EP1657418A1 - Moteur à combustion interne et procédé pour le contrôle de l'arrêt du moteur - Google Patents

Moteur à combustion interne et procédé pour le contrôle de l'arrêt du moteur Download PDF

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Publication number
EP1657418A1
EP1657418A1 EP04105804A EP04105804A EP1657418A1 EP 1657418 A1 EP1657418 A1 EP 1657418A1 EP 04105804 A EP04105804 A EP 04105804A EP 04105804 A EP04105804 A EP 04105804A EP 1657418 A1 EP1657418 A1 EP 1657418A1
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EP
European Patent Office
Prior art keywords
flywheel
crankshaft
internal combustion
combustion engine
segment
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
EP04105804A
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German (de)
English (en)
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EP1657418B1 (fr
Inventor
Bernd Steiner
Patrick Dr. Phlips
Klemens Grieser
Ulrich Kramer
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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.)
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Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP20040105804 priority Critical patent/EP1657418B1/fr
Priority to DE200450006599 priority patent/DE502004006599D1/de
Priority to US11/163,975 priority patent/US7654238B2/en
Priority to JP2005323963A priority patent/JP4753688B2/ja
Publication of EP1657418A1 publication Critical patent/EP1657418A1/fr
Application granted granted Critical
Publication of EP1657418B1 publication Critical patent/EP1657418B1/fr
Priority to US12/632,263 priority patent/US7856954B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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    • 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
    • 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
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • 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

Definitions

  • the invention relates to an internal combustion engine with a crankshaft and a flywheel, which is arranged on the crankshaft.
  • the invention relates to a method for the controlled shutdown of such an internal combustion engine.
  • the crankshaft of an internal combustion engine receives the connecting rod forces, which are composed of the gas forces due to the fuel combustion in the combustion chamber and the mass forces due to the non-uniform movement of the engine parts.
  • the oscillating lifting movement, in particular of the pistons is transformed into a rotating rotational movement of the crankshaft.
  • the crankshaft transmits the torque to the drive and to the flywheel.
  • the crankshaft has a certain torsional elasticity and together with the hinged to them components, in particular the connecting rods and pistons, a vibratory system which can be excited by the acting on the crank pin gas and inertial forces to torsional vibrations.
  • torsional vibration dampers can be provided. By a relative movement of the mass of the vibration damper to the crankshaft, a part of the torsional vibration energy is reduced by friction work.
  • the mass of the described oscillatory system is increased by the arrangement of a flywheel on the crankshaft. Due to the larger mass, the system has increased inertia, which makes the system more insensitive to speed variations and makes the rotational motion of the crankshaft more uniform.
  • the flywheel stores energy and transmits it to the crankshaft as the speed drops. Ie. the flywheel serving as an energy reservoir releases energy to the crankshaft as it decelerates, giving the crankshaft and the entire system a degree of inertia by attempting to counteract the deceleration and sustain movement by releasing energy. In this way, the flywheel acts both for accelerations and delays for a smooth and smooth running of the crankshaft and coupled to the crankshaft components.
  • the flywheel or the high mass therefore also affects misfires and misfires. Due to the inertia of the flywheel, the rotational motion of the crankshaft remains more or less uniform, i. the rotational movement is only slightly disturbed.
  • the flywheel can also be designed as a two-mass flywheel and then assumes the additional function of a vibration damper, which reduces the torsional vibrations between the clutch and the drive.
  • the flywheel is attached on one side to the crankshaft and connected on the other side via the clutch to the transmission.
  • the two disc-shaped parts are connected to each other by means of internal coil springs.
  • crankshaft and the flywheel are manufactured as separate independent components and then screwed together during assembly ie inextricably linked.
  • both components have flanges and arranged in the flanges slugs or holes.
  • a method for the controlled shutdown of an internal combustion engine generally follow the reduction of the fuel consumption of the internal combustion engine. Due to the limited resources of fossil fuels, in particular due to the limited mineral oil reserves as a raw material for the production of fuels for the operation of internal combustion engines, the development of internal combustion engines is constantly striving to minimize fuel consumption. On the one hand, the improved i.e. more effective combustion in the forefront of the effort. On the other hand, certain strategies with regard to the basic operation of the internal combustion engine can also be effective.
