EP0939859B1 - Entrainement de vehicule automobile - Google Patents

Entrainement de vehicule automobile Download PDF

Info

Publication number
EP0939859B1
EP0939859B1 EP98949906A EP98949906A EP0939859B1 EP 0939859 B1 EP0939859 B1 EP 0939859B1 EP 98949906 A EP98949906 A EP 98949906A EP 98949906 A EP98949906 A EP 98949906A EP 0939859 B1 EP0939859 B1 EP 0939859B1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
starting
internal combustion
combustion engine
cylinder
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
EP98949906A
Other languages
German (de)
English (en)
Other versions
EP0939859A1 (fr
Inventor
Ferdinand Grob
Gerhard Koelle
Peter Ahner
Klaus Harms
Manfred Ackermann
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 EP0939859A1 publication Critical patent/EP0939859A1/fr
Application granted granted Critical
Publication of EP0939859B1 publication Critical patent/EP0939859B1/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
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/007—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation using inertial reverse rotation

Definitions

  • the invention relates to a drive of a motor vehicle with an internal combustion engine with the features mentioned in the preamble of claim 1.
  • crankshaft is brought into a defined position by means of a positioning device, so that the piston of a starting cylinder - a piston defined from the total number of pistons of the internal combustion engine - is brought into a starting position and remains there, and then a first combustion torque is generated by injecting and igniting fuel, which is used to crank the internal combustion engine.
  • the disadvantage here is that only one relative due to the prepositioning time poor starting dynamics can be achieved, so that self-running of the internal combustion engine is only achieved after a relatively long time.
  • the drive of a motor vehicle according to the invention with the features mentioned in claim 1 offers the advantage that a fast self-running of an internal combustion engine can be achieved in a simple manner.
  • the crankshaft can be brought into a predeterminable starting position via an electrical machine which is switched to motor operation and which is non-positively coupled to a crankshaft of the internal combustion engine the electrical machine can exert a torque on the crankshaft during the entire starting process, is advantageously possible via a coordinated rotation angle, speed and injection control of the internal combustion engine and the superimposition of the torque generated electrically by the electrical machine with the result of a first ignition of the internal combustion engine Combustion torque to achieve a continuously accelerated run-up of the internal combustion engine, so that it automatically passes seamlessly into self-running.
  • the speed of the crankshaft of the internal combustion engine during the first direct injection of fuel and its subsequent ignition different from zero, so that the internal combustion engine develops a significantly higher torque when starting, compared to when starting with the crankshaft stationary, via the applied combustion torque due to the first ignition.
  • This combustion torque is supported by the electrical machine that is still in engine operation, so that the crankshaft accelerates rapidly and the internal combustion engine starts to run at the latest from the second injection and ignition.
  • a highly dynamic start and highly dynamic startup of the internal combustion engine is achieved.
  • a high or self-running of the internal combustion engine can be achieved for a high number of start cycles, which can be, for example, several 100,000 start cycles.
  • the current crankshaft position is determined to initiate the starting process, and the crankshaft is brought from the current crankshaft position to the starting position in the shortest possible way regardless of the direction of rotation and is then rotated in the correct direction from the ignition point.
  • the drive 10 comprises an internal combustion engine 12, which has four cylinders 14, for example.
  • a crankshaft 16 is assigned to the cylinders 14 and converts the movement of pistons arranged in the cylinders 14 into a rotary movement of an output shaft 18 in a known manner.
  • the output shaft 18 is non-positively coupled to an electrical machine 22 via a transmission 20.
  • the drive 10 further comprises a main gear, not shown, via which a rotational movement of the output shaft 18 on the drive wheels of the motor vehicle is transferable.
  • the transmission 20 shown here is part of the main transmission, not shown.
  • a crank angle sensor 24 is assigned to the crankshaft 16, via which the position of the crankshaft 16 can be determined. This is preceded by a coding, so that, for example, the angle of rotation 0 ° means a defined position of the crankshaft 16.
  • the cylinders 14 have a direct injection and ignition, not shown in detail, which can be controlled via a control unit 26.
  • the connecting lines 28 indicated here are provided between the control unit 26 and the injection and ignition.
  • the control unit 26 is also connected to the rotation angle sensor 24 via the connecting line 30.
  • Another connecting line 32 is used to control the electrical machine 22 via the control device 26.
  • the internal combustion engine 12 is started as follows:
