EP1151194A1 - Procede pour le demarrage d'un moteur a combustion interne, notamment d'un vehicule automobile - Google Patents

Procede pour le demarrage d'un moteur a combustion interne, notamment d'un vehicule automobile

Info

Publication number
EP1151194A1
EP1151194A1 EP00983032A EP00983032A EP1151194A1 EP 1151194 A1 EP1151194 A1 EP 1151194A1 EP 00983032 A EP00983032 A EP 00983032A EP 00983032 A EP00983032 A EP 00983032A EP 1151194 A1 EP1151194 A1 EP 1151194A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
phase
piston
fuel
crankshaft
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.)
Granted
Application number
EP00983032A
Other languages
German (de)
English (en)
Other versions
EP1151194B1 (fr
Inventor
Udo Sieber
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 EP1151194A1 publication Critical patent/EP1151194A1/fr
Application granted granted Critical
Publication of EP1151194B1 publication Critical patent/EP1151194B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • 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
    • F02N9/00—Starting of engines by supplying auxiliary pressure fluid to their working chambers
    • F02N9/02—Starting of engines by supplying auxiliary pressure fluid to their working chambers the pressure fluid being generated directly by combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/06—Reverse rotation of engine
    • 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 method for starting an internal combustion engine, in particular a motor vehicle, in which the internal combustion engine has a piston which is movable in a cylinder and acts on a crankshaft and which can pass through an intake phase, a compression phase, a work phase and an exhaust phase, and in which the fuel in a first operating mode during a compression phase or in a second operating mode during a suction phase, it can be injected directly into a combustion chamber delimited by the cylinder and the piston. Furthermore, the invention relates to a corresponding internal combustion engine and a corresponding control device, in particular for a motor vehicle.
  • the first injection is made in the cylinder whose piston is in the working phase. This turns the crankshaft into one Forward movement offset and the internal combustion engine is started. Under unfavorable conditions, for example with an unfavorable crankshaft angle, it is possible that at least a first attempt to start the internal combustion engine is unsuccessful.
  • the object of the invention is to improve the known method for starting an internal combustion engine.
  • This object is achieved according to the invention in a method or in an internal combustion engine or in a control device of the type mentioned at the outset in that, when the crankshaft is at a standstill, fuel is injected and ignited in the cylinder whose piston is in the compression phase, so that the crankshaft moves backwards.
  • crankshaft By moving the crankshaft backwards, it is possible to bring the internal combustion engine into a defined starting position. It is therefore no longer possible for an attempt to start to fail due to an unfavorable crankshaft angle. Instead, the backward movement of the crankshaft brings it into a defined angular position, from which the internal combustion engine can be started safely without a starter.
  • the injection and / or the ignition are carried out in such a way that the piston does not move past its rear bottom dead center, but instead there that the movement of the crankshaft reverses into a forward movement.
  • the backward movement of the crankshaft does not therefore leave the internal combustion engine's clock which is at a standstill.
  • the crankshaft is after the Backward movement in a reversal point, which is defined at the beginning of this measure.
  • the internal combustion engine can thus be started in a defined manner.
  • the injection and / or the ignition are carried out in such a way that the piston moves past its rear bottom dead center, but does not move past its subsequent rear top dead center, but instead there that the movement of the crankshaft reverses into a forward movement.
  • the crankshaft moves backwards by one cycle. Then it arrives at a defined reversal point from which the internal combustion engine can be started in a defined manner.
  • This also has the advantage that a larger air mass is present in the cylinder for the subsequent injection and ignition than in the first embodiment. This results in greater acceleration.
  • the subsequent starting in the second embodiment is then basically the same as in the first embodiment.
  • fuel is injected into the cylinder whose piston is at the turning point in the intake phase and ignited in the subsequent compression phase. Then fuel is injected and ignited in the cylinders in the normal order.
  • control element which is provided for a control device of an internal combustion engine, in particular a motor vehicle.
  • a program is stored on the control element, which is executable on a computing device, in particular on a microprocessor, and is suitable for executing the method according to the invention.
  • the invention is thus implemented by a program stored on the control element, so that this control element provided with the program represents the invention in the same way as the method, for the execution of which the program is suitable.
  • an electrical storage medium can be used as the control element, for example a bottle memory or a read-only memory.
  • Figure 1 shows a schematic block diagram of a
  • Embodiment of an internal combustion engine of a motor vehicle Embodiment of an internal combustion engine of a motor vehicle
  • Figure 2 shows a schematic diagram of a first embodiment of an inventive
  • Figure 3 shows a schematic diagram of a second embodiment of an inventive
  • FIG. 1 shows an internal combustion engine 1 in which a piston 2 can be moved back and forth in a cylinder 3.
  • the cylinder 3 is provided with a combustion chamber 4, to which an intake pipe 6 and an exhaust pipe 7 are connected via valves 5. Furthermore, an injection valve 8 that can be controlled with a signal TI and a spark plug 9 that can be controlled with a signal ZW are assigned to the combustion chamber 4.
  • the exhaust pipe 7 is connected to the intake pipe 6 via an exhaust gas recirculation line 10 and an exhaust gas recirculation valve 11 which can be controlled with a signal EGR.
  • the intake pipe 6 is provided with an air mass sensor 12 and the exhaust pipe 7 is provided with a lambda sensor 13.
  • the air mass sensor 12 measures the oxygen mass of the fresh air supplied to the intake pipe 6 and generates a signal LM as a function thereof.
  • the lambda sensor 13 measures the oxygen content of the exhaust gas in the exhaust pipe 7 and generates a signal ⁇ depending on it.
  • the stratified operation of the internal combustion engine 1 the fuel is injected from the injection valve 8 into the combustion chamber 4 during a compression phase caused by the piston 2, locally in the immediate vicinity of the spark plug 9 and in time immediately before top dead center of the Piston 2 or before the ignition point. Then the fuel is ignited with the aid of the spark plug 9, so that the piston 2 is driven in the now following working phase by the expansion of the ignited fuel.
