EP1505287A2 - Dispositif et procédé pour contrôler le démarrage d'un un moteur à combustion interne - Google Patents

Dispositif et procédé pour contrôler le démarrage d'un un moteur à combustion interne Download PDF

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Publication number
EP1505287A2
EP1505287A2 EP04018397A EP04018397A EP1505287A2 EP 1505287 A2 EP1505287 A2 EP 1505287A2 EP 04018397 A EP04018397 A EP 04018397A EP 04018397 A EP04018397 A EP 04018397A EP 1505287 A2 EP1505287 A2 EP 1505287A2
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EP
European Patent Office
Prior art keywords
rotating speed
engine
flywheel
fuel injection
resonance
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
EP04018397A
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German (de)
English (en)
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EP1505287B1 (fr
EP1505287A3 (fr
Inventor
Kazumi Yamaguchi
Misao Tanaka
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.)
Isuzu Motors Ltd
Original Assignee
Isuzu Motors Ltd
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 Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Publication of EP1505287A2 publication Critical patent/EP1505287A2/fr
Publication of EP1505287A3 publication Critical patent/EP1505287A3/fr
Application granted granted Critical
Publication of EP1505287B1 publication Critical patent/EP1505287B1/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
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators

Definitions

  • This invention relates to a starting control method and system for an internal combustion engine, and in particular, a starting control method and system for an internal combustion engine which can prevent problems caused by resonance between a crankshaft and a flywheel when the engine starts.
  • a flywheel is coupled to an engine crankshaft, which transmits output of the engine to an external component such as a clutch or a transmission therethrough, in order to prevent an unstable rotating speed fluctuation and an eventual stop of the engine thereby at the time of starting or idol operation of the engine.
  • This dual mass flywheel has a first mass, a second mass, and an elastic member (damper) which connects the first mass and the second mass to each other. According to this dual mass flywheel, since the torque fluctuation generated in the engine side can be absorbed by the damper and then reduced, transmission of the torque fluctuation to the external component can be prevented, and vibration and noise can be reduced.
  • this dual mass flywheel it is relatively free to set a resonance point (natural frequency) of the flywheel as a whole, by adjusting weights of the first mass and the second mass, and the elastic force of the elastic member.
  • the engine rotating speed rapidly increases beyond the idle rotating speed Na after the engine is started. This is because a starting control which makes an injection quantity of fuel approximately maximum is performed at the time of engine starting. And then, if the engine rotating speed reaches a predetermined rising-up rotating speed Nh which is more than the idle rotating speed Na, the fuel injection quantity is decreased to maintain the engine rotating speed at the idol rotating speed Na. Thereafter, the engine control shifts to the idle control.
  • the starting control which makes the injection quantity of fuel approximately maximum is performed after engine starting, the engine rotating speed increases relatively gently. Consequently, as shown in Fig. 7b, the engine rotating speed may balance at the resonance point Rp (resonance rotating speed) of the flywheel, and may remain at the resonance point Rp. As a result, the engine crankshaft and the engine flywheel resonate with each other that may cause large noise and vibration, and further a possible damage against the engine or the flywheel at the worst.
  • this invention provides a starting control method for an internal combustion engine in which output of the engine is transmitted to an external component through a flywheel, characterized in that if an engine rotating speed remains in a resonance rotating speed region of the flywheel for a predetermined period when the engine starts, a divergence control for controlling a fuel injection to make the engine rotating speed diverge from the resonance rotating speed region is performed.
  • the divergence control may comprise stopping the fuel injection.
  • the divergence control may comprise decreasing a fuel injection quantity, and if the engine rotating speed diverges from the resonance rotating speed region by the divergence control, a retry control for increasing the fuel injection quantity may be performed.
  • the injection of fuel may be stopped.
  • the resonance rotating speed region is preferably set as a rotating speed region being equal to or less than an idle rotating speed.
  • the flywheel may be a dual mass flywheel.
  • the predetermined period is preferably set to be longer as an engine temperature is lower.
  • this invention provides a starting control system for an internal combustion engine in which output of the engine is transmitted to an external component through a flywheel, comprising; engine rotating speed detecting means for detecting an engine rotating speed, a fuel injection device for injecting fuel into a combustion chamber of the engine, and a control device for controlling a fuel injection conducted by the fuel injection device; characterized in that if the engine rotating speed detected by the engine rotating speed detecting means remains in a resonance rotating speed region of the flywheel for a predetermined period when the engine starts, the control device performs a divergence control for controlling the fuel injection by the fuel injection device to make the engine rotating speed diverge from the resonance rotating speed region.