  • One concept for improving the fuel consumption of a vehicle is, for example, to switch off the internal combustion engine - instead of continuing to run it in the leelauf - when there is no momentary power requirement. In practice, this means that at least when the vehicle is stationary, the internal combustion engine is turned off.
  • One application is the stop-and-go traffic, as it sets, for example, in traffic jams on highways and highways. In inner-city traffic, stop-and-go traffic is no longer the exception, but the rule, as a result of the existing and non-coordinated traffic lights. Other applications provide limited level crossings and the like.
  • an internal combustion engine which is equipped with an electronically controlled ignition and / or electronically controlled injection, deliver at the Crankshaft arranged markers Signals about the crank angle position on connected to the engine control sensors for controlling the ignition and the injection timing. But to generate these signals, it is first necessary to put the crankshaft in rotation. Immediately at the beginning of the restart and the start in general, there is uncertainty about the correct injection and ignition timing, so that a run-in phase for the synchronization of the crank angle position on the one hand and the engine operating parameters on the other hand is required.
  • devices for starting or restarting the internal combustion engine must be provided, for example, a conventional starter or a similar device which is adapted to forcibly set the crankshaft in rotation, such as an electric motor.
  • German patent application DE 42 30 616 proposes, for example, to store the angular position of the crankshaft, which is registered at shutdown, and to use for the restart, so that the appropriate ignition timing and injection times are immediately available.
  • this approach has not proven in practice, since the stored information about the position of the crankshaft are too inaccurate.
  • Controlled parking consists in deliberately approaching certain crank angle positions - so-called preferred positions - when the internal combustion engine is switched off.
  • the end position of the crankshaft is no longer left to chance and more or less accurately registered, but it will be specifically brought about for the restart advantageous crank angle positions.
  • crankshaft must be in a specific position or in a specific crank angle range. In this respect, especially for internal combustion engines with direct injection method for controlled parking targets.
  • WO 01/48373 teaches the use of a method in which after switching off d. H. after completion of the regular operation of the internal combustion engine, an adjusting device is activated and controlled, with which the crankshaft and / or the camshaft is moved into a predefinable advantageous angular position. Both active and passive adjustment devices can be used.
  • an active adjusting device can serve an electric motor which transmits a torque to the crankshaft and this rotates after switching off the internal combustion engine in the desired position, which is then maintained until the restart of the internal combustion engine.
  • active adjusting devices which have means for activating the injection and ignition of the internal combustion engine after completion of their regular operation. These means are used to selectively initiate combustion processes in the cylinders, with which a certain torque is transmitted to the crankshaft, so that a predetermined advantageous crank angle position can be approached.
  • Passive adjusting devices but can also be used according to WO 01/48373, said passive adjusting after the normal operation of the internal combustion engine exploit the still existing in the wake of the crankshaft rotary motion and influence in the way that the Crankshaft comes to a standstill in the predetermined advantageous crankshaft position.
  • a passive adjustment means include a gas exchange valve control, which transmits a suitable braking brake torque to the engine or crankshaft, so that the delay of the shaft and thus its end position is controllable.
  • the adjusting devices shown in WO 01/48373 are not suitable for controlling the end position of the crankshaft with the required accuracy.
  • the active adjustment either make additional components - such as possibly not yet existing electric motors - required for applying a Verstellmosmomentes, or they work as in the initiation of targeted combustion processes for starting the predetermined crank angle position by means of an additional fuel injection and ignition.
  • the latter method which requires the use of fuel, is in sharp contrast to the fundamental goal of switching off the internal combustion engine, namely to save fuel by switching off the engine and thus to optimize the fuel consumption of a vehicle.
  • the use of an electric motor is not effective in this aspect, since the energy needs of the electric motor adversely affects the overall efficiency of the engine, which is also in contradiction to the actual objective to optimize the efficiency through fuel economy.
  • the passive adjustment devices offer the advantage that their energy consumption is usually lower and also acceptable in terms of the underlying task value, since the passive adjustment devices do not initiate a rotational movement of the crankshaft, but in principle only one Delay existing rotational movement of the crankshaft in a suitable manner.
