EP1151194B1 - 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 Download PDF

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Publication number
EP1151194B1
EP1151194B1 EP00983032A EP00983032A EP1151194B1 EP 1151194 B1 EP1151194 B1 EP 1151194B1 EP 00983032 A EP00983032 A EP 00983032A EP 00983032 A EP00983032 A EP 00983032A EP 1151194 B1 EP1151194 B1 EP 1151194B1
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EP
European Patent Office
Prior art keywords
cylinder
fuel
piston
injected
internal combustion
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
EP00983032A
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German (de)
English (en)
Other versions
EP1151194A1 (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
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Robert Bosch GmbH
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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
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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
    • 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

  • Such a method such an internal combustion engine and such a control unit are from the DE 197 43 492 A1 known.
  • the first injection is made in the cylinder when starting, the piston is in the working phase. This will turn the crankshaft into one Moving forward and the internal combustion engine is started. In unfavorable conditions, for example at an unfavorable crankshaft angle, it is possible, however, that at least a first start attempt of the internal combustion engine is not successful.
  • the object of the invention is to improve the known method for starting an internal combustion engine.
  • This object is achieved in a method or in an internal combustion engine or in a control device of the aforementioned type according to the invention that at standstill of the crankshaft in those cylinders whose piston is in the compression phase, fuel is injected and ignited so that the crankshaft moves backwards.
  • crankshaft By the backward movement of the crankshaft, it is possible to bring the internal combustion engine in a defined starting position. It is thus no longer possible that due to an unfavorable crankshaft angle fails a start attempt. Instead, it is brought by the backward movement of the crankshaft in a defined angular position, from which the internal combustion engine can be safely started without a starter.
  • the injection and / or the ignition are performed such that the piston does not move beyond its rear bottom dead center, but that there reverses the movement of the crankshaft in a forward movement.
  • the crankshaft is located after the Backward movement in a reversal point, defined at the beginning of this cycle.
  • the internal combustion engine can be started defined.
  • fuel is injected into the cylinder whose piston is at the reversal point in the intake phase and ignited in the subsequent compression phase. Thereafter, in the normal order, fuel is injected into the cylinders and ignited.
  • control element which is provided for a control unit of an internal combustion engine, in particular of a motor vehicle.
  • a program is stored on the control element, on an electrical storage medium, according to claim 11, which is executable on a computing device, in particular on a microprocessor, and suitable for carrying out the method according to the invention.
  • the invention is realized by a program stored on the control program, so that this provided with the program control in the same way is the invention as the method to whose execution the program is suitable.
  • an electrical storage medium may be used as the control, for example a bottle memory or a read-only memory.
  • FIG. 1 an internal combustion engine 1 is shown, in which a piston 2 in a cylinder 3 back and forth.
  • the cylinder 3 is provided with a combustion chamber 4, to which via valves 5, an intake pipe 6 and an exhaust pipe 7 are connected.
  • the combustion chamber 4 is associated with a controllable with a signal TI injection valve 8 and a controllable with a signal ZW spark plug 9.
  • the exhaust pipe 7 is connected via an exhaust gas recirculation line 10 and a controllable with a signal EGR exhaust gas recirculation valve 11 to the intake manifold 6.
  • 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 in response thereto.
  • the lambda sensor 13 measures the oxygen content of the exhaust gas in the exhaust pipe 7 and generates a signal ⁇ in dependence thereon.
  • the homogeneous operation of the internal combustion engine 1 the fuel from the injection valve 8 is injected into the combustion chamber 4 during an intake phase caused by the piston 2.
  • the injected fuel is swirled and thus distributed in the combustion chamber 4 substantially uniformly.
  • the fuel-air mixture is compressed during the compression phase, to then be ignited by the spark plug 9. Due to the expansion of the ignited fuel, the piston 2 is driven.
  • crankshaft 14 In stratified operation, as well as in homogeneous operation, a crankshaft 14 is set into a rotational movement by the driven piston, over which ultimately the wheels of the motor vehicle are driven.
  • the crankshaft 14 is associated with a speed sensor 15, which generates a signal N in response to the rotational movement of the crankshaft 14.
  • the fuel is injected in stratified operation and in homogeneous operation at high pressure via the injection valve 8 into the combustion chamber 4.
  • a provided electric fuel pump and a high-pressure pump the latter can be driven by the internal combustion engine 1 or 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 up to about 100 bar.
