 67 is through the integrated control unit 53 the temperature-dependent closing duration adjustment of the exhaust valves 43 for each exhaust stroke cylinder individually determined and with the help of the valve control device 52 to the adjusting devices for the exhaust valves 41 transmitted and adjusted by this. The set shortening depends on the opening duration of the exhaust valves 43 in the exhaust stroke to the applied temperature difference at the catalyst inlet and outlet with respect to the by the engine control unit 50 predetermined operating temperature. Setting the operating temperature at the catalyst inlet and outlet deactivates the engine control unit 50 the exhaust gas heating regime (3.1) of the integrated control unit 53 and takes over again the control of the exhaust valves 43 the internal combustion engine 1 ,

The combustion air preheating regime ( 3.2 ) is in the embodiment accordingly 1 at the same time as the previously described Abgasaufwärmregime (3.1) by the engine control unit 50 in the integrated control unit 53 activated. In this case also forms the detected temperature difference on the catalyst 42 between actual and in the engine control unit 50 stored operating temperature, which is determined by the temperature sensors at the catalyst inlet 61 and exit 62 was measured, the activation event. According to the established value of the tempera

difference in temperature sends the integrated control unit 53 Signals to the valve control device 52 ,

This results in an opening of the exhaust valves 43 by the adjusting device for the exhaust valves 41 in the respective intake stroke, whereby exhaust gas is sucked in for the duration of the outlet opening. The opening duration depends on the detected temperature difference and the greater, the larger this temperature difference is. Except for a defined range of valve overlap, due to the inertia of the gases, takes place only with the control of the adjusting device for the exhaust valves 41 in the respective intake stroke a control by the integrated control unit 53 via the valve control device 52 to the adjusting devices for the intake valves 21 for opening in the respective intake stroke. In this context, the opening duration of the exhaust valves 43 during the intake stroke additionally influenced by the engine load. This is done in such a way that with high engine load, the opening duration of the exhaust valves 43 decreases in the intake stroke. Thus, the integrated control unit controls 53 the opening durations of the respective outlet 43 as well as the intake valves 44 as a function of a plurality of engine operating parameters according to defined map ranges and temperature guided catalyst. Among other things, these parameters include the current load level of the internal combustion engine 1 , the position of a not in 1 shown accelerator pedal, the catalyst temperature and the speed. The relevant variables for the control of the control devices for the intake valves 21 and the adjusting devices for the exhaust valves 41 are map-based by the integrated control unit 53 provided. Setting the operating temperature at the catalyst inlet and outlet deactivates the engine control unit 50 the combustion air preheating regime ( 3.2 ) of the integrated control unit 53 and takes over the control of the exhaust 43 and intake valves 44 the internal combustion engine 1 ,

1

schematic Representation of an internal combustion engine

10

cylinder bank the internal combustion engine

11

cylinder

20

intake

21

setting device for inlet valve

22

Fuel line system

23

setting device for injection valve

24

crankshaft

25

transmitter unit for crankshaft speed and position

30

Kurbelwellenabtriebsrad

31

connecting strap Crankshaft output gear - starter generator

32

starter generator

33

Contact pieces for starting current control

34

electrical Headed for starting current

35

magnetic switches

40

exhaust manifold with exhaust duct

41

setting device for exhaust valve

42

catalyst

43

presentation outlet valve

44

presentation intake valve

45

presentation Injector

50

Engine control unit

51

Fuel control device

52

Valve control device

53

integrated control unit

60

gas sensor

61

temperature sensor at the catalyst inlet

62

temperature sensor at the catalyst outlet

63

temperature sensor for engine oil temperature

64

temperature sensor for intake air temperature

65

sensor for crankshaft speed

66

sensor for crankshaft position

67

temperature sensor for cooling water temperature

70

control signal for starter generator

71

control signal for injectors

72

control signal for intake valve control

73

control signal for exhaust valve control

Claims (50)