  • a method for the outlet control of an internal combustion engine in which specifically the gas exchange valves of the internal combustion engine for controlling the Preferred positions are used, is described in WO 01/44636 A2.
  • suitable control ie by suitably opening and closing the gas exchange valves, influence is thereby exerted on the combustion chamber pressure and thus on the torque exerted by the gas forces on the piston and the connecting rod on the crankshaft.
  • this method requires an internal combustion engine which has an at least partially variable valve control.
  • a complex and therefore complex control is required.
  • German patent application DE 101 23 037 A1 mentions a dual mass flywheel in connection with a method for the controlled shutdown of an internal combustion engine, wherein according to DE 101 23 037 A1 the shutdown is preferably to take place in such a way that the dual mass flywheel as little as possible to vibrate is excited, so in particular the resonance frequency of the dual mass flywheel is bypassed.
  • Another object of the present invention is to provide a method for the controlled shutdown of such an internal combustion engine.
  • the first sub-task is solved by an internal combustion engine with a crankshaft and a flywheel, which is arranged on the crankshaft, and which is characterized in that the flywheel for controlled stopping and starting of the internal combustion engine has a variable flywheel mass.
  • flywheel mass is basically referred to in the context of the present invention, the total mass of the flywheel.
  • flywheel mass the mass of at least one fixed d. H. permanently connected to the crankshaft flywheel component referred. Such embodiments will be described in more detail below.
  • the flywheel mass has a significant influence on the outflow of the crankshaft, i. on the rotational movement of the crankshaft after stopping the engine and thus to the end position of the crankshaft.
  • the rotational movement of the crankshaft is significantly determined by the inertial forces that result from the delay of the individual engine parts, such as the pistons and the connecting rods, and in particular by the delay of the flywheel.
  • the moment of inertia of the flywheel is varied and the inertial forces or the attacking moment of inertia acting on the flywheel as a result of the deceleration during the outflow process are influenced.
  • the mass of the flywheel can be selectively increased and decreased. If this happens in the appropriate manner, the internal combustion engine can be turned off in a controlled manner d. H.
  • the completed after switching off the ignition and / or the fuel supply from the crankshaft to its standstill rotational movement is delayed by means of the variation of the flywheel mass in such a way that the crankshaft is stopped in a predeterminable position.
  • the internal combustion engine according to the invention also allows a simple and fuel-efficient restart, since the crankshaft can be stopped selectively in a so-called preferred position, ie in a crank angle range for the start of the internal combustion engine is to be regarded as advantageous.
  • a gasoline engine with direct injection can be started directly from standstill by injection of fuel into the cylinder and ignition of the injected fuel.
  • the flywheel mass can be minimized for the start or restart of the internal combustion engine, whereby the required starting energy is reduced to a minimum. After the successful starting process, the flywheel mass is then on the normal d. H. regular operation of the internal combustion engine necessary size increased or adjusted.
  • the inventively proposed variation of the flywheel mass or the variable flywheel mass can basically be regarded as a passive adjustment in which by suitable variation of the flywheel mass due to the changed moment of inertia of the flywheel not constant torque is exerted on the crankshaft to the crankshaft - preferably in the desired Preferred position - comes to a standstill.
  • kinetic energy stored in a flywheel component decoupled from the crankshaft may, under certain circumstances, be used for a restart, which will be explained in more detail in the context of the preferred embodiments.
  • flywheel a basically already existing component of the internal combustion engine is used to accomplish a controlled shutdown.
  • the provision of additional adjustment is not required.
  • active adjusting device for example an electric motor, as proposed by WO 01/48373, must be provided in order to turn the crankshaft to the desired position after the internal combustion engine has been switched off.
  • the first object of the invention is thus achieved, namely to provide an internal combustion engine, with the targeted - after stopping the engine - an advantageous for the restart of the engine, predefinable end position of the crankshaft can be approached and with a reboot is possible, which is characterized in particular by a low energy consumption, wherein the known prior art disadvantages are overcome.
  • Embodiments of the internal combustion engine in which the flywheel is a continuous d are advantageous.
  • H. has continuously variable flywheel mass.
