EP1074713A1 - Verfahren zur Steuerung einer Brennkraftmaschine zur Erleichterung des Startes nach Abschalten - Google Patents

Verfahren zur Steuerung einer Brennkraftmaschine zur Erleichterung des Startes nach Abschalten Download PDF

Info

Publication number
EP1074713A1
EP1074713A1 EP00402156A EP00402156A EP1074713A1 EP 1074713 A1 EP1074713 A1 EP 1074713A1 EP 00402156 A EP00402156 A EP 00402156A EP 00402156 A EP00402156 A EP 00402156A EP 1074713 A1 EP1074713 A1 EP 1074713A1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
air
during
cylinders
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP00402156A
Other languages
English (en)
French (fr)
Inventor
Georges Desjardins
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.)
Renault SAS
Original Assignee
Renault SAS
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 Renault SAS filed Critical Renault SAS
Publication of EP1074713A1 publication Critical patent/EP1074713A1/de
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position

Definitions

  • the present invention relates to a combustion engine, in particular a heat engine of a motor vehicle.
  • the invention relates more particularly to a method of control of a four-stroke combustion engine for make it easier to start the engine after stopping.
  • the invention relates more particularly to a motor with combustion, of the type comprising a crankshaft, of the type having an air intake or mixing circuit air / fuel and a burnt gas exhaust system which communicate with a combustion chamber of at least one engine cylinder, of the type in which communications from intake and exhaust circuits with the chamber are likely to be closed each with at least one valve, respectively intake and, respectively, exhaust, opening controlled by an actuator, in particular by an electromagnetic actuator, connected to a electronic control unit, of the type in which a piston describes a back-and-forth movement in the cylinder including a downstroke piston down stroke up towards bottom dead center and upward stroke of the piston from bottom dead center to top dead center, of the type in which a cylinder can operate in a compressor mode air which includes in particular an air intake phase bounded by the opening and closing of the valve intake, an air compression phase during which all valves are closed and which is bounded by the point dead low and by opening the exhaust valve which has before the next opening of the intake valve.
  • valves In a traditional engine whose valves are controlled by camshafts, the movements of valves, pistons and crankshaft relative to each other others are predefined by the design and assembly of the engine.
  • the movement of the valves in relation to the movement of the piston and the crankshaft is determined by the energy supplied to the actuators under the control of the electronic unit of ordered. As soon as we stop supplying energy to actuators, there is no longer any link between the movement of valves and other components.
  • Identifying the position of the crankshaft can ask up to one engine rotation according to the position relative, at the time of stopping, of the position mark (s) revolutions placed on the crankshaft and fixed sensor (s) to identify them. This delay unnecessarily lengthens the engine start-up time of several tenths of second, given the very low speed of rotation of the crankshaft when the starter drives the engine.
  • the invention aims to use the possibilities offered by the individual valve control to prepare the next engine start.
  • the invention provides a method of control of a four-stroke combustion engine of the type described above, in order to facilitate starting the engine after stopping, characterized in that it consists, when the engine was stopped and the power was cut off fuel, to control the operation of at least one cylinder in air compressor mode so as to stop the crankshaft in a determined position.
  • each cylinder has only one intake valve and one valve exhaust.
  • FIG. 1 shows a cylinder 10 of an engine internal combustion four-stroke, the upper part forms a combustion chamber 12 delimited by a piston movable 14 and by a cylinder head 15.
  • a connecting rod 22 connects the piston 14 to a crankshaft 23.
  • the cylinder 10 is supplied with air / fuel mixture by an intake circuit 16 which opens into the combustion 12 through an intake valve 18 of which movements are controlled by an actuator linear electromagnetic 11 in order to shut off or not the communication between the intake circuit 16 and the combustion 12.
  • An exhaust circuit 17 is provided for evacuation gases burnt out of the combustion chamber 12 through an exhaust valve 19 also controlled by an electromagnetic linear actuator 13.
  • the intake valve control 18 and exhaust 19 is provided by an electronic unit control 21 which controls the actuators 11, 13, and which also controls fuel injection, here indirect, at by means of an injector 20, as well as the ignition by means a candle (not shown).