A method for controlling the commissioning of internal combustion engines with a cylinder-selective and working game individually controllable fuel injection and / or charge cycle control, characterized in that temperature parameters and / or engine load and / or speed determined during commissioning and the commissioning measures are classified and retrieved depending on the parameters determined in commissioning regime which cause a change in the control of a decompression device and / or the control organs. Method according to claim 1, characterized in that that the functions of the decompression device by the controllers taken over the internal combustion engine which can be the decompression device is eliminated. Method according to Claims 1 and 2, characterized that within the functions of the integrated control unit the relevant signals to the control devices for the intake and exhaust valves and for the Injectors by means of a CAN data bus or bit serial Interface executed electronic interface can be coupled. Method according to Claims 1 to 3, characterized that a drive signal for the starting device of the internal combustion engine after passage the following process steps are generated: • the transmission a start request to the engine control unit, • the processing of temperature signals in an integrated control unit, • generating from each other decoupled drive signals for the valve control, the controller for the decompression device, the fuel control device, the Fremdzündsteuer device and the Energy supply to the starting device, • the provision of values for the Final and / or cold start speed as a function of the detected temperature signals. Method according to Claims 1 to 4, characterized that with the initiation of commissioning of the internal combustion engine first the temperatures of the coolant and / or the intake air and / or the engine oil and / or the catalyst determined and on this basis by the integrated control unit an end speed value is determined. Method according to Claims 1 to 5, characterized that with the initiation of commissioning of the internal combustion engine first the temperatures of the coolant and / or the intake air and / or the engine oil and / or the catalyst determined and on this basis by the integrated control unit an end and a cold start speed value are determined. Method according to Claims 1 to 6, characterized that with the initiation of commissioning of the internal combustion engine and until reaching a final speed value, a decompression device is controlled, whereby no compression and relaxation of the or the cylinder contents takes place. A method according to claim 1 to 7, characterized in that with the initiation of the commissioning of the internal combustion engine and until Reaching a cold start speed value, a decompression device is driven, whereby no compression and relaxation of the cylinder contents or takes place. Method according to Claims 1 to 8, characterized that with the initiation of commissioning of the internal combustion engine and until reaching a final speed value no supply of Fuel and no initiation of ignition signals. Method according to Claims 1 to 9, characterized that with the initiation of commissioning of the internal combustion engine and until a cold start speed value is reached, no supply of Fuel and no initiation of ignition signals. Method according to claims 1 to 10, characterized in that that with the initiation of commissioning of the internal combustion engine and with reaching an end speed value in dependence on the crankshaft position the decompression device is closed. Process according to claims 1 to 11, characterized in that that with the initiation of commissioning of the internal combustion engine and upon reaching a cold start speed value in dependence from the crankshaft position, the decompression closed becomes. Method according to Claims 1 to 12, characterized that with the initiation of commissioning of the internal combustion engine and with reaching an end speed value in dependence on the crankshaft position the control of the control organs according to the control diagram takes place. Method according to claims 1 to 13, characterized that by means of a diagnostic function module detected malfunctions in the commissioning regime readable in a data backup of the integrated control unit be archived. Method according to Claims 1 to 14, characterized that with the initiation of commissioning of the internal combustion engine and upon reaching a final speed value, the power or media supply to the starting device is interrupted. Method according to claims 1 to 15, characterized that with the initiation of commissioning of the internal combustion engine and upon reaching a cold start speed value, the current or Media supply to the starting device is interrupted. Method according to Claims 1 to 16, characterized that with the initiation of commissioning of the internal combustion engine and with reaching an end speed value in dependence on the crankshaft position the firing commences according to the firing order with the cylinder, which first a complete one Has passed through intake stroke. Method according to claims 1 to 17, characterized that the transition from the final speed value to the fired state of the internal combustion engine taking advantage of the registered by a starting device kinetic Energy takes place. Method according to claims 1 to 18, characterized that the transition from the cold start speed value to the fired state of the internal combustion engine taking advantage of the registered by a starting device kinetic Energy takes place. Method according to Claims 1 to 19, characterized that reached with cold start speed the decompression all cylinders in the firing order be closed, starting with the cylinder, which first a complete one Has passed through intake stroke. Method according to claims 1 to 20, characterized that with reached cold start speed, the exhaust valves at the first complete piston movement be closed from UT to OT. Process according to Claims 1 to 21, characterized that the exhaust valves closed exactly when that for the idling of the internal combustion engine required air volume is set by the piston position. Method according to claims 1 to 22, characterized that reached with cold start speed, the intake valves in chronological order after the exhaust valves getting closed. Method according to Claims 1 to 23, characterized there s the intake valves closed exactly when that for the idling of the internal combustion engine required air volume is set by the piston position. Method according to Claims 1 to 24, characterized that until reaching the final speed value possible throttling devices in the intake system completely open are. A method according to claim 1 to 25, characterized in that until reaching the cold start speed value possible throttling devices in the intake system are completely open. Method according to Claims 1 to 26, characterized that throttling devices in the intake system after reaching the Final speed are controlled so that for a stable idle the Internal combustion engine required air volume adjusted by the throttle position is. Method according to Claims 1 to 27, characterized that throttling devices in the intake system