  • a continuously variable flywheel mass ensures the highest degree of flexibility when parking the internal combustion engine and starting up the so-called preferred positions.
  • a continuously variable flywheel mass increases the accuracy with which the preferred positions can be approached.
  • a continuously variable flywheel mass for example, be realized in that a hollow flywheel body is provided, which can be filled with liquid, such as water. By introducing additional liquid into the hollow body, the flywheel mass is increased, whereas by discharging liquid contained in the hollow body, the mass of the flywheel is reduced.
  • Embodiments of the internal combustion engine in which the flywheel is modularly constructed from at least two flywheel segments are advantageous connectable to each other and are detachable, so that the flywheel mass is at least two stages changeable, wherein at least one flywheel segment is non-detachably connected as a base segment with the crankshaft.
  • the at least two flywheel segments can be positively or positively connected to each other.
  • the mass of the base segment is to a certain extent the smallest flywheel mass to be realized, the maximum flywheel mass being realized by connecting all flywheel segments.
  • Embodiments of the internal combustion engine in which the at least two flywheel segments are designed in the form of flywheel disks which are connectable to one another and detachable from one another by axial displacement in the direction of the longitudinal axis of the crankshaft are advantageous.
  • the two last-mentioned embodiments divide the flywheel and thus the flywheel mass into at least two or a multiplicity of individual partial masses, which can be connected to one another or separated from one another.
  • these embodiments not only allow a change in the moment of inertia of the flywheel for controlled deceleration of the crankshaft to its standstill, as is done in principle with passive adjusting devices.
  • the inventively proposed variation of the flywheel mass with a suitable embodiment of the internal combustion engine or the flywheel can also serve as an active adjusting device.
  • the division of the flywheel mass into a plurality of individual masses which can be detached from one another is an example of such an embodiment, wherein the crankshaft is brought into a desired preferred position in a multi-stage process.
  • the rotating crankshaft is delayed in a first step by suitable replacement of individual flywheel segments of the base segment and the Brought to a standstill.
  • the variable flywheel mass thus acts as a passive adjusting device, wherein the detachment of the flywheel segments before the standstill of the crankshaft, so that the detached flywheel segments, regardless of the rotational movement of the crankshaft and the delay of this rotational movement to move further, in particular can rotate .
  • the detached flywheel segments and the kinetic energy stored in them are used to move the crankshaft to a predeterminable advantageous angular position, for which purpose the flywheel segments detached from the base segment are partially or completely connected in a suitable manner to the base segment.
  • the variable flywheel then serves as an active adjusting device, but in contrast to the known from the prior art active adjustment no external power supply needed. The energy required to adjust the crankshaft comes from the detached flywheel segments or flywheel disks.
  • the kinetic energy stored in a flywheel member detached from the crankshaft or base segment may be used for a restart.
  • the moment of inertia of the flywheel is controlled by detachment of individual flywheel segments controlled by the base segment in such a way after switching off the ignition and / or fuel the crankshaft comes to a standstill in a predeterminable position, preferably in a preferred position.
  • a restart can be initiated by means of the previously detached flywheel segments or the kinetic energy stored in these segments by connecting the detached and further rotating segments to the base segment, thereby rotating the crankshaft.
  • the flywheel In normal driving, the flywheel preferably receives its maximum mass to minimize the speed fluctuations as much as possible.
  • the method according to the invention is based on the fact that the outflow process of the crank mechanism, which takes place after the combustion processes taking place in the combustion chambers of the internal combustion engine, is decisively determined by the inertia forces and moments of inertia which occur as a result of the deceleration of the individual engine parts. It is therefore proposed according to the invention to exert influence on the inertia or mass of an engine part in order to control or control the outflow of the crankshaft. As an engine part is used due to the relatively large mass arranged on the crankshaft flywheel.
  • This embodiment of the method is advantageous because starting a preferred position is favorable for a restart.
  • Such a method allows, for example, in internal combustion engines with direct injection starting without starter d. H. to start directly from standstill, for which only fuel injected into the combustion chambers of the stationary internal combustion engine and must be ignited by means of a spark plug.
  • a model for the discharge movement of the internal combustion engine is described for example in the European patent application with the application number 03101379.0.
