EP0579687B1 - Procede de demarrage a froid d'un moteur a piston et moyens servant a effectuer ce procede - Google Patents

Procede de demarrage a froid d'un moteur a piston et moyens servant a effectuer ce procede Download PDF

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Publication number
EP0579687B1
EP0579687B1 EP92908462A EP92908462A EP0579687B1 EP 0579687 B1 EP0579687 B1 EP 0579687B1 EP 92908462 A EP92908462 A EP 92908462A EP 92908462 A EP92908462 A EP 92908462A EP 0579687 B1 EP0579687 B1 EP 0579687B1
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EP
European Patent Office
Prior art keywords
engine
cranking
during
throttle
exhaust side
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP92908462A
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German (de)
English (en)
Other versions
EP0579687A1 (fr
Inventor
Tommy Gustavsson
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.)
Volvo AB
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Volvo AB
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Filing date
Publication date
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Publication of EP0579687A1 publication Critical patent/EP0579687A1/fr
Application granted granted Critical
Publication of EP0579687B1 publication Critical patent/EP0579687B1/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
    • F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0249—Starting engine, e.g. closing throttle in Diesel engine to reduce starting torque

Definitions

  • the present invention concerns a method of cold starting piston-type combustion engines.
  • the present invention also concerns a device for carrying out the method.
  • the object of the present invention is to solve the aforesaid start problems in an economical and effective way so that the warming up of the engine happens as quickly as possible even without a heating element being arranged on the inlet side.
  • Said object is achieved by means of a method which is characterized by a first step, in which the blocking of the fuel supply to the engine's combustion chambers is ensured during cranking of the engine, whereby air is compressed in the engine for the purposes of warming up the engine's combustion chambers by generated compression heat, and a second step, in which fuel supply is effected during further cranking, until ignition occurs, whereby the first step is continued for a predetermined number of revolutions of cranking of the engine.
  • the device comprises a control unit which is arranged, during a first step, to send a control signal to ensure blocking of the fuel supply to the engine during a predetermined number of revolutions of engine cranking and which, during a second step, is arranged to interrupt said blocking.
  • fig.1 shows schematically a cold starting arrangement of the invention according to a first embodiment whilst fig.2 shows schematically a part of the device according to a second embodiment.
  • the device according to the invention is preferably, as is clear from fig.1 as well as fig.2, foreseen with a throttling device 1, which is arranged on the exhaust side 2 of a piston-type combustion engine, for example between its manifold and exhaust pipe.
  • the throttle device presents a valve 3 which is arranged to be continually variably adjusted between a fully closed position, in which the exhaust side is completely blocked, and a fully open position, in which the throttle device makes no contribution to a pressure drop. In the closed position the throttle device can completely block the exhaust side, whereby the valve 3 or attached seating 4 is completely sealed.
  • the valve can be foreseen with air holes so that the exhaust side can not be blocked completely.
  • the throttle device is controlled by means of an adjusting part 5, which is for example pneumatically controlled from a pneumatic system belonging to the vehicle, whereby the adjustment part is constituted of a spring biased piston 7, movable in an air cylinder 8, which is single acting and communicates with a pneumatic source via an electrically adjustable solenoid valve 9.
  • the adjustment part is constituted of a spring biased piston 7, movable in an air cylinder 8, which is single acting and communicates with a pneumatic source via an electrically adjustable solenoid valve 9.
  • a control unit 10 which, in cooperation with other functions, is arranged to control the throttle device.
  • the embodiment according to fig.1 shows a throttle device of the positive type, implying that the compression spring 6 acts to maintain the valve open.
  • the valve's adjustment is achieved in that a varying air pressure is applied in the air cylinder on the piston's opposite side relative to the compression spring.
  • Examples of inputs to the control unit are a control input 11 from the vehicle's ignition lock, a second control input from any transmitter, for example a temperature sender for sensing temperature on the exhaust side, e.g. at each cylinder, a revolution-count sender, revolution calculator, timer etc. Also the cooling fluid temperature or the lubrication oil temperature can be sensed by means of senders for controlling the control unit.
  • the control unit is connected to the solenoid valve 9, which occurs via an output 13 from the control unit. Additional outputs from the control unit consist for example of an output 14 to the combustion engine's starter motor relay and an output 15 to the engine's fuel injection system. As an example a diesel engine has been chosen, which thus has no electrical ignition system.
  • the device according to the invention is particularly simple and cost effective by application to certain engine types, such as diesel engines, depending on the fact that in practice an exhaust pressure regulator of the diesel engine can be used as the throttle arrangement 1, said regulator being part of the standard equipment in diesel engines for heavy vehicles, such as trucks.