  • the homogeneous operation of the internal combustion engine 1 the fuel is injected from the injection valve 8 into the combustion chamber 4 during an induction phase caused by the piston 2.
  • the injected fuel is swirled by the simultaneously sucked-in air and thus in the
  • Combustion chamber 4 is distributed substantially uniformly.
  • the fuel-air mixture is then compressed during the compression phase in order to then be ignited by the spark plug 9.
  • the piston 2 is driven by the expansion of the ignited fuel.
  • the driven piston sets a crankshaft 14 into a rotary movement, via which the wheels of the motor vehicle are ultimately driven.
  • a speed sensor 15 is assigned to the crankshaft 14 and generates a signal N as a function of the rotary movement of the crankshaft 14.
  • the fuel is injected into the combustion chamber 4 in stratified operation and in homogeneous operation under a high pressure via the injection valve 8.
  • one Electric fuel pump and a high pressure pump are provided, the latter being driven by the internal combustion engine 1 or by an electric motor.
  • the electric fuel pump generates a so-called rail pressure EKP of at least 3 bar and the high-pressure pump generates a rail pressure HD of up to about 100 bar.
  • the fuel mass injected into the combustion chamber 4 by the injection valve 8 in stratified mode and in homogeneous mode is controlled and / or regulated by a control unit 16, in particular with regard to low fuel consumption and / or low pollutant development.
  • the control device 16 is provided with a microprocessor which has stored a program in a storage medium, in particular in a read-only memory, which is suitable for carrying out the control and / or regulation mentioned.
  • the control device 16 is acted upon by input signals, the operating variables of the measured by means of sensors
  • the control unit 16 is connected to the air mass sensor 12, the lambda sensor 13 and the speed sensor 15. Furthermore, the control unit 16 is connected to an accelerator pedal sensor 17 which generates a signal FP which indicates the position of an accelerator pedal which can be actuated by a driver.
  • the control unit 16 generates output signals with which the behavior of the internal combustion engine can be influenced in accordance with the desired control and / or regulation via actuators.
  • the control unit 16 is connected to the injection valve 8, the spark plug 9 and the exhaust gas recirculation valve 11 and generates the signals TI, ZW and EGR required to control them.
  • FIGS. 2 and 3 show two methods for starting the internal combustion engine 1 of FIG. 1 in the form of diagrams shown.
  • the individual lines of the diagrams refer to the cylinder 3 specified in each case.
  • the various cylinders 3 are identified by numbers.
  • the individual columns of the diagrams relate to the respective phases or cycles in which the piston 2 of the associated cylinder 3 is located.
  • Each of the pistons 2 can be in an intake phase, a compression phase, a work phase or an exhaust phase.
  • the transitions between the individual phases are characterized by the top dead center TDC of the pistons 2.
  • the axis along the phases of the pistons 2 represents an angle of rotation ° KW of the crankshaft 14 in the forward direction.
  • the position of the internal combustion engine 1 before the start is shown with a dashed line S, that is, the position when the internal combustion engine 1 is at a standstill.
  • fuel is injected into cylinder No. 1, which is in its compression phase when the internal combustion engine 1 is in the broken line position, that is to say when the internal combustion engine 1 is at a standstill.
  • the fuel is metered according to the shift operation. This represents a first injection, which is identified in FIG. 1 by the reference number 20.
  • the injection can only take place with the rail pressure EKP generated by the electric fuel pump. However, if the high pressure pump is e.g. electrically driven, the injection can take place with the rail pressure HD generated by the high pressure pump.
  • crankshaft 14 does not move forward but backward. This is represented in FIG. 1 by the arrow 22.
  • the cylinder No. 1 After passing through the reversal point U, that is to say after the internal combustion engine 1 moves in the forward direction, the cylinder No. 1 is in its normal compression phase. Fuel is now injected again into cylinder No. 1 in this compression phase. This fuel can be injected before the reversal point U, but also directly at the reversal point U or even afterwards. The fuel is injected in accordance with the shift operation. The ignition of the fuel then takes place shortly before or in the top dead center of cylinder No. 1. This is identified in FIG. 2 by the reference number 26 and represents a third combustion in cylinder No. 1.
  • This injection and ignition of fuel in the No. 1 cylinder further drives the crankshaft 14 in the forward direction. It should be noted that this third combustion can also be avoided, especially if there is too little air in the No. 1 cylinder.
  • Cylinder No. 3 in its intake phase. It will now Fuel is injected into cylinder No. 3 in this intake phase, which is ignited in the subsequent compression phase of cylinder No. 3. This is identified in FIG. 2 by reference number 27 and represents a fourth combustion.
  • Fuel is injected and ignited into cylinder # 3 in accordance with homogeneous operation. Due to the resulting combustion of fuel in the No. 3 cylinder, the internal combustion engine 1 is driven further in the forward direction.
  • Cylinder No. 2 returned to top dead center.
  • a compression pressure is built up in the cylinder No. 2, which brakes the backward movement of the crankshaft 14.
  • the piston of cylinder No. 4 is in its ejection phase.
  • the cylinder No. 2 After passing through the reversal point U, that is to say after the internal combustion engine 1 moves in the forward direction, the cylinder No. 2 is in its normal compression phase. Fuel is now injected into cylinder No. 2 in this compression phase. This fuel can be injected before the reversal point U, but also directly at the reversal point U or even afterwards. The fuel is injected in accordance with the shift operation. The ignition of the fuel then takes place shortly before the top dead center of cylinder No. 2. This is identified in FIG. 1 by reference number 36. After passing through the reversal point U, the cylinder No. 3 is in its intake phase. Fuel is now injected into cylinder No. 3 in this intake phase, which is ignited in the subsequent compression phase of cylinder No. 3. This is identified in FIG. 3 by the reference number 37.
  • a four-cylinder internal combustion engine is always assumed.
  • the first combustion must then be carried out in such a way that the piston which first reaches its working phase during the backward movement does not move past its top dead center.
  • the internal combustion engine can then be started in the manner described from this reversal point.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