  • the electrical machine 22 is operated in motor operation, with regulation taking place via the control unit 26.
  • Motor operation of the electrical machine 22 causes the crankshaft 16 to rotate via the transmission 20 and the output shaft 18.
  • the current crankshaft position is detected by the rotation angle sensor 24 and reported to the control unit 26.
  • the crankshaft 16 reaches an angular position, that of a predetermined starting position corresponds to one of the cylinders 14, which is selected as the starting cylinder depending on the starting position, via the control unit 26 to inject fuel and then ignite it.
  • the electromotive drive of the crankshaft 16 via the electrical machine 22 is not interrupted here.
  • the crankshaft 16 is set in rotary motion by the electrical machine 22, which stops when the defined starting position and the subsequent injection and ignition in the starting cylinder are reached. During the injection and ignition and the subsequent combustion process in the starting cylinder, the crankshaft 16 therefore has a rotational speed other than zero.
  • an electrical or mechanical torque applied via the electrical machine 22 is superimposed on a combustion torque caused by the combustion in the starting cylinder. This results in a rapid acceleration of the crankshaft 16, wherein — if present — upon reaching the pistons assigned to the respective other cylinders 14 of their respective starting positions in the corresponding cylinders 14, also controlled by the control unit 26, a direct injection of fuel and its subsequent ignition he follows.
  • the electrical machine 22 remains switched in the motor mode, so that a corresponding torque superimposition occurs due to the successive ignition of the individual cylinders 14 (combustion torques) with the electromotive applied torque results.
  • the acceleration of the internal combustion engine 12 caused by the combustion moments in the individual cylinders 14 is supported by the electrical machine 22 operating as an electric motor.
  • the control of injection and ignition coordinated by the control unit 26 leads to a superimposition of electrically and thermodynamically generated torques and thus to a continuously accelerated movement sequence of the crankshaft 16, which merges seamlessly into the self-running of the internal combustion engine 12.
  • the control of the electrical machine 22 via the control unit 26 can be designed so that in the vicinity of a cold start limit temperature, when the internal combustion engine 12 is not yet warm, only an electrically generated torque is required which is slightly higher than the sum of the frictional moments of the internal combustion engine , This becomes possible because only a minimally necessary angular rotation of the crankshaft 16 is necessary until the first starting position of the crankshaft 16, that is to say until a piston of one of the cylinders 14 is in a favorable starting position, and within this short time, the crankshaft 16 has a relatively low speed at which no significant compression moments have yet to be generated in the further cylinders 14. There is virtually the injection and ignition of a first cylinder 14, which is then the starting cylinder, at a relatively low speed of the crankshaft 16.
  • cylinder 14 can serve as a starting cylinder, the piston of which first reaches the favorable starting position via the electromotive rotation of crankshaft 16.
  • a favorable angular position of the crankshaft 16 is achieved, for example, when the piston of the starting cylinder 14 has an angular position clearly after top dead center, for example 30 to 70 degrees.
  • One of the cylinders 14 is selected via the control unit 26 as the starting cylinder, the piston of which first reaches the predeterminable starting position in accordance with the starting position of the crankshaft 16.
  • the crankshaft 16 is turned back at the starting time in such a way that the piston of the selected cylinder 14 moves backwards into the starting position, that is to say into the position of, for example 30 to 70 degrees after the top dead center of the engine 12 is brought.
  • This results in a compression in the starting cylinder which leads to a significant increase in the combustion torque of the starting combustion in the subsequent direct injection and ignition of the fuel. This significantly increases the dynamics of the starting process.
  • a further optimization of the starting process can take place in that the valve control for injecting the fuel into the cylinders 14 during the starting process can be optimized to the combustion torques to be applied during the starting. This can be done, for example, by means of an electromagnetic valve control via the control unit 26.
  • the electrical machine 22 can be switched from the motor to the generator mode at a selectable rotational speed of the crankshaft 16 and that with the output shaft 18.
  • the electrical machine 22 can also be switched back from generator to motor operation as a function of the speed. According to the selectable switching speed, generator operation of the electrical machine 22 is possible at relatively low speeds of the crankshaft 16 without the risk of an interruption of the start, since the internal combustion engine 12 can easily be intercepted by switching the electrical machine 22 at low speeds.