  • the electronic control unit 21 comprises in particular means for storing one or more engine operating maps.
  • the electronic control unit 21 receives signals representative of operating parameters such as the engine speed, atmospheric pressure, pressure in each cylinder, the flow of intake gases and / or exhaust, instantaneous torque supplied, etc.
  • the individual control of the valves on a “camless” engine makes it possible to operate the cylinder 10 in an air compressor mode M c when the fuel supply has been cut.
  • the principle of this operating mode M c is to admit air into the cylinder 10 during the downward stroke of the piston 14, during a so-called air intake phase P a , and to compress the air admitted during the upward stroke of the piston 14, during a phase called air compression P c .
  • the air is evacuated from the cylinder 10, during a phase called the evacuation of air P e .
  • the diagram in FIG. 2 represents a distribution cycle of the valves of the cylinder 10 in the air compressor mode M c .
  • the intake valve 18 is opened in the vicinity of the top dead center TDC.
  • the piston 14 descends and draws in air from the intake circuit 16.
  • the intake valve In the vicinity of the bottom dead center PMB, the intake valve is closed 18. A certain amount of air is therefore trapped in the combustion chamber 12.
  • the air intake phase P a has been carried out .
  • the exhaust valve 19 is opened to evacuate the compressed air.
  • the piston 14 pushes the air out of the combustion chamber 12 towards the exhaust circuit 17.
  • the exhaust valve 19 is closed in the vicinity of the top dead center TDC.
  • the air evacuation phase P e was carried out .
  • a cycle in air compressor mode M c is then completed, and a new cycle can be started by opening the intake valve 18.
  • the maximum deceleration of the crankshaft 23 is obtained when compressing a maximum mass of air, on the one hand, and that we evacuate this mass of compressed air before the race descending from the piston 14, on the other hand, so that the compressed air does not restore motor energy by relaxing and pushing the piston 14.
  • provision may be made to advance the closing FA of the intake valve 18 and / or to advance the opening OE of the exhaust valve 19, in order to regulate the deceleration speed of the crankshaft 23, respectively, by reducing the admitted air mass and / or by reducing the duration of the compression phase P c .
  • the engine speed that is to say the rotation speed of the crankshaft 23
  • the crankshaft 23 is often too high to allow an operating cycle in air compressor mode M c on a single crankshaft revolution 23.
  • current valve control systems may not allow sufficiently short valve opening and closing times for this type of operation.
  • valve control systems do not allow the valves to be opened when it reigns excessive pressure in the combustion chamber 12.
  • the air compression phase P c normally starts from the bottom dead center PMB.
  • OE opening of the exhaust valve 19 takes place either in advance, before the pressure reaches a value too high, or late, when the pressure is down to an acceptable value.
  • the two intermediate cylinders CYL2, CYL3 have their bottom dead center PMB at the same angle of rotation of the crankshaft 23, opposite the bottom dead center PMB des end cylinders CYL1, CYL4.
  • the fuel supply is cut but not the power supply to operate the actuators 11, 13 of valves. Therefore, it is the electronic unit 21 which will control the shutdown of energy supply to the engine, when the implementation of the process is complete.
  • the deceleration sequence Sd of the crankshaft 23 consists in operating the four cylinders CYL1, CYL2, CYL3, CYL4 in air compressor mode M c , trying to maximize the intensity of the deceleration.
  • an operating cycle in air compressor mode M c is used spread over two crankshaft turns 23, of the type described above with reference to FIG. 3.
  • the engine when the user controls the When the engine stops, the engine usually idles.
  • the speed of rotation of the crankshaft 23 at idle is often too high to allow spreading of the cycle over a revolution of crankshaft 23.
  • the distribution of the air compression phases P c between the different cylinders CYL1, CYL2, CYL3, CYL4 is balanced over time. This makes it possible to have a regular deceleration which does not create jolts, which can generate, for example, vibrations of the motor which are unpleasant for the user.
  • FIGS. 4A to 4D show an example of a time distribution of the compression phases P c .
  • a compression phase P c is placed on the cylinder CYL1, while the cylinder CYL4 is in its intake phase P a .
  • a half-turn of the crankshaft 23 after, the intermediate cylinders CYL2, CYL3 are at their top dead center TDC.
  • a compression phase P c is then placed on the cylinder CYL3, while the cylinder CYL2 is in its intake phase P a .
  • the electronic unit of command 21 determines the times of opening and valve closing by calculations or from tables in function of external parameters.