  • the divergence control may comprise stopping the fuel injection by the fuel injection device.
  • the divergence control may comprise decreasing a quantity of fuel injection by the fuel injection device, and if the engine rotating speed diverges from the resonance rotating speed region by the divergence control, the control device may perform a retry control for increasing the quantity of fuel injection by the fuel injection device.
  • the control device may stop the injection of fuel.
  • the resonance rotating speed region is preferably set as a rotating speed region being equal to or less than an idle rotating speed.
  • the flywheel may be a dual mass flywheel.
  • the predetermined period is preferably set to be longer as an engine temperature is lower.
  • Fig. 1 is a schematic diagram of a starting control system for an internal combustion engine concerning one embodiment of this invention.
  • Fig. 2 is a flow chart showing a control method concerning one embodiment of this invention when the engine starts.
  • Fig. 3 is a flow chart showing a control method concerning a first embodiment of this invention when the engine starts.
  • Fig. 4 is a flow chart showing a control method concerning one embodiment of this invention when the engine starts.
  • Fig. 5 is a flow chart showing a control method concerning a second embodiment of this invention when the engine starts.
  • Fig. 6a is a graph showing an example of transition of the engine rotating speed when the engine' starting method of the first embodiment of this invention is carried out.
  • Fig. 6b is a graph showing an example of transition of the engine rotating speed when the engine starting method of the second embodiment of this invention is carried out.
  • Fig. 7a is a graph showing transition of the engine rotating speed when the engine is started normally.
  • Fig. 7b is a graph showing a state where the engine rotating speed remains at a resonance rotating speed of a flywheel.
  • Fig. 1 is a schematic diagram of a starting control system for an internal combustion engine of this embodiment.
  • the starting control system for the internal combustion engine of this embodiment is applied to an engine E in which output of the engine E is transmitted to an external component (a transmission in this embodiment) through a flywheel F.
  • the starting control system comprises an engine rotating speed detection means (an engine rotating speed sensor) 2 for detecting a rotating speed of the engine E, a fuel injection device (an injector) 3 for injecting fuel into a combustion chamber of each cylinder of the engine E, and a control device (ECU; Electronic Control Unit) 5 for controlling injection of fuel by the injector 3.
  • Detection values of the engine rotating speed sensor 2 and other various sensors are transmitted to the ECU 5.
  • the ECU 5 optimally controls a fuel injection timing and a fuel injection quantity, etc. in accordance with the detection values of the sensors.
  • the flywheel F attached to the engine E is a dual mass flywheel in this embodiment.
  • this dual mass flywheel F is able to prevent the torque fluctuation generated in the engine E side to be transmitted to the transmission T/M side.
  • the resonance point (a natural frequency) of the flywheel as a whole can be set at a rotating speed being less than a normal rotating speed region of the engine E (e.g., less than an idle rotating speed).
  • the resonance point of the flywheel F is set at less than the idol rotating speed (approximately 300 - 400 rpm for example) of the engine E.
  • the starting control system 1 for the internal combustion engine of this embodiment is such that if the rotating speed of the engine E remains in a resonance rotating speed region of the flywheel F which is less than the idle rotating speed when the engine starts, a divergence control for controlling the fuel injection by the fuel injection device 3 to make the engine rotating speed diverge from the resonance rotating speed region is performed.
  • the ECU 5 stops or suspends the fuel injection by the injector 3. Accordingly, the engine rotating speed decreases and then diverges from (or falls below) the resonance rotating speed region of the flywheel F. Thereby, it can be prevented that the crankshaft and the flywheel F of the engine E continuously resonate with each other. Furthermore, occurrence of large noise and vibration, and a possibility of damage against the engine E or the flywheel F are avoidable.
  • step S1 of Fig. 2 it is judged whether the ignition key is turned ON by the driver.
  • Step S2 shown in Fig. 2 will be used in the second embodiment described after, and therefore it is assumption that step 2 does not exist in this embodiment.
  • step S3 it is judged whether rotation of the engine E is recognized (or detected) by the engine rotating speed sensor 2 in order to judge whether the engine E is rotated by the starter motor with, for example, further rotary operation of the ignition key from its ON position by the driver.
  • step S3 If the rotation of the engine E is recognized in step S3 (i.e., if the engine E is rotated by the starter motor), then the control proceeds to step S4 in which a drive signal is outputted to the injector 3 to inject a predetermined starting injection quantity of fuel. And also, a measuring value of a timer built in the ECU 5 is reset to zero.
  • the starting injection quantity is set at an approximately maximum injection quantity of the injector 3 in this embodiment.
  • step S5 it is judged whether the engine rotating speed detected by the engine rotating speed sensor 2 is equal to or more than a lower limit value Knfw Lo of the resonance rotating speed region of the flywheel F.