L'invention concerne un moteur à combustion interne, notamment pour un véhicule automobile, qui comporte un piston mobile dans un cylindre et agissant sur un vilebrequin et qui peut passer par une phase d'admission, une phase de compression, une phase de travail et une phase d'échappement. Selon l'invention, un appareil de commande permet d'injecter le carburant directement dans une chambre de combustion délimitée par le cylindre et le piston, pendant une phase de compression dans un premier mode de fonctionnement et pendant une phase d'admission dans un deuxième mode de fonctionnement. L'appareil de commande est conçu de façon que, pour le démarrage du moteur à combustion interne, du carburant peut être injecté et enflammé (20, 21) à l'arrêt du vilebrequin dans le cylindre (numéro 1) dont le piston se trouve dans la phase de compression, de sorte que le vilebrequin se déplace en arrière (22).
EP00983032A 1999-11-20 2000-10-18 Procede pour le demarrage d'un moteur a combustion interne, notamment d'un vehicule automobile Expired - Lifetime EP1151194B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19955857 1999-11-20
DE19955857A DE19955857A1 (de) 1999-11-20 1999-11-20 Verfahren zum Starten einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
PCT/DE2000/003653 WO2001038726A1 (fr) 1999-11-20 2000-10-18 Procede pour le demarrage d'un moteur a combustion interne, notamment d'un vehicule automobile

Publications (2)

Publication Number Publication Date
EP1151194A1 true EP1151194A1 (fr) 2001-11-07
EP1151194B1 EP1151194B1 (fr) 2008-08-20

Family

ID=7929716

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00983032A Expired - Lifetime EP1151194B1 (fr) 1999-11-20 2000-10-18 Procede pour le demarrage d'un moteur a combustion interne, notamment d'un vehicule automobile

Country Status (6)

Country Link
US (1) US6588397B1 (fr)
EP (1) EP1151194B1 (fr)
JP (1) JP4813721B2 (fr)
KR (1) KR100731702B1 (fr)
DE (2) DE19955857A1 (fr)
WO (1) WO2001038726A1 (fr)

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Also Published As

Publication number Publication date
US6588397B1 (en) 2003-07-08
DE19955857A1 (de) 2001-06-07
JP4813721B2 (ja) 2011-11-09
DE50015317D1 (de) 2008-10-02
JP2003515052A (ja) 2003-04-22
KR100731702B1 (ko) 2007-06-22
KR20020005574A (ko) 2002-01-17
WO2001038726A1 (fr) 2001-05-31
EP1151194B1 (fr) 2008-08-20

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