  • the deceleration of the crankshaft 23 is regulated by operating the cylinders in a passive mode M p .
  • the cylinders which operate in passive mode M p are chosen so that the compression phases P c on the other cylinders are always distributed in a balanced manner over time.
  • the implementation of the deceleration sequence S d of the crankshaft 23 transfers a maximum volume of fresh air into the exhaust circuit 17. In fact, at each intake phase P a fresh air is drawn in through the air intake circuit 16, and it is discharged into the exhaust circuit 17 during the evacuation phase P e .
  • the speed threshold value R s is determined by the electronic control unit 21 from calculations or from tables as a function of external parameters.
  • the blocking sequence S b of the crankshaft 23 aims to stop the crankshaft 23 in a determined position.
  • the blocking sequence S b of the crankshaft 23 takes place at low speeds for which it is no longer necessary to seek regularity in deceleration. Consequently, only certain judiciously selected cylinders are no longer operated in the air compressor mode M c .
  • the engine speed during the blocking sequence S b of the crankshaft 23 is generally sufficiently low to allow the operation of the selected cylinders in air compressor mode M c spread over a single crankshaft revolution 23. We will therefore preferably choose this operating mode by seeking to obtain a significant, even maximum deceleration.
  • the cylinders which have not been selected operate according to the passive mode M p explained above, in which the intake circuit 16 is isolated from the exhaust circuit 17.
  • FIGS. 5A to 5D show diagrams representing the operation of the four-cylinder engine during the blocking sequence S b of the crankshaft 23.
  • the two end cylinders CYL1 and CYL4 which have their top dead center TDC at the same angle of rotation of the crankshaft 23, operate in air compressor mode M c spread over a crankshaft revolution 23 as we have described with reference to Figure 2.
  • crankshaft 23 no longer has enough energy to allow the pistons 14 to compress the air admitted into the end cylinders CYL1, CYL4 until the end of the compression phase P c and it locks in a position located between the bottom dead center PMB and the expected opening time OE of the exhaust valves 19.
  • crankshaft 23 will not be maintained in this position but go back a little under the action air which remains compressed in the selected cylinders CYL1, CYL4.
  • the electronic control unit 21 analysis with fixed sensors of the angular markers turns located on the crankshaft 23 to determine the moment T stop crankshaft 23.
  • the electronic control unit 21 triggers OE opening of the exhaust valves 19 of the cylinders selected CYL1, CYL4 just before time T to avoid the go back and block the movement of the crankshaft 23.
  • crankshaft 23 will stop quickly after the bottom dead center PMB of the cylinders selected CYL1, CYL4, and there will not be time to open the exhaust valves 19 before the reverse of the crankshaft 23.
  • crankshaft 23 risks to do an extra lap because the pressure in the combustion chambers 12 of the selected cylinders CYL1, CYL4 will be insufficient to stop the crankshaft 23.
  • the electronic control unit 21 anticipates the stopping of the crankshaft 23 by adjusting, during the intake phase P a which precedes the stopping, the closing time FA of the intake valves 18 of the cylinders selected CYL1, CYL4, so as to admit a determined quantity of air. This amount of air is determined so as to cause the crankshaft 23 to stop as close as possible to the opening OE of the exhaust valves 19 of the selected cylinders CYL1, CYL4.
  • the implementation of the stopping strategy makes it possible to stop the crankshaft 23 in a determined position, which is generally in the vicinity of the top dead center TDC of the cylinders selected CYL1, CYL4 for the blocking sequence S b .
  • the electronic control unit 21 then triggers stopping the supply of energy to the engine.
  • the unit control electronics 21 knows the approximate position the crankshaft 23, the pistons of each cylinder and the valves. There is therefore no need to wait for a sensor determines the position of an angular reference to trigger the synchronization of valve movements, injections fuel and ignitions to allow starting of the motor.
  • the method according to the invention also applies to a single cylinder or number of cylinder engine different from the number four.
  • Cylinders may have several intake valves and / or several valves exhaust.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP00402156A 1999-08-06 2000-07-27 Verfahren zur Steuerung einer Brennkraftmaschine zur Erleichterung des Startes nach Abschalten Withdrawn EP1074713A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9910227 1999-08-06
FR9910227A FR2797304B1 (fr) 1999-08-06 1999-08-06 Procede de commande d'un moteur a combustion en vue de faciliter le demarrage du moteur apres un arret