  • This model takes into account the actual kinetic energy of the drive train, the friction losses and / or the compression and expansion processes in the cylinders of the internal combustion engine.
  • Such a model can be obtained on the basis of theoretical considerations and implemented in the form of mathematical equations. Preferably, however, the model is obtained entirely or at least partially empirically.
  • D. H. by observing the engine behavior and processing the measured data obtained (eg as a look-up table).
  • the position of the crankshaft is actively and passively influenced as part of a multi-stage process d.
  • H. the flywheel segments previously detached from the base segment as part of the passive deceleration process are used after initial standstill of the crankshaft by reconnecting these segments to the base segment to re-rotate the crankshaft and move it to a preferred position. If necessary, this method can be repeated if there is no preferred position of the crankshaft after acceleration and retardation of the crankshaft.
  • FIG. 1 schematically shows a crankshaft 1 and a flywheel 4 of a first embodiment of an internal combustion engine.
  • the flywheel 4 is modularly constructed from two flywheel segments 2, 3, wherein the two flywheel segments 2, 3 are designed in the form of flywheel disks 2, 3, which are connectable to one another and detachable from one another.
  • the first flywheel segment 2 is permanently connected to the crankshaft 1 and serves as a base segment 8.
  • the illustrated embodiment allows a step-shaped variation of the flywheel mass between a minimum flywheel mass, which is determined by the mass of the base segment 8, and a maximum flywheel mass, resulting from the Sum of the two flywheel discs 2.3 results.
  • the first flywheel disc 2 inevitably takes on the rotational movement of the crankshaft 1 about the axis of rotation 7 d. H. in the deceleration and acceleration of the crankshaft 1, while the second flywheel mass 3 can be separated from the base segment 8 or connected to the base segment 8.
  • the inertia or the moment of inertia of the flywheel 4 is reduced by the separation of the second flywheel disk 3 or increased by connecting the second flywheel disk 3 with the base segment 8, whereby the outflow movement of the crankshaft 1 is shortened or extended.
  • the second flywheel disk 3 is thereby connected to the base segment 8 by axial displacement in the direction of the longitudinal axis 6 of the crankshaft 1 (see FIG. 2) or detached from the base segment 8 (see FIG. 1).
  • a thread 5a is provided on the outer circumferential surface of the crankshaft 1, which adjoins the base segment 8 in the direction of the longitudinal axis 6.
  • the second Flywheel segment 3 has on the inside of a bore via a thread 5b corresponding to this thread 5a, wherein both threads 5a, 5b are not in engagement with each other when the second flywheel segment 3 is detached from the base segment 8 and spaced apart.
  • the snapshot shown in Figure 1 shows a flywheel 4, in which the second flywheel disc 3 is separated from the base segment 8 and consequently there is no connection or coupling between the second flywheel disk 3 and the crankshaft 1.
  • the mass of the second flywheel disk 3 also has no influence on the outlet movement of the crankshaft 1. Only the inertial forces and moments acting on the base segment 8 influence the rotational movement of the crankshaft 1.
  • the stored in the detached second flywheel segment 3 kinetic energy can be used in many ways.
  • a stalled crankshaft 1 can be rotated by connecting the two segments 2,3 again. In this way, the crankshaft 1 can be actively rotated or moved to a preferred position.
  • the kinetic energy of the detached segment 3 can also be used for a restart of the internal combustion engine, which also takes place by connecting the previously detached flywheel segment 3 with the base segment 8 fixedly arranged on the crankshaft 1.
  • FIG 2 shows schematically the crankshaft 1 and the flywheel 4 of the embodiment of the internal combustion engine shown in Figure 1 in a second snapshot. Only the differences from the snapshot shown in Figure 1 will be discussed, for which reason reference is otherwise made to Figure 1. For the same components, the same reference numerals have been used.
  • the second flywheel segment 3 is connected to the base segment 8.