  • This exhaust pressure regulator has hitherto mainly had the function of creating an artificial load on the engine to such a high level, that it functions as an engine brake for reducing the load on the conventional braking system.
  • This function is connected via for example an electrical brake contact in the vehicle cabin, which leads to an input, for example the input 12, to the control system 10.
  • the exhaust pressure regulator produces moreover a quicker increase of the engine's temperature after start by means of the artificial load which is created by fully or partly closed valve 3, since a resistance pressure is created in the engine, which is utilised after fuel injection and subsequent ignition of the fuel occurs.
  • the method and device according to the invention imply a further development, which additionally advances the rise of the engine's temperature to its running temperature.
  • the control unit 10 even at the start of cranking of the diesel engine via a starter motor, partly blocks the fuel injection to the diesel engine depending on a suitably chosen parameter and partly also preferably actuates the throttle device 1 to ensure maximum throttling of the exhaust side.
  • no ignition can thus occur, since the engine's cylinder chambers are not supplied with any fuel, but the pistons in the engine still compress air which is contained in the cylinder, at the same time as the completely or partly closed throttle device 1 produces a resistance pressure on the exhaust side, which also increases the degree of compression as well as reducing the through-flow through the cylinders.
  • a second method step which directly follows on from the first method step, involves continued resistance pressure by means of the throttle device 1 during fuel injection, which is activated by means of the control unit 10 on one of its outputs 15, whereby ignition of the fuel occurs and the engine is made to rotate under its own power.
  • the maintained resistance pressure during the second method step contributes additionally to a fast heating up of the engine during a suitably chosen warn up period whereafter a third step, following on from the second step, involves said resistance pressure substantially being ceased by adjustment of the throttle device's 1 valve 3 to a completely open position.
  • this normal operating condition is replaced by increased engine braking as a result of the driver's actuation on a control input 12 to the control unit 10, so that the throttle device is adjusted to a preferably fully closed position.
  • the blocking of the fuel injection occurs by means of the control output 15, which controls a per se known fuel injection system.
  • the blocking is controlled from a control input to the control circuit, which detects the number of revolutions of the crankshaft and deactivates the blocking after a predetermined number of revolutions, being however at least one complete working cycle of the engine, i.e. at least one compression stroke for each cylinder. From an environmental point of view this is preferred, but from a starting point of view it is possible that the blocking can be deactivated before completion of a whole working cycle.
  • the number of revolutions can also be controlled in dependence on the temperature of the cooling fluid or the lubrication oil.
  • Choice of a suitable resistance pressure depends on many factors, but can vary between maximum resistance pressure, i.e. fully closed throttle device, and a reduced resistance pressure of for example 100 kPa, when the valve 3 is in an intermediate position between fully open and fully closed positions. Since the exhaust pressure during operation is pulsating, the spring biased throttle device will also pulsate during the first as well as the second method step.
  • the throttle device 1 is activated already when the engine is cranked by means of the starter motor, taking account of the necessary adjustment time of the throttle device, which for example occurs in that the ignition lock presents a first position, in which blocking of the fuel injection is ensured and the throttle device 1 is adjusted to a predetermined throttle position, whilst a second position involves actuation of the starter motor.
  • the maintaining of the chosen resistance pressure can also occur by means of time control, whereby a timer is preferably included in the control unit 10 and after a predetermined time interval, which is calculated from activation of the engine's cranking, activates the fuel injection via output 14. In the same way, this timer can maintain the throttle device's adjusted throttle position for a predetermined time, until method step two proceeds to method step three.
  • the throttle device is left out completely or is given another construction and is so arranged that, instead of arranging one throttle device common to all cylinders, a throttle device is arranged for each cylinder to provide individual control, since the cylinders otherwise reach the running temperature at different points in time.
  • the invention is particularly advantageous at lower surrounding temperatures, the invention offers advantages independent of the engine temperature and surrounding temperature. In principle the method can simply comprise blocking of the fuel injection. Even if the example relates to diesel engines, the invention is suitable for other sorts of piston-type combustion engines, also for those having an electrical ignition system.
  • the invention can be used for different types of fuel and shows favourable effects not least for fuels with low vaporisation tendency, i.e. a high vaporisation temperature, such as alcohols.