Publications (1)

Publication Number Publication Date
EP1074713A1 true EP1074713A1 (de) 2001-02-07

Family

ID=9548957

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00402156A Withdrawn EP1074713A1 (de) 1999-08-06 2000-07-27 Verfahren zur Steuerung einer Brennkraftmaschine zur Erleichterung des Startes nach Abschalten

Country Status (2)

Country Link
EP (1) EP1074713A1 (de)
FR (1) FR2797304B1 (de)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001044636A2 (de) * 1999-12-17 2001-06-21 Robert Bosch Gmbh Verfahren zur auslaufsteuerung einer brennkraftmaschine
EP1367256A1 (de) * 2002-05-14 2003-12-03 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Verfahren zur Vorbereitung des Anlassens einer Brennkraftmaschine
EP1403512A1 (de) * 2002-09-30 2004-03-31 Mazda Motor Corporation Verbrennungsmotor-Anlassersystem
FR2848251A1 (fr) * 2002-12-05 2004-06-11 Toyota Motor Co Ltd Dispositif de commande d'arret pour moteur a combustion interne
EP1439295A2 (de) * 2003-01-17 2004-07-21 Siemens Aktiengesellschaft Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
WO2005121531A1 (en) * 2004-06-11 2005-12-22 Toyota Jidosha Kabushiki Kaisha Control device and control method for stopping and starting an internal combustion engine
WO2006025160A1 (en) * 2004-09-01 2006-03-09 Toyota Jidosha Kabushiki Kaisha Shut-down control device of internal combustion engine
EP1669576A1 (de) * 2004-12-03 2006-06-14 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
US7191756B2 (en) 2004-11-16 2007-03-20 Ford Global Technologies, Llc System and method for controling crankshaft position during engine shutdown using cylinder pressure
FR2900201A1 (fr) * 2006-04-19 2007-10-26 Peugeot Citroen Automobiles Sa Procede de creation d'un couple negatif par un moteur a combustion interne et de reglage de la valeur dudit couple
WO2010046826A1 (en) * 2008-10-23 2010-04-29 Brunel University Method of starting an internal combustion engine
EP2679789A1 (de) * 2012-06-28 2014-01-01 Peugeot Citroën Automobiles Sa Verfahren zum Stoppen eines pneumatischen Hybrid-Verbrennungsmotors
EP1582737A3 (de) * 2004-03-29 2014-08-27 Mazda Motor Corporation Vorrichtung zum Anlassen einer Brennkraftmaschine
DE10301191B4 (de) * 2003-01-15 2015-02-19 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betrieb einer Brennkraftmaschine

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10234949C1 (de) * 2002-07-31 2003-10-30 Siemens Ag Verfahren zum Bestimmen diskreter Winkelpositionen einer Brennkraftmaschine mittels eines Nockenwellensignals