  • the fuel mass injected into the combustion chamber 4 by the injection valve 8 in stratified operation and in homogeneous operation 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 unit 16 is provided with a microprocessor which has stored in a storage medium, in particular in a read-only memory, a program which is adapted to perform said control and / or regulation.
  • the control unit 16 is acted upon by input signals representing operating variables of the internal combustion engine 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.
  • the control unit 16 is connected to an accelerator pedal sensor 17, which generates a signal FP indicating the position of an accelerator operated by a driver.
  • the control unit 16 generates output signals with which the behavior of the internal combustion engine can be influenced by actuators in accordance with the desired control and / or regulation.
  • 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 required for their control TI, ZW and AGR.
  • FIG. 2 and 3 are 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 respectively indicated cylinder 3.
  • the various cylinders 3 are marked with 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 may be in an intake phase, a compression phase, a work phase or an ejection phase.
  • the transitions between the individual phases are characterized by the top dead center OT of the pistons 2.
  • the axis along the phases of the piston 2 is a rotational angle ° CA of the crankshaft 14 in the forward direction.
  • a dashed line S the position of the internal combustion engine 1 is shown before starting, ie the position at standstill of the internal combustion engine. 1
  • FIG. 2 After FIG. 2 is injected into the cylinder no. 1, which is in the dashed position of the internal combustion engine 1, ie at a standstill of the internal combustion engine 1, in its compression phase, fuel.
  • the fuel is metered in accordance with the shift operation. This represents a first injection occurring in the FIG. 1 designated by the reference numeral 20.
  • the injection can only take place with the rail pressure EKP generated by the electric fuel pump.
  • the high pressure pump is e.g. electrically driven, so the injection can be done with the rail pressure generated by the high-pressure pump HD.
  • crankshaft 14 does not move forward but backward. This is in the FIG. 1 represented by the arrow 22.
  • the cylinder No. 1 After passing through the reversal point U, ie after the internal combustion engine 1 moves in the forward direction, the cylinder No. 1 is in its normal compression phase. Now again fuel is injected in this compression phase in the cylinder No. 1. This fuel can be injected already before the reversal point U, but also directly at the reversal point U or even afterwards. The fuel is injected according to the shift operation. The ignition of the fuel then takes place shortly before or at the top dead center of cylinder # 1. This is in the FIG. 2 is denoted by the reference numeral 26 and represents a third combustion in the cylinder No. 1.
  • the cylinder No. 3 After passing through the reversal point U, the cylinder No. 3 is in its intake phase. It will now In this intake phase, fuel is injected into cylinder no. 3, which is ignited in the subsequent compression phase of cylinder no. This is in the FIG. 2 denoted by the reference numeral 27 and represents a fourth combustion.
  • FIG. 3 gets into cylinder # 1, which is at the dashed position of the internal combustion engine 1, that is at standstill of the internal combustion engine 1, is in its compression phase, fuel injected.
  • This represents a first injection occurring in the FIG. 3 is designated by the reference numeral 30.
  • the injected fuel is also ignited in the compression phase of the cylinder No. 1, which is indicated by the reference numeral 31.
  • the crankshaft 14 does not move forward but backward. This is in the FIG. 3 represented by the arrow 32.
  • the first combustion is controlled and / or regulated such that the moment produced by the first combustion in the reverse direction is on the one hand sufficient to bring the piston of cylinder no. 2 above its top dead center, but that moment on the other hand, not sufficient to subsequently move the piston of the cylinder no. 4 above the top dead center.
  • This is synonymous with the fact that the piston of the cylinder no. 1 is probably moved over its rear bottom dead center, but not beyond its subsequent top dead center. This can be achieved, for example, by a correspondingly metered injected fuel mass in the cylinder No. 1.
  • the cylinder No. 2 After passing through the reversal point U, ie after the internal combustion engine 1 moves in the forward direction, the cylinder No. 2 is in its normal compression phase. Now fuel is injected in this compression phase in the cylinder No. 2. This fuel can be injected already before the reversal point U, but also directly at the reversal point U or even afterwards. The fuel is injected according to the shift operation. The ignition of the fuel then takes place shortly before the top dead center of the cylinder No. 2. This is in the FIG. 1 designated by the reference numeral 36.
  • the cylinder No. 3 After passing through the reversal point U, the cylinder No. 3 is in its intake phase. Now fuel is injected in this suction phase in the cylinder No. 3, which is ignited in the subsequent compression phase of the cylinder No. 3. This is in the FIG. 3 designated by the reference numeral 37.