Landscapes

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

Abstract

L'invention concerne un entraînement de véhicule automobile, comportant un moteur à combustion interne et une machine électrique accouplée ou pouvant être accouplée à un vilebrequin du moteur à combustion interne et pouvant être commutée en mode moteur ou générateur, ainsi qu'une électronique de commande servant à commander une injection directe et un allumage du moteur à combustion interne. Dans l'entraînement selon l'invention, le vilebrequin (16) peut, au démarrage du moteur à combustion interne (12), être amené par l'intermédiaire de la machine électrique (22) commutée en mode moteur dans une position de démarrage définissable et l'arrivée du vilebrequin (16) dans la position de démarrage entraîne l'allumage du carburant injecté dans un cylindre de démarrage (14), un couple pouvant être exercé sur le vilebrequin (16) par l'intermédiaire de la machine électrique (22) pendant toute la procédure de démarrage.

Claims (8)

  1. Entraînement d'un véhicule automobile comprenant :
    - un moteur à combustion interne et, accouplé une machine électrique commutable en moteur ou en génératrice, ou pouvant être accouplé au vilebrequin de celui-ci,
    - une électronique pour commander une injection directe et un allumage de moteur,
    étant précisé que pour démarrer le moteur, le vilebrequin peut, par la machine électrique commutée en moteur, être amené en une position de démarrage prédéterminée dans laquelle a lieu l'allumage du carburant injecté dans un cylindre de démarrage,
    caractérisé en ce que
    le cylindre de démarrage (14) est celui dont le piston peut être amené à la position de démarrage par le déplacement le plus court, défini éventuellement par la rotation angulaire du vilebrequin (16).
  2. Entraînement selon la revendication 1,
    caractérisé en ce que
    pour mettre en route l'opération de démarrage, la position actuelle du vilebrequin (16) et/ou de l'arbre à cames peut être déterminée et le vilebrequin (16) peut, indépendamment du sens de rotation être amené par le déplacement le plus court de sa position actuelle à la position de démarrage pour ensuite tourner dans son sens normal.
  3. Entraînement selon l'une quelconque des revendication 1 ou 2,
    caractérisé en ce que
    la position de démarrage du vilebrequin (16) est définie par la position angulaire du vilebrequin associé à un cylindre de démarrage sélectionné (14).
  4. Entraînement selon la revendication 3,
    caractérisé en ce que
    la position angulaire du vilebrequin (16) se situe dans une plage commençant après le point mort haut et se terminant nettement avant le point mort bas du moteur à combustion interne (12).
  5. Entraînement selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le piston du cylindre de démarrage (14) peut être amené à la position de démarrage par rotation en arrière du vilebrequin (16).
  6. Entraînement selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le couple produit par la machine électrique (22) entraînée électriquement n'est que peu supérieur à la somme des couples de frottement du moteur (12).
  7. Entraînement selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le cylindre de démarrage (14) est choisi de manière que quand son piston vient se placer en position de démarrage avant allumage , la compression aussi élevée que possible soit produite.
  8. Entraînement selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    à l'arrêt du moteur (12) des dispositions appropriées donnent au cylindre de démarrage (14) une position favorable.
EP98949906A 1997-09-19 1998-08-17 Entrainement de vehicule automobile Expired - Lifetime EP0939859B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19741294A DE19741294A1 (de) 1997-09-19 1997-09-19 Antrieb eines Kraftfahrzeuges
DE19741294 1997-09-19
PCT/DE1998/002390 WO1999015787A1 (fr) 1997-09-19 1998-08-17 Entrainement de vehicule automobile