  • the lower limit value Knfw Lo is inputted into the ECU 5 in advance. That is, it is judged whether the engine rotating speed increases to the lower limit value Knfw Lo of the resonance rotating speed region of the flywheel F by the fuel injection.
  • the judgment of step S5 is repeatedly conducted until the engine rotating speed becomes equal to or more than the lower limit value Knfw Lo.
  • step S5 if it is judged that the engine rotating speed is equal to or more than the lower limit value Knfw Lo, then the control proceeds to step S6 in which a time measurement by the timer built in the ECU 5 is started.
  • step S7 it is judged whether the measuring value t of the timer is equal to or more than a comparison value Mt (2 sec for example).
  • the comparison value Mt is a value for judging that the engine rotating speed balances in the resonance rotating speed region of the flywheel F, and remains within the region.
  • the comparison value Mt is a value which is changed according to temperature of the engine E, specifically cooling water temperature of the engine E, and is inputted into the ECU 5 in advance as a form of map or computing equation.
  • the comparison value Mt is set to be longer as the cooling water temperature of the engine E is lower. This is because starting of the engine E takes longer time as the temperature of the engine E is lower.
  • step S7 the control proceeds to step S8.
  • step S8 it is judged whether the engine rotating speed detected by the engine rotating speed sensor 2 is equal to or more than an upper limit value Knfw Hi of the resonance rotating speed region of the flywheel F.
  • step S7 If the engine rotating speed does not reach the upper limit value Knfw Hi, the control returns to step S7, thereby it is repeatedly judged whether the measuring value t of the timer reaches the comparison value Mt.
  • step S8 If the engine rotating speed becomes equal to or more than the upper limit value Knfw Hi of the resonance rotating speed region of the flywheel F before the measuring value t of the timer reaches the comparison value Mt, then judgment in step S8 is Yes, and the control proceeds to step S31 of Fig. 4.
  • the engine rotating speed becoming equal to or more than the upper limit value Knfw Hi means that the engine rotating speed diverges from (or exceeds) the resonance rotating speed region of the flywheel F, and it is possible to judge the starting control of the engine E being normally conducted.
  • step S31 it is judged whether the engine rotating speed detected by the engine rotating speed sensor 2 becomes equal to or more than a rising-up rotating speed Nh inputted into the ECU 5 in advance.
  • the rising-up rotating speed Nh is usually set at a value which is higher than the idle rotating speed of the engine E.
  • step S32 the quantity of the fuel injection by the injector 3 is gradually reduced from the above-mentioned starting injection quantity.
  • step S33 it is judged whether the engine rotating speed decreases to a value which is within the idle control region inputted into the ECU 5 in advance.
  • step S33 if it is judged that the engine rotating speed decreases to such value, then the control proceeds to step S34 to shift to a predetermined idle control mode. This means that the starting of the engine E completes normally, as shown in Fig. 7a.
  • step S7 of Fig. 2 if the measuring value t of the timer reaches the comparison value Mt before the engine rotating speed becomes equal to or more than the upper limit value Knfw Hi of the resonance rotating speed region of the flywheel F, the control proceeds to step S15 of Fig. 3.
  • step S15 the fuel injection by the injector 3 is stopped, or the fuel injection quantity is gradually reduced (to zero eventually). And then, the control proceeds to step S16 in which it is judged whether the engine rotating speed detected by the engine rotating speed sensor 2 is zero, that is, it is judged whether the engine E stops.
  • steps S15 and S16 forms the above-mentioned divergence control, and with this control the engine rotating speed can be decreased to diverge from (or fall below) the resonance rotating speed region of the flywheel F. Therefore, it can be prevented that the crankshaft and the flywheel F of the engine E continuously resonate with each other. If a stop of the engine E is judged in step S16, the control returns to step S3 of Fig. 2. Thereafter, if the engine E is rotated again because of an operation for driving the starter motor by the driver, then the control proceeds to step S4, and then the above-mentioned control will be performed again. In addition, even in the case that the engine temperature is extremely low at the first starting of the engine, since the engine temperature becomes higher at each time of the engine starting, a probability that the engine normally starts becomes higher from the second starting of the engine.
  • the time measurement by the timer starts if the engine rotating speed reaches the lower limit value Knfw Lo of the resonance rotating speed region R of the flywheel F at a time t1. And then, if the engine rotating speed is less than the upper limit value Knfw Hi of the resonance rotating speed region R of the flywheel F although the measuring value t of the timer reaches the comparison value Mt at a time t2 (that is, the engine rotating speed remains in the resonance rotating speed region R of the flywheel F for the predetermined period), then the fuel injection is stopped, or the fuel injection quantity is gradually reduced at the time t2. By this, the engine rotating speed decreases, and it becomes less than the lower limit value Knfw Lo of the resonance rotating speed region R of the flywheel F at a time t3. The engine E eventually stops.
  • the engine rotating speed if the engine rotating speed remains in the resonance rotating speed region R of the flywheel F, the engine rotating speed can be compulsorily diverged from the resonance rotating speed region R, by momentarily or gradually stopping the fuel injection. Therefore, the problems caused by the resonance between the crankshaft and the flywheel F of the engine E can be prevented.