Landscapes

  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Valve Device For Special Equipments (AREA)
  • Heterocyclic Carbon Compounds Containing A Hetero Ring Having Oxygen Or Sulfur (AREA)
  • Confectionery (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Catching Or Destruction (AREA)
  • Mechanical Pencils And Projecting And Retracting Systems Therefor, And Multi-System Writing Instruments (AREA)
  • Treatments For Attaching Organic Compounds To Fibrous Goods (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Means For Warming Up And Starting Carburetors (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Claims (11)

  1. Procédé de démarrage à froid de moteurs à combustion interne du type à pistons, caractérisé par une première étape dans laquelle l'arrêt de la transmission du carburant aux chambres de combustion du moteur est assuré pendant l'entraînement en rotation du moteur, de manière que l'air soit comprimé dans le moteur et permette l'échauffement des chambres de combustion du moteur par la chaleur créée par compression, et une seconde étape dans laquelle la transmission du carburant est réalisée pendant un entraînement supplémentaire en rotation, jusqu'à ce que l'allumage se produise, la première étape étant poursuivie pendant un nombre prédéterminé de tours d'entraînement du moteur en rotation.
  2. Procédé selon la revendication 1, caractérisé en ce que la première étape est poursuivie pendant au moins un cycle complet de fonctionnement du moteur.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que le retard entre la première et la seconde étape est réglé en fonction de la température.
  4. Procédé selon la revendication 3, caractérisé en ce que le retard entre la première et la seconde étape est réglé en fonction de la température du moteur.
  5. Procédé selon la revendication 1, 2 ou 3, caractérisé en ce qu'il comporte aussi, pendant la première étape, l'étranglement du côté d'échappement pendant l'entraînement en rotation du moteur afin qu'une pression créant une résistance soit appliquée du côté d'échappement.
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'étranglement du côté d'échappement est appliqué avant l'entraînement en rotation du moteur.
  7. Appareil destiné à exécuter un procédé de démarrage à froid des moteurs à combustion interne du type à pistons par entraînement en rotation du moteur à l'aide d'un ensemble à starter, caractérisé en ce que l'appareil comprend une unité de commande (10) qui, pendant une première étape, est destinée à transmettre un signal de commande pour assurer l'arrêt de la transmission du carburant au moteur pendant un nombre prédéterminé de tours d'entraînement en rotation du moteur et qui, dans une seconde étape, est destinée à interrompre cet arrêt de l'alimentation.
  8. Appareil selon la revendication 7, comprenant un dispositif d'étranglement (1) placé du côté d'échappement du moteur, caractérisé en ce que le dispositif de commande (10) est destiné à assurer le maintien du dispositif d'étranglement (1) en position étranglée afin qu'une pression créant une résistance soit appliquée du côté d'échappement pendant l'entraînement en rotation du moteur dans la première étape, avant la transmission du carburant.
  9. Appareil selon la revendication 8, caractérisé en ce que l'unité de commande (10) est destinée à maintenir le dispositif d'étranglement (1) en position d'étranglement avant que le moteur du starter ne soit commandé, si bien qu'une pression créant une résistance est appliquée du côté d'échappement dès que le moteur est entraîné en rotation.
  10. Appareil selon la revendication 9, caractérisé en ce que l'ensemble d'étranglement (3) est prévu avec un dispositif mobile d'étranglement (7) rappelé par un ressort de manière que le dispositif d'étranglement ait tendance à garder la position d'étranglement.
  11. Appareil selon la revendication 9, caractérisé en ce que la serrure d'allumage du moteur possède une première position dans laquelle le dispositif d'étranglement est commandé et une seconde position dans laquelle le moteur du starter est commandé.
EP92908462A 1991-04-12 1992-04-03 Procede de demarrage a froid d'un moteur a piston et moyens servant a effectuer ce procede Expired - Lifetime EP0579687B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE9101125 1991-04-12
SE9101125A SE468862B (sv) 1991-04-12 1991-04-12 Foerfarande foer kallstart av dieselmotorer och anordning foer genomfoerande av foerfarandet
PCT/SE1992/000216 WO1992018761A1 (fr) 1991-04-12 1992-04-03 Procede de demarrage a froid d'un moteur a piston et moyens servant a effectuer ce procede