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2528114A1 (fr) * 1982-06-02 1983-12-09 Renault Vehicules Ind Moteur diesel a pistons procurant un fonctionnement commande de fourniture d'air comprime
US5255650A (en) * 1992-06-01 1993-10-26 Caterpillar Inc. Engine braking utilizing unit valve actuation
DE19757407A1 (de) * 1997-12-16 1998-07-09 Albrecht Dr Med Guenther Energierückgewinnung während des Bremsvorganges bei Kraftfahrzeugen mit nockenwellenlosen Brennkraftmotoren mit optimierter Ventil-Einzel- oder -Gruppensteuerung
US5803040A (en) * 1995-12-13 1998-09-08 Mercedes Benz Ag Method for shutting down and restarting individual cylinders of an engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2528114A1 (fr) * 1982-06-02 1983-12-09 Renault Vehicules Ind Moteur diesel a pistons procurant un fonctionnement commande de fourniture d'air comprime
US5255650A (en) * 1992-06-01 1993-10-26 Caterpillar Inc. Engine braking utilizing unit valve actuation
US5803040A (en) * 1995-12-13 1998-09-08 Mercedes Benz Ag Method for shutting down and restarting individual cylinders of an engine
DE19757407A1 (de) * 1997-12-16 1998-07-09 Albrecht Dr Med Guenther Energierückgewinnung während des Bremsvorganges bei Kraftfahrzeugen mit nockenwellenlosen Brennkraftmotoren mit optimierter Ventil-Einzel- oder -Gruppensteuerung

Cited By (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001044636A2 (de) * 1999-12-17 2001-06-21 Robert Bosch Gmbh Verfahren zur auslaufsteuerung einer brennkraftmaschine
WO2001044636A3 (de) * 1999-12-17 2001-10-04 Bosch Gmbh Robert Verfahren zur auslaufsteuerung einer brennkraftmaschine
US6647955B1 (en) 1999-12-17 2003-11-18 Robert Bosch Gmbh Method of gradual stopping control of an internal combustion engine
EP1367256A1 (de) * 2002-05-14 2003-12-03 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Verfahren zur Vorbereitung des Anlassens einer Brennkraftmaschine
EP1403512A1 (de) * 2002-09-30 2004-03-31 Mazda Motor Corporation Verbrennungsmotor-Anlassersystem
US7059297B2 (en) 2002-12-05 2006-06-13 Toyota Jidosha Kabushiki Kaisha Stop control apparatus for internal combustion engine
FR2848251A1 (fr) * 2002-12-05 2004-06-11 Toyota Motor Co Ltd Dispositif de commande d'arret pour moteur a combustion interne
DE10301191B4 (de) * 2003-01-15 2015-02-19 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betrieb einer Brennkraftmaschine
EP1439295A2 (de) * 2003-01-17 2004-07-21 Siemens Aktiengesellschaft Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
EP1439295A3 (de) * 2003-01-17 2004-10-13 Siemens Aktiengesellschaft Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
EP1582737A3 (de) * 2004-03-29 2014-08-27 Mazda Motor Corporation Vorrichtung zum Anlassen einer Brennkraftmaschine
WO2005121531A1 (en) * 2004-06-11 2005-12-22 Toyota Jidosha Kabushiki Kaisha Control device and control method for stopping and starting an internal combustion engine
US7559304B2 (en) 2004-06-11 2009-07-14 Toyota Jidosha Kabushiki Kaisha Control device and control method for stopping and starting an internal combustion engine
US7546199B2 (en) 2004-09-01 2009-06-09 Toyota Jidosha Kabushiki Kaisha Shut-down control device of internal combustion engine
WO2006025160A1 (en) * 2004-09-01 2006-03-09 Toyota Jidosha Kabushiki Kaisha Shut-down control device of internal combustion engine
US7191756B2 (en) 2004-11-16 2007-03-20 Ford Global Technologies, Llc System and method for controling crankshaft position during engine shutdown using cylinder pressure
EP1669576A1 (de) * 2004-12-03 2006-06-14 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
FR2900201A1 (fr) * 2006-04-19 2007-10-26 Peugeot Citroen Automobiles Sa Procede de creation d'un couple negatif par un moteur a combustion interne et de reglage de la valeur dudit couple
WO2010046826A1 (en) * 2008-10-23 2010-04-29 Brunel University Method of starting an internal combustion engine
GB2476435A (en) * 2008-10-23 2011-06-22 Univ Brunel Method of starting an internal combustion engine
GB2476435B (en) * 2008-10-23 2013-01-09 Univ Brunel Method of starting an internal combustion engine
EP2679789A1 (de) * 2012-06-28 2014-01-01 Peugeot Citroën Automobiles Sa Verfahren zum Stoppen eines pneumatischen Hybrid-Verbrennungsmotors
FR2992684A1 (fr) * 2012-06-28 2014-01-03 Peugeot Citroen Automobiles Sa Procede d'arret d'un moteur a combustion interne hybride pneumatique