  • step S2 a measuring value n (a retry number) of a counter built in the ECU 5 is reset to zero, thereafter the control proceeds to step S3.
  • the retry number n will be explained after.
  • step S8 if the engine rotating speed becomes equal to or more than the upper limit value Knfw Hi of the resonance rotating speed region of the flywheel F before the measuring value t of the timer reaches the comparison value Mt, then the control proceeds to the idle control mode via the steps S31, S32 and S33 of Fig. 4, similarly to the above first embodiment.
  • step S7 of Fig. 2 if the measuring value t of the timer reaches the comparison value Mt before the engine rotating speed becomes equal to or more than the upper limit value Knfw Hi, the control proceeds to step S21 of Fig. 5.
  • step S21 the quantity of fuel injection by the injector 3 is gradually reduced. And then, the control proceeds to step S22 in which it is judged whether the engine rotating speed detected by the engine rotating speed sensor 2 becomes less than the lower limit value Knfw Lo of the resonance rotating speed region of the flywheel F. That is, it is judged whether the engine rotating speed diverges from (or falls below) the resonance rotating speed region of the flywheel F.
  • steps S21 and S22 forms the divergence control of this embodiment, in which the engine E is not completely stopped, but the fuel injection quantity is reduced until the engine rotating speed diverges from (or falls below) the lower limit value Knfw Lo.
  • step S22 if it is judged that the engine rotating speed becomes less than the lower limit value Knfw Lo, the control proceeds to step S23 in which the measuring value n (retry number) of the counter built in the ECU 5 is incremented by 1.
  • the retry number is 1 in this step S23.
  • step S24 it is judged whether the retry number n is more than a retry number upper limit value Knret inputted into the ECU 5 in advance.
  • the retry number upper limit value Knret defines an upper limit of number of time of the retry control to be performed.
  • the retry number n is usually equal to or less than the upper limit value Knret.
  • step S24 if it is judged that the retry number n is equal to or less than the upper limit value Knret, then the control returns to step S4 of Fig. 2 in which a predetermined starting injection quantity of fuel is injected by the injector 3, and the measuring value of the timer is reset to zero.
  • the driver is not required to carry out an operation for driving the starter motor such as rotation of the injection key, and it is possible to mitigate burden on the driver.
  • step S24 if it is judged that the retry number n is more than the retry number upper limit value Knret, then the control proceeds to step S25 in which the fuel injection is stopped, or the fuel injection quantity is gradually reduced (to zero eventually). And then, the control proceeds to step S26 in which it is judged whether the engine rotating speed detected by the engine rotating speed sensor 2 is zero, that is, it is judged whether the engine E stops.
  • step S26 the control returns to step S3 of Fig. 2. And then, if the engine E is rotated again because of the driver's operation for driving the starter motor, the control proceeds to step S4 and the control described above is conducted again.
  • the time measurement by the timer starts if the engine rotating speed reaches the lower limit value Knfw Lo of the resonance rotating speed region R of the flywheel F at a time t1. And then, if the engine rotating speed is less than the upper limit value Knfw Hi of the resonance rotating speed region R of the flywheel F although the measuring value t of the timer reaches the comparison value Mt at a time t2 (that is, the engine rotating speed remains in the resonance rotating speed region R of the flywheel F for the predetermined period), the fuel injection quantity is gradually reduced at the time t2.
  • the engine rotating speed decreases, and it becomes less than the lower limit value Knfw Lo of the resonance rotating speed region R of the flywheel F at a time t3. Then, the fuel injection quantity is again increased to the starting injection quantity. By this, the engine rotating speed increases again. In the example shown in Fig. 6b, the engine rotating speed increases relatively rapidly by this first retry control. And then, at a time t4, the engine rotating speed reaches a predetermined rising-up rotating speed Nh being higher than the idol rotating speed Na. Thereafter, the fuel injection quantity is decreased, and the engine rotating speed is kept at the idle rotating speed Na.
  • the divergence control may be such that the fuel injection quantity is increased to make the engine rotating speed diverge from the resonance rotating speed region R to a higher rotating speed region thereof.
  • the fuel injection quantity at the time of starting is an approximately maximum injection quantity like this embodiment, since it is difficult to increase the injection quantity more, it is preferable to decrease the fuel injection quantity.
  • the "predetermined period" for judging that the engine rotating speed remains in the resonance rotating speed region R of the flywheel F is not limited to time, but may be other values which substitute for time such as a total revolution number of the engine E.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP20040018397 2003-08-05 2004-08-03 Dispositif et procédé pour contrôler le démarrage d'un moteur à combustion interne Expired - Lifetime EP1505287B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003206054 2003-08-05
JP2003206054A JP4135587B2 (ja) 2003-08-05 2003-08-05 エンジンの始動時制御方法及び装置