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  • 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)
  • Electrical Control Of Ignition Timing (AREA)

Claims (13)

  1. Procédé pour démarrer un moteur à combustion interne (1), notamment d'un véhicule automobile le moteur à combustion interne (1) comportant un piston (2) mobile dans un cylindre (3) et agissant sur un vilebrequin (14), ce piston parcourant une phase d'admission, une phase de compression, une phase de travail et une phase d'expulsion, et dans un premier mode de fonctionnement, le carburant est injecté directement au cours d'une phase de compression et dans un second mode de fonctionnement, il est injecté directement au cours d'une phase d'admission, dans la chambre de combustion (4) délimitée par le cylindre (3) et le piston (2) pour être ensuite allumé,
    caractérisé en ce qu'
    au repos du vilebrequin (14) on injecte du carburant dans le cylindre (N° 1) dont le piston (2) se trouve en phase de compression et on allume le carburant (20, 21 ou 30, 31) pour que le vilebrequin (14) tourne en arrière (22 ou 32).
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    l'injection et/ou la l'allumage sont exécutés pour que le piston (cylindre N° 1) ne se déplace pas au cours de sa marche arrière au-delà du point mort bas mais y inverse le mouvement du vilebrequin (14) en un mouvement de marche avant (figure 2, point d'inversion U).
  3. Procédé selon la revendication 2,
    caractérisé en ce qu'
    on injecte du carburant dans celui des cylindres (cylindre N° 2) dont le piston se trouve au point d'inversion (U) au cours de la phase de travail, et on allume le carburant au point d'inversion (U) ou juste après le point d'inversion (U) (23, 24).
  4. Procédé selon l'une des revendications 2 ou 3,
    caractérisé en ce qu'
    on injecte du carburant dans celui des cylindres (cylindre N° 1) dont le piston est au point d'inversion dans la phase de compression et on allume le carburant (26) juste avant le point mort (OT1) de ce piston ou au point mort (OT1) de ce piston.
  5. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on effectue l'injection et/ou l'allumage pour que le piston (cylindre N° 1) se déplace au-delà de son point mort bas au cours de sa marche arrière mais ne dépasse pas le point mort haut suivant, en marche arrière, mais y inverse le mouvement du vilebrequin (14) en un mouvement de marche avant (figure 3, point d'inversion U).
  6. Procédé selon la revendication 5,
    caractérisé en ce qu'
    on injecte du carburant dans le cylindre (cylindre N° 4) dont le piston se trouve au point d'inversion (U) en phase de travail et on allume le carburant au point d'inversion (U) ou juste après le point d'inversion (U) (33, 34).
  7. Procédé selon l'une des revendications 5 ou 6,
    caractérisé en ce qu'
    on injecte du carburant dans celui des cylindres (cylindre N° 2) dont le piston se trouve au point d'inversion, en phase de compression et on allume le carburant juste avant le point mort (OT2) de ce piston ou lorsqu'il se trouve à ce point mort haut (36).
  8. Procédé selon l'une des revendications 4 ou 7,
    caractérisé en ce qu'
    on injecte du carburant dans celui des cylindres (cylindre N° 3 ou cylindre N° 1) dont le piston se trouve à son point d'inversion, en phase d'admission, et on allume le carburant au cours de la phase de compression suivante (27 ou 37).
  9. Procédé selon la revendication 8,
    caractérisé en ce qu'
    ensuite on injecte et on allume le carburant dans les cylindres (3) suivant l'ordre normal.
  10. Procédé selon la revendication 9,
    caractérisé en ce qu'
    on injecte et on allume le carburant en mode homogène ou en mode stratifié.
  11. Support de mémoire électrique pour un appareil de commande (16) d'un moteur à combustion interne (1),
    caractérisé en ce qu'
    il contient l'enregistrement d'un programme d'ordinateur destiné à l'application d'un procédé selon l'une des revendications 1 à 10.
  12. Appareil de commande (16) d'un moteur à combustion interne (1) comportant un support de mémoire selon la revendication 11.
  13. Moteur à combustion interne (1), notamment pour un véhicule automobile comportant un appareil de commande (16) selon la revendication 12.
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 EP1151194A1 (fr) 2001-11-07
EP1151194B1 true EP1151194B1 (fr) 2008-08-20

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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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DE50015317D1 (de) 2008-10-02
US6588397B1 (en) 2003-07-08
DE19955857A1 (de) 2001-06-07
KR20020005574A (ko) 2002-01-17
JP4813721B2 (ja) 2011-11-09
KR100731702B1 (ko) 2007-06-22
WO2001038726A1 (fr) 2001-05-31
JP2003515052A (ja) 2003-04-22
EP1151194A1 (fr) 2001-11-07

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