Publications (2)

Publication Number Publication Date
EP0939859A1 EP0939859A1 (fr) 1999-09-08
EP0939859B1 true EP0939859B1 (fr) 2003-01-29

Family

ID=7842892

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98949906A Expired - Lifetime EP0939859B1 (fr) 1997-09-19 1998-08-17 Entrainement de vehicule automobile

Country Status (7)

Country Link
US (1) US6202614B1 (fr)
EP (1) EP0939859B1 (fr)
JP (1) JP4152449B2 (fr)
KR (1) KR100739353B1 (fr)
BR (1) BR9806180A (fr)
DE (2) DE19741294A1 (fr)
WO (1) WO1999015787A1 (fr)

Cited By (2)

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DE10360795A1 (de) * 2003-12-23 2005-07-28 Bayerische Motoren Werke Ag Auslaufsteuerung zum kontrollierten Abstellen einer Brennkraftmaschine
DE102018212943A1 (de) * 2018-08-02 2020-02-06 Robert Bosch Gmbh Verfahren und Steuervorrichtung zum Betreiben eines Hybridantriebsystems eines Hybridfahrzeugs

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EP1055816A4 (fr) * 1998-12-09 2007-01-10 Mitsuba Corp Dispositif de demarrage pour moteurs a combustion interne et dispositif de commande de demarrage
DE19960984A1 (de) * 1999-12-17 2001-06-21 Bosch Gmbh Robert Verfahren zur Auslaufsteuerung einer Brennkraftmaschine
EP1269010B1 (fr) 2000-03-31 2005-12-07 Siemens Aktiengesellschaft Procede et dispositif pour demarrer un moteur a combustion interne
EP1300587B1 (fr) * 2000-07-11 2010-10-06 Aisin Aw Co., Ltd. Systeme d'entrainement hybride
FR2827911B1 (fr) * 2001-07-27 2004-01-30 Peugeot Citroen Automobiles Sa Procede de reglage de l'arret et procede de redemarrage d'un moteur a combustion interne
JP3571014B2 (ja) * 2001-08-30 2004-09-29 本田技研工業株式会社 内燃機関の自動停止始動制御装置
US7072757B2 (en) * 2001-10-29 2006-07-04 Caterpillar Inc. Fuel control system
JP4273838B2 (ja) * 2002-09-30 2009-06-03 トヨタ自動車株式会社 内燃機関の始動制御装置
DE10304449B4 (de) 2003-02-04 2007-10-25 Siemens Ag Verfahren zur Steuerung einer direkten Einspitzung einer Brennkraftmaschine
JP3941705B2 (ja) * 2003-02-13 2007-07-04 トヨタ自動車株式会社 内燃機関の停止始動制御装置
DE10315283B3 (de) * 2003-04-03 2004-07-08 Siemens Ag Verfahren zum Optimieren der Zündung eines Luft-Kraftstoff-Gemisches für Direktstarts einer Brennkraftmaschine
EP1464833A3 (fr) 2003-04-03 2008-06-11 Continental Automotive GmbH Procédé de préparation d'un mélange carburant-air pour démarrage direct d'un moteur à combustion
DE10318427B4 (de) * 2003-04-23 2014-02-20 Continental Automotive Gmbh Verfahren zum Starten einer Brennkraftmaschine
DE10360798B3 (de) * 2003-12-23 2005-06-30 Bayerische Motoren Werke Ag Verfahren zur Vorbereitung eines Starts einer Brennkraftmaschine
EP1586765B1 (fr) * 2004-04-15 2011-06-29 TEMIC Automotive Electric Motors GmbH Procédé et système de commande pour positioner les vilebrequine lors de l'arrêt d'un moteur à combustion
JP4338659B2 (ja) * 2005-03-02 2009-10-07 株式会社日立製作所 内燃機関の始動方法及び始動装置