Publications (3)

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EP1505287A2 true EP1505287A2 (fr) 2005-02-09
EP1505287A3 EP1505287A3 (fr) 2005-03-30
EP1505287B1 EP1505287B1 (fr) 2007-02-07

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EP20040018397 Expired - Lifetime EP1505287B1 (fr) 2003-08-05 2004-08-03 Dispositif et procédé pour contrôler le démarrage d'un moteur à combustion interne

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EP (1) EP1505287B1 (fr)
JP (1) JP4135587B2 (fr)
DE (1) DE602004004608T2 (fr)
ES (1) ES2280871T3 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2754883A4 (fr) * 2011-09-07 2016-01-13 Mitsubishi Electric Corp Appareil de démarrage de véhicule
CN106481467A (zh) * 2015-08-25 2017-03-08 大众汽车有限公司 用于内燃机和机动车的启动方法
FR3068393A1 (fr) * 2017-07-03 2019-01-04 Psa Automobiles Sa Inhibition de l’injection pour les activations de demarreurs trop courtes
EP3550131A4 (fr) * 2016-11-30 2019-11-20 Mazda Motor Corporation Procédé et dispositif de commande de moteur d'injection-compression
EP3550130A4 (fr) * 2016-11-30 2019-11-20 Mazda Motor Corporation Procédé et dispositif de commande de moteur à allumage par compression
US10890122B2 (en) 2016-11-30 2021-01-12 Mazda Motor Corporation Method and device for controlling starting of engine
CN113218664A (zh) * 2021-04-22 2021-08-06 东风柳州汽车有限公司 双质量飞轮共振检测方法、装置、设备及存储介质