Publications (2)

Publication Number Publication Date
EP0579687A1 EP0579687A1 (fr) 1994-01-26
EP0579687B1 true EP0579687B1 (fr) 1995-06-21

Family

ID=20382465

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92908462A Expired - Lifetime EP0579687B1 (fr) 1991-04-12 1992-04-03 Procede de demarrage a froid d'un moteur a piston et moyens servant a effectuer ce procede

Country Status (13)

Country Link
EP (1) EP0579687B1 (fr)
JP (1) JPH06506517A (fr)
AT (1) ATE124111T1 (fr)
AU (1) AU662899B2 (fr)
BR (1) BR9205887A (fr)
CA (1) CA2108283C (fr)
DE (1) DE69203092T2 (fr)
FI (1) FI107074B (fr)
NO (1) NO179625C (fr)
PL (1) PL170097B1 (fr)
RU (1) RU2102629C1 (fr)
SE (1) SE468862B (fr)
WO (1) WO1992018761A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19935898A1 (de) * 1999-07-30 2001-02-01 Bosch Gmbh Robert Verfahren zum Erwärmen der Brennräume eines Verbrennungsmotors
FR2924767B1 (fr) * 2007-12-10 2013-10-25 Inst Francais Du Petrole Procede pour demarrer a froid un moteur a combustion interne, notamment a autoallumage, et moteur utilisant un tel procede
AT510351B1 (de) * 2010-08-16 2013-04-15 Avl List Gmbh Verfahren zum starten der internen stromerzeugung in einem elektrofahrzeug
US9394842B2 (en) * 2011-12-13 2016-07-19 Ford Global Technologies, Llc Method for improving engine starting
US8899212B2 (en) * 2011-12-14 2014-12-02 Ford Global Technologies, Llc Method and system for improving engine starting
US9239016B2 (en) * 2012-09-10 2016-01-19 Ford Global Technologies, Llc Catalyst heating with exhaust back-pressure
RU2525778C2 (ru) * 2012-10-15 2014-08-20 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Омский государственный технический университет" Способ пуска двигателя внутреннего сгорания при низких температурах и устройство для его осуществления
US8857155B2 (en) * 2013-01-18 2014-10-14 Ford Global Technologies, Llc Methods and systems for humidity detection via an exhaust gas sensor

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB784400A (en) * 1954-06-18 1957-10-09 Peter John Brogan Remote control system as applied to diesel generator sets
GB784583A (en) * 1954-10-08 1957-10-09 Dorothy Winifred Brogan Remote-control system for starting and stopping diesel engines
SE320985B (fr) * 1968-07-05 1970-02-23 Volvo Ab
DE3339053A1 (de) * 1983-10-28 1985-05-09 Daimler-Benz Ag, 7000 Stuttgart Steuerung fuer eine motor-abgasbremse
GB8425657D0 (en) * 1984-10-10 1984-11-14 Austin Rover Group Exhaust system

Also Published As

Publication number Publication date
AU662899B2 (en) 1995-09-21
SE9101125D0 (sv) 1991-04-12
BR9205887A (pt) 1994-07-05
NO179625C (no) 1996-11-13
SE468862B (sv) 1993-03-29
DE69203092T2 (de) 1995-10-26
SE9101125L (sv) 1992-10-13
ATE124111T1 (de) 1995-07-15
AU1580792A (en) 1992-11-17
DE69203092D1 (de) 1995-07-27
PL170097B1 (pl) 1996-10-31
FI934507A (fi) 1993-10-12
WO1992018761A1 (fr) 1992-10-29
CA2108283C (fr) 2003-08-19
NO179625B (no) 1996-08-05
NO933656L (no) 1993-11-17
CA2108283A1 (fr) 1992-10-13
FI934507A0 (fi) 1993-10-12
FI107074B (fi) 2001-05-31
RU2102629C1 (ru) 1998-01-20
JPH06506517A (ja) 1994-07-21
NO933656D0 (no) 1993-10-11
EP0579687A1 (fr) 1994-01-26

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