DE102005016067B4 (de) * 2005-04-07 2007-06-21 Siemens Ag Verfahren zur Erhöhung der Start-Reproduzierbarkeit bei Start-Stopp-Betrieb einer Brennkraftmachine
DE102006045661B4 (de) 2006-09-27 2018-08-02 Robert Bosch Gmbh Verfahren zum Starten einer Brennkraftmaschine
DE102007019941A1 (de) * 2007-04-27 2008-11-06 Robert Bosch Gmbh Verfahren zum Positionieren einer Kurbelwelle einer abgeschalteten Brennkraftmaschine eines Kraftfahrzeugs
DE102007058227B4 (de) 2007-12-04 2019-01-31 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine und Steuer- oder Regeleinrichtung für eine Brennkraftmaschine
DE102010041519B3 (de) * 2010-09-28 2011-12-22 Robert Bosch Gmbh Verfahren zum Abstellen einer Dieselbrennkraftmaschine mit wenigstens zwei Zylindern und Recheneinheit
DE102010041844A1 (de) * 2010-10-01 2012-04-05 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102010041976B4 (de) 2010-10-05 2014-08-28 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, elektrische Maschine einer Brennkraftmaschine und Motorsteuergerät zum Steuern und/oder Regeln einer Brennkraftmaschine
WO2012107016A2 (fr) * 2011-02-09 2012-08-16 Schaeffler Technologies AG & Co. KG Procédé et dispositif pour démarrer un moteur à combustion interne
DE102012011993B4 (de) * 2012-06-16 2021-03-18 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zum Anlassen einer Verbrennungskraftmaschine
JP2015014278A (ja) * 2013-07-08 2015-01-22 ヤマハ発動機株式会社 始動発電機及びその制御方法
DE102013215857B4 (de) * 2013-08-12 2022-06-30 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Starten eines Verbrennungsmotors mit angeschlossenem Drucklufttank
GB2520557B (en) 2013-11-26 2020-07-08 Ford Global Tech Llc A method of controlling an engine of a motor vehicle
DE102015225446A1 (de) * 2015-12-16 2017-06-22 Robert Bosch Gmbh Verfahren zum anlasserlosen Starten eines Verbrennungsmotors

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Publication number Priority date Publication date Assignee Title
DE10360795A1 (de) * 2003-12-23 2005-07-28 Bayerische Motoren Werke Ag Auslaufsteuerung zum kontrollierten Abstellen einer Brennkraftmaschine
DE10360795B4 (de) * 2003-12-23 2006-04-13 Bayerische Motoren Werke Ag Auslaufsteuerung zum kontrollierten Abstellen einer Brennkraftmaschine
DE102018212943A1 (de) * 2018-08-02 2020-02-06 Robert Bosch Gmbh Verfahren und Steuervorrichtung zum Betreiben eines Hybridantriebsystems eines Hybridfahrzeugs

Also Published As

Publication number Publication date
WO1999015787A1 (fr) 1999-04-01
JP4152449B2 (ja) 2008-09-17
US6202614B1 (en) 2001-03-20
BR9806180A (pt) 1999-10-19
KR20000068870A (ko) 2000-11-25
KR100739353B1 (ko) 2007-07-18
JP2001506727A (ja) 2001-05-22
EP0939859A1 (fr) 1999-09-08
DE19741294A1 (de) 1999-03-25
DE59807064D1 (de) 2003-03-06

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