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JP2007146744A (ja) * 2005-11-28 2007-06-14 Nissan Diesel Motor Co Ltd エンジン始動制御装置
JP4433018B2 (ja) 2007-08-31 2010-03-17 トヨタ自動車株式会社 内燃機関制御装置
JP4670912B2 (ja) 2008-08-01 2011-04-13 トヨタ自動車株式会社 内燃機関制御装置
JP2010127105A (ja) * 2008-11-25 2010-06-10 Toyota Motor Corp 内燃機関制御装置
JP5141673B2 (ja) 2009-12-04 2013-02-13 株式会社デンソー 内燃機関のアイドルストップ制御装置
DE102011115927A1 (de) 2011-10-13 2013-04-18 Audi Ag Verfahren und Vorrichtung zum Erkennen von Drehzahl-/Drehmomentschwankungen in einer Antriebsvorrichtung
JP5803747B2 (ja) * 2012-03-02 2015-11-04 トヨタ自動車株式会社 車両用制御装置
US10161326B2 (en) * 2016-06-01 2018-12-25 Ford Global Technologies, Llc Methods and systems for cylinder misfire detection
JP6414584B2 (ja) * 2016-11-30 2018-10-31 マツダ株式会社 圧縮着火式エンジンの制御方法および制御装置
JP7131450B2 (ja) * 2019-03-25 2022-09-06 いすゞ自動車株式会社 判定装置、判定方法及び、判定プログラム
KR102411583B1 (ko) * 2021-03-29 2022-06-22 주식회사 현대케피코 마일드 하이브리드 시스템의 캠 센서 에러 시 시동방법 및 장치

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DE19727595A1 (de) * 1997-06-28 1999-01-28 Volkswagen Ag Verfahren und Vorrichtung zum Starten einer Brennkraftmaschine mit Zweimassenschwungrad
DE10245640B3 (de) * 2002-09-30 2004-04-08 Siemens Ag Verfahren zum Erkennen eines Startabbruchs und Verhindern einer verbrennungsbedingten Rückdrehung einer Brennkraftmaschine beim Start

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
DE19727595A1 (de) * 1997-06-28 1999-01-28 Volkswagen Ag Verfahren und Vorrichtung zum Starten einer Brennkraftmaschine mit Zweimassenschwungrad
DE10245640B3 (de) * 2002-09-30 2004-04-08 Siemens Ag Verfahren zum Erkennen eines Startabbruchs und Verhindern einer verbrennungsbedingten Rückdrehung einer Brennkraftmaschine beim Start

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2754883A4 (fr) * 2011-09-07 2016-01-13 Mitsubishi Electric Corp Appareil de démarrage de véhicule
CN106481467A (zh) * 2015-08-25 2017-03-08 大众汽车有限公司 用于内燃机和机动车的启动方法
EP3141727A1 (fr) * 2015-08-25 2017-03-15 Volkswagen Aktiengesellschaft Procede de demarrage pour un moteur a combustion interne et vehicule automobile
CN106481467B (zh) * 2015-08-25 2019-06-28 大众汽车有限公司 用于内燃机和机动车的启动方法
EP3550131A4 (fr) * 2016-11-30 2019-11-20 Mazda Motor Corporation Procédé et dispositif de commande de moteur d'injection-compression
EP3550130A4 (fr) * 2016-11-30 2019-11-20 Mazda Motor Corporation Procédé et dispositif de commande de moteur à allumage par compression
US10883464B2 (en) 2016-11-30 2021-01-05 Mazda Motor Corporation Method and device for controlling compression ignition engine
US10890122B2 (en) 2016-11-30 2021-01-12 Mazda Motor Corporation Method and device for controlling starting of engine
US11168631B2 (en) 2016-11-30 2021-11-09 Mazda Motor Corporation Method and device for controlling compression ignition engine
FR3068393A1 (fr) * 2017-07-03 2019-01-04 Psa Automobiles Sa Inhibition de l’injection pour les activations de demarreurs trop courtes
CN113218664A (zh) * 2021-04-22 2021-08-06 东风柳州汽车有限公司 双质量飞轮共振检测方法、装置、设备及存储介质

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Publication number Publication date
JP2005054601A (ja) 2005-03-03
EP1505287B1 (fr) 2007-02-07
EP1505287A3 (fr) 2005-03-30
ES2280871T3 (es) 2007-09-16
DE602004004608D1 (de) 2007-03-22
JP4135587B2 (ja) 2008-08-20
DE602004004608T2 (de) 2007-11-08

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