  • crankshaft 1 serves in this embodiment as a connecting element of the two segments 2,3.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
EP20040105804 2004-11-08 2004-11-16 Moteur à combustion interne et procédé pour le contrôle de l'arrêt du moteur Active EP1657418B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP20040105804 EP1657418B1 (fr) 2004-11-16 2004-11-16 Moteur à combustion interne et procédé pour le contrôle de l'arrêt du moteur
DE200450006599 DE502004006599D1 (de) 2004-11-16 2004-11-16 Brennkraftmaschine und Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
US11/163,975 US7654238B2 (en) 2004-11-08 2005-11-04 Systems and methods for controlled shutdown and direct start for internal combustion engine
JP2005323963A JP4753688B2 (ja) 2004-11-08 2005-11-08 内燃機関の制御された停止動作及び直接始動のためのシステム
US12/632,263 US7856954B2 (en) 2004-11-08 2009-12-07 Systems and methods for controlled shutdown and direct start for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20040105804 EP1657418B1 (fr) 2004-11-16 2004-11-16 Moteur à combustion interne et procédé pour le contrôle de l'arrêt du moteur

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EP1657418A1 true EP1657418A1 (fr) 2006-05-17
EP1657418B1 EP1657418B1 (fr) 2008-03-19

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008034010B4 (de) 2007-08-27 2022-01-05 Schaeffler Technologies AG & Co. KG Verfahren zum Steuern eines Antriebsstrangs

Citations (11)

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Publication number Priority date Publication date Assignee Title
WO1993004278A1 (fr) * 1991-08-12 1993-03-04 Igor Mikhaltsev Procede et systeme de demarrage de moteurs a combustion interne
DE4230616A1 (de) 1992-09-12 1994-03-17 Bosch Gmbh Robert Einrichtung zur Erkennung der Stellung wenigstens einer, eine Referenzmarke aufweisenden Welle
JPH08261291A (ja) * 1995-01-27 1996-10-08 Yamaha Motor Co Ltd 可変質量フライホイール装置
US6195985B1 (en) * 1997-10-31 2001-03-06 The Swatch Group Management Services Ag Method for reducing the pollutant emission of an internal combustion engine
WO2001044636A2 (fr) 1999-12-17 2001-06-21 Robert Bosch Gmbh Procede pour commander l'arret d'un moteur a combustion interne
WO2001048373A1 (fr) 1999-12-28 2001-07-05 Robert Bosch Gmbh Dispositif et procede pour arreter, de maniere controlee, un moteur a combustion interne
DE10123037A1 (de) 2001-05-11 2002-11-14 Bosch Gmbh Robert Vorrichtung und Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
WO2003012273A2 (fr) * 2001-07-27 2003-02-13 Peugeot Citroen Automobiles Sa Procede d'arret et de redemarrage d'un moteur a combustion inter ne a injection indirecte
EP1422420A1 (fr) * 2002-11-25 2004-05-26 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Mécanisme de blocage pour le vilebrequin d'un moteur à combustion interne
EP1439295A2 (fr) * 2003-01-17 2004-07-21 Siemens Aktiengesellschaft Procédé de contrôle de l'arrêt d'un moteur à combustion interne
US20040159297A1 (en) * 2003-02-13 2004-08-19 Toyota Jidosha Kabushiki Kaisha Stop and start control apparatus of internal combustion engine

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993004278A1 (fr) * 1991-08-12 1993-03-04 Igor Mikhaltsev Procede et systeme de demarrage de moteurs a combustion interne
DE4230616A1 (de) 1992-09-12 1994-03-17 Bosch Gmbh Robert Einrichtung zur Erkennung der Stellung wenigstens einer, eine Referenzmarke aufweisenden Welle
JPH08261291A (ja) * 1995-01-27 1996-10-08 Yamaha Motor Co Ltd 可変質量フライホイール装置
US6195985B1 (en) * 1997-10-31 2001-03-06 The Swatch Group Management Services Ag Method for reducing the pollutant emission of an internal combustion engine
WO2001044636A2 (fr) 1999-12-17 2001-06-21 Robert Bosch Gmbh Procede pour commander l'arret d'un moteur a combustion interne
WO2001048373A1 (fr) 1999-12-28 2001-07-05 Robert Bosch Gmbh Dispositif et procede pour arreter, de maniere controlee, un moteur a combustion interne
DE10123037A1 (de) 2001-05-11 2002-11-14 Bosch Gmbh Robert Vorrichtung und Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
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