EP1657419A1 - Moteur à combustion interne et procédé de contrôle de l'arrêt d'un moteur à combustion interne - Google Patents

Moteur à combustion interne et procédé de contrôle de l'arrêt d'un moteur à combustion interne Download PDF

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Publication number
EP1657419A1
EP1657419A1 EP04105806A EP04105806A EP1657419A1 EP 1657419 A1 EP1657419 A1 EP 1657419A1 EP 04105806 A EP04105806 A EP 04105806A EP 04105806 A EP04105806 A EP 04105806A EP 1657419 A1 EP1657419 A1 EP 1657419A1
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EP
European Patent Office
Prior art keywords
fuel
combustion engine
internal combustion
fuel pump
drive torque
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
EP04105806A
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German (de)
English (en)
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EP1657419B1 (fr
Inventor
Klemens Grieser
Ulrich Kramer
Patrick Joseph Phlips
Bernd Steiner
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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.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to DE200450006328 priority Critical patent/DE502004006328D1/de
Priority to EP20040105806 priority patent/EP1657419B1/fr
Priority to US11/164,017 priority patent/US7146960B2/en
Priority to JP2005330597A priority patent/JP2006144793A/ja
Publication of EP1657419A1 publication Critical patent/EP1657419A1/fr
Application granted granted Critical
Publication of EP1657419B1 publication Critical patent/EP1657419B1/fr
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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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the invention relates to an internal combustion engine comprising n cylinder, a crankshaft and a fuel pump, which is driven by the internal combustion engine and is coupled for this purpose with the crankshaft of the internal combustion engine, wherein the fuel pump has an inlet for the entry of the fuel and having an outlet, followed by a total fuel line, branch off from the n fuel lines, which lead to the n cylinders.
  • Internal combustion engines of this type are used for example as a drive for motor vehicles.
  • the invention relates to a method for the controlled shutdown of such an internal combustion engine.
  • 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.
  • markers arranged on the crankshaft provide signals about the crank angle position to sensors connected to the engine control unit for controlling ignition and 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.
  • the controlled parking consists in it, very specific crank angle positions - so-called preferred positions - aware to start when switching off the internal combustion engine.
  • 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, i. 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 predeterminable 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 in the predetermined advantageous crankshaft position to a standstill comes.
  • 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.
  • a method for the outlet control of an internal combustion engine in which the gas exchange valves of the internal combustion engine are used specifically for controlling the preferred positions, is described in WO 01/44636 A2.
  • suitable control i. by suitably opening and closing the gas exchange valves, influence is 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.
  • 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 comprising n cylinder, a crankshaft and a fuel pump, which is driven by the internal combustion engine and is coupled for this purpose with the crankshaft of the internal combustion engine, wherein the fuel pump has an inlet for the entry of the fuel and a Has outlet to which a total fuel line connects, branch off from the n fuel lines, which lead to the n cylinders, and which is characterized in that means are provided with which the drive torque of the fuel pump can be influenced, so that the necessary drive torque of the fuel pump is controllable by means provided by this means.
  • the drive torque of the fuel pump is used to start after switching off the internal combustion engine, the desired end position of the crankshaft.
  • the drive torque is influenced in such a way that the output after switching off the ignition and / or the fuel supply from the internal combustion engine to its standstill energy is consumed controlled by the controllable drive torque of the fuel pump in such a way that the internal combustion engine.
  • the crankshaft or camshaft is stopped in a predeterminable position.
  • the fuel pump to be regarded as a consumer is operated in such a way that the energy consumption of the fuel pump in the context of the outlet process of the crankshaft has a course in which the rotation of the crankshaft comes to a standstill precisely when the crankshaft is in the desired Preferred position is located.
  • the fuel pump may be referred to as a passive adjusting device, which exerts a torque on the crankshaft until the crankshaft - preferably in the desired preferred position - comes to a standstill.
  • a passive adjustment device offers the advantage that its energy consumption is lower, since it does not initiate a rotational movement of the crankshaft, but merely delays an existing rotational movement of the crankshaft in a suitable manner.
  • the first underlying object of the invention is thus achieved, namely to provide an internal combustion engine, with a targeted for the restart of the engine advantageous, specifiable end position of the crankshaft can be approached and with the after the Prior art known disadvantages are overcome, the end position has in particular on the necessary accuracy.
  • Embodiments of the internal combustion engine in which a fuel return line is provided as a means for influencing the pressure in the fuel lines are advantageous, in which a first shut-off element is arranged, so that the necessary drive torque of the fuel pump can be controlled by means provided for this purpose.
  • Embodiments of the internal combustion engine in which the first shut-off element is a valve are advantageous.
  • the fuel pump driven by the crankshaft further promotes fuel into the fuel lines, although no more fuel is needed to maintain the operation of the engine and optionally the fuel supply is selectively suppressed, so that no injection of Fuel in the cylinder takes more place.
  • a fuel return line is provided according to the embodiment in question, can be removed from the fuel lines with the funded in the fuel lines fuel.
  • the fuel return line preferably opens into a tank container, from which the fuel pump is fed via the inlet, so that there is a closed circuit.
  • the amount of fuel removed via the fuel return line can be varied or adjusted by means of a shut-off element arranged in this fuel return line, whereby the pressure in the fuel lines and thus, indirectly, the drive torque of the fuel pump can be influenced.