Also Published As

Publication number Publication date
FR2797304A1 (fr) 2001-02-09
FR2797304B1 (fr) 2002-03-01

Similar Documents

Publication Publication Date Title
EP0156664B1 (de) Verfahren zum Anlassen und zur Operation bei niedriger Last einer Dieselbrennkraftmaschine und Dieselbrennkraftmaschine versehen mit derartigem Verfahren
EP1074713A1 (de) Verfahren zur Steuerung einer Brennkraftmaschine zur Erleichterung des Startes nach Abschalten
EP1195505B1 (de) Verfahren zur Steuerung der Selbstzündung in einem Viertaktmotor
FR2851302A1 (fr) Procede de gestion d'un moteur a combustion interne
FR2893676A1 (fr) Procede pour controler l'admission et/ou l'echappement d'au moins un cylindre desactive d'un moteur a combustion interne
FR2822196A1 (fr) Procede de demarrage sans demarreur d'un moteur a combustion interne a plusieurs cylindres
EP2077382B1 (de) Verfahren für den Kaltstart eines Verbrennungsmotors, insbesondere eines selbstzündenden Verbrennungsmotors, und Motor, welcher dieses Verfahren verwendet
EP1069298B1 (de) Verfahren zur Steuerung eines Verbrennungsmotors um das Versagen eines Ventiles zu kompensieren
EP2971641A1 (de) Verfahren zur steuerung des fortschritts eines arbeitszyklus einer brennkraftmaschine mit verlängerter expansionsphase
EP1209341B1 (de) Verfahren zur Steuerung eines Verbrennungsmotors zur Optimierung des Starts
EP1163437B1 (de) Methode für das regeln der leerlaufdrehzahl einer verbrennungsmaschine mit ventilen ohne nockenwellen
FR2795133A1 (fr) Procede de commande d'un moteur a combustion en vue de l'obtention d'un effet de frein moteur
EP1074714A1 (de) Verbesserte aufgeladene Brennkraftmaschine
FR2835569A1 (fr) Procede et dispositif de commande d'une unite d'entrainement comprenant un moteur a combustion interne
FR2973447A1 (fr) Procede de demarrage d'un moteur thermique a pistons en utilisant de l'air comprime et moteur
FR2869643A1 (fr) Procede de commande du fonctionnement d'un cylindre de moteur a combustion interne
FR2900199A1 (fr) Procede de creation d'un couple negatif par un moteur a combustion interne et de reglage de la valeur dudit couple
EP1138885B1 (de) Verfahren zur Kontrolle einer Brennkraftmaschine zur Erleichterung des Startes
EP1207288A1 (de) Verfahren zur Steuerung einer Brennkraftmaschine zur Durchführung einer homogenen Verbrennung
EP2674601A1 (de) Verfahren zur Spülung der Restabgase durch doppelten Ventilhub für einen Zweitaktmotor, insbesondere vom Dieseltyp
FR2939476A1 (fr) Procede pour controler le fonctionnement d'un moteur a combustion interne avec desactivation d'au moins un cylindre
EP1384863B1 (de) Brennkraftmaschine mit einem Prozessor und elektromagnetischen Ventilaktuatoren
EP1384861B1 (de) Brennkraftmaschine mit Prozessor und Elektromechanische Antriebe zur Ventilsteuerung
WO1986000374A1 (fr) Procede d'amelioration du fonctionnement d'un moteur a combustion interne a deux temps
FR2900447A1 (fr) Procede de demarrage d'un moteur thermique par allumage simultane dans deux cylindres

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Withdrawal date: 20010802