after reaching the Kaltstartdrehzahl be controlled so that for a stable idling of the internal combustion engine required air volume is set by the throttle position. Method according to Claims 1 to 28, characterized that as the cold start speed drops to the final speed value the initiation of the commissioning of the internal combustion engine begins and upon reaching the final speed value as a function of the crankshaft position firing commences according to the firing order with the cylinder, which is the first to take a full intake stroke has gone through. Method according to Claims 1 to 29, characterized that the piston movements from bottom to top dead center after Reaching the cold start speed until reaching the final speed for preheating the combustion air can be used. Process according to claims 1 to 30, characterized in that that the value of the final speed as a function of the rail pressure during the Starting period can be corrected. Method according to Claims 1 to 31, characterized that the set Enddrehzahlwert inversely proportional to the catalyst and / or coolant temperature behaves. Process according to Claims 1 to 32, characterized that the set cold-start speed value is inversely proportional to the catalyst and / or coolant temperature behaves. Method according to claims 1 to 33, characterized that the activation of the cold-start regime after a predetermined Temperature difference at the catalyst between detected actual and predetermined Target temperature directed. Method according to Claims 1 to 34, characterized that falls below a temperature limit, the catalyst and / or coolant temperature is activated by the engine control a warm-up regime, which the opening time the exhaust valves in the exhaust stroke controls according to the target temperature to be set. Process according to Claims 1 to 35, characterized that falls below a temperature limit, the catalyst and / or coolant temperature is activated by the engine control a warm-up regime, which the opening time the exhaust valves in the exhaust stroke controls in accordance with the engine load to be set. Method according to claims 1 to 36, characterized that the opening time the exhaust valves in the exhaust stroke proportional to the amount of temperature drop between the determined actual temperature of the catalyst and / or the coolant behaves to the specified target temperature. Method according to Claims 1 to 37, characterized that an extra Heating the combustion gases following the power stroke thereby is achieved by the or the exhaust valve (s) during the exhaust stroke for one defined piston travel from bottom to top dead center closed stay. Method according to Claims 1 to 38, characterized that through the extra Compression of the combustion gases in the exhaust stroke an increase in Engine load for shortening the heating phase of the catalyst is achieved. Method according to Claims 1 to 39, characterized that until reaching the final speed value possible throttling devices completely in the exhaust system open are and also the Wast gate of an optional turbocharger is fully open. Method according to Claims 1 to 40, characterized that until reaching the cold start speed value possible throttling devices in Exhaust system completely open are and also the Wast gate of an optional turbocharger Completely open is. Process according to Claims 1 to 41, characterized that the exhaust valves temperature and motor load guided at the beginning of the intake stroke during the piston movement are opened from the top to the bottom dead center and the inlet valves remain closed to prevent backflow of the Exhaust gases in the combustion chamber over the duration of the opening too Taxes. A method according to claim 1 to 42, characterized in that the intake valves of the burners combustion engine in the intake stroke in response to the closing time of the exhaust valves are controlled and opened only when a backflow of exhaust gases into the intake system can be excluded. Device for controlling the commissioning of Internal combustion engines with a cylinder-selective and work-game-individual controllable fuel injection and decompression opening and / or fully variable controllable control organs, characterized that the preceding claims for commissioning as algorithms of an integrated control unit in an engine control unit are involved and over this in the form of optional executable Commissioning regimes can be called. Device according to claim 44, characterized in that that for starting the internal combustion engine, the engine control unit signals to an adjusting device which outputs the decompression opening and / or the exhaust valves of each cylinder opens so that with each piston movement from bottom to top dead center no compression and / or decompression work is done. Device according to Claims 44 and 45, characterized that the engine control unit only after completion of the power supply to the starting device signals to a fuel control device outputs, which via injection valves the internal combustion engine is supplied with fuel and the control organs the respective cylinder one stroke before Kraftstoffeinspitz by signals from the engine control unit be addressed to a valve actuator in the on that the opening and closing times stored in the engine control unit Timing and valve lifts correspond. Device according to Claims 44 to 46, characterized that the engine control unit for Start the internal combustion engine only then signals to the actuators for the Controls and the fuel control device outputs, if from a speed sensor, an end speed and / or a cold start speed value the crankshaft was detected. Device according to Claims 44 to 47, characterized that through the engine control unit the control of a decompression device and / or the adjusting devices for the Control organs by a target-actual comparison is carried out by a temperature sensor located in the exhaust system, the actual exhaust gas temperature with one in the engine control unit predetermined setpoint temperature compared and / or the engine load the supplied Fuel quantity and the associated Crankshaft speed is determined by the engine control unit. Device according to Claims 44 to 48, characterized that the starting of the internal combustion engine takes place in the manner that first the engine control unit an end and / or Cold start speed value determined, then the decompression openings and / or the control members of each cylinder via actuators Signal from the engine control unit open be the engine control unit no signals for fuel injection to the fuel control device outputs and then the boot process by the signal output of the engine control unit to the Starting device is initiated and the starting device only then from the engine control unit Signals to complete the starting process receives when a speed sensor has determined the previously determined final and / or cold start speed. Device according to claims 44 to 49, characterized that the engine control unit the cold start and / or the final speed value based on determined temperature values determined by temperature sensors in the cooling system and / or exhaust system and / or fuel system and / or intake system and / or exhaust system and / or lubricant system were detected.