  • Closing the shut-off element results in increased fuel pressure, requiring a larger drive torque. Conversely, opening the shut-off element results in a lower pressure in the fuel lines, so that the drive torque required for the operation of the fuel pump decreases.
  • the load which is tapped by the fuel pump - as a consumer - from the crankshaft, varies.
  • the after stopping the engine in the wake of the crankshaft still existing rotational movement is influenced by controlling the drive torque of the fuel pump in the way that the crankshaft comes to a standstill in the predetermined advantageous crankshaft position.
  • Embodiments of the internal combustion engine in which a first pressure sensor is provided in one of the fuel lines are advantageous.
  • the pressure sensor provides information about the instantaneous pressure in the fuel lines.
  • this first pressure sensor is connected to the engine control, which controls the first arranged in the fuel return line shut-off element taking into account the currently existing fuel pressure.
  • Embodiments of the internal combustion engine in which upstream of the n branching fuel lines a second shut-off element is arranged in the overall fuel line are advantageous.
  • This second shut-off allows influence on the decisive for influencing the drive torque of the fuel pump pressure without the pressure of the fuel in the n fuel lines, which lead to the n cylinders, adversely affected.
  • a possibly existing pressure sensor is advantageously arranged upstream of the second shut-off element in the entire fuel line.
  • shut-off element does not necessarily require the arrangement of a first shut-off element. Rather, the numbering of the shut-off elements is made for the purpose of distinguishing the individual shut-off elements.
  • an internal combustion engine according to the invention may have a second but not a first shut-off element.
  • a first shut-off element Such an embodiment will be explained in more detail in connection with the description of Figure 4. The procedure for the shut-off applies in the same way for the pressure sensors.
  • embodiments are advantageous in which the fuel return line branches off from the total fuel line upstream of the second shut-off element.
  • the decisive for the drive torque of the fuel pump pressure at the outlet of the fuel pump can be influenced on the one hand by removing fuel from the entire fuel line by means of the fuel return line and on the other hand by opening and closing the second shut-off.
  • a second pressure sensor is arranged upstream of the second shut-off element.
  • the second pressure sensor supplies information about the instantaneous value of the pressure which is decisive for the drive torque of the fuel pump, the second pressure sensor being arranged between the outlet and the second shut-off element in the overall fuel line.
  • this second pressure sensor is connected to the engine control, which controls the second shut-off element taking into account the currently present detected by the second pressure sensor fuel pressure.
  • Embodiments of the internal combustion engine in which the fuel pump has a variable delivery characteristic as a means of influencing its drive torque, in particular via a controllable variable throughput, are advantageous, so that the necessary drive torque of the fuel pump can be controlled by means provided for this purpose.
  • This embodiment of the internal combustion engine according to the invention uses a fuel pump whose delivery characteristics or throughput can be changed by adjusting, so that in principle a variation of the drive torque is made possible without necessarily a shut-off in the fuel system needs to be provided.
  • an adjustable axial piston pump can be expedient here, wherein a variable piston stroke represents a possibility to realize a variable delivery characteristic or a variable throughput.
  • the pump delivers greater amounts of fuel into the fuel lines, increasing the pressure in the fuel lines due to the low or total lack of fuel consumption.
  • the fuel pump must then deliver against an increased pressure on the exhaust side, which requires an increased drive torque. Conversely, the necessary drive torque can be reduced by reducing the throughput.
  • the fuel pump has as a means for influencing its drive torque via a variably adjustable outlet, with which the flow resistance of the outlet is variable.
  • the second of the invention underlying subtask, namely to show a method for controlled shutdown of an internal combustion engine, the n cylinder, a crankshaft and a fuel pump, which is driven by the internal combustion engine and is coupled for this purpose with the crankshaft of the internal combustion engine, and in the the fuel pump has an inlet for the entry of the fuel and an outlet, followed by an entire fuel line, from the n Branch fuel lines, which lead to the n cylinders, is achieved by a method which is characterized in that means are used with which the driving torque of the fuel pump is affected, so that the necessary drive torque of the fuel pump controlled by means of these means provided in the manner is that the output after switching off the ignition and / or the fuel supply from the internal combustion engine to its standstill energy is consumed controlled by the controllable drive torque of the fuel pump in such a way that the internal combustion engine ie the crank or camshaft stopped in a predeterminable position becomes.
  • This embodiment of the method is advantageous because starting a preferred position is favorable for a restart.
  • Such a method permits starting without starters, i.e., starters. 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.
  • Embodiments of the method are advantageous in which a fuel return line is used as the means for influencing the drive torque, in which a first shut-off element is arranged.
  • Embodiments of the method are also advantageous in which the fuel pump is equipped with a variable delivery characteristic, in particular with a controllable throughput, as the means for influencing the drive torque and influencing the drive torque by changing the throughput.
  • a model for the outlet movement of an 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.
  • the model is obtained entirely or at least partially empirically, ie by observing the engine behavior and processing the measured data obtained thereby (eg as a look-up table).
  • FIG. 1 shows schematically a first embodiment of an internal combustion engine 1. The method for the controlled shutdown of the internal combustion engine 1 will be described in connection with the explanation of the internal combustion engine 1 in more detail.
  • the fuel pump 4 is fed from a tank container 7, which serves to store the fuel, via the inlet 5 with fuel.
  • the fuel is conveyed from the fuel pump 4 via the outlet 6 and the outlet port 6 in a total fuel line 8, which adjoins the outlet.
  • fuel lines 9a, 9b, 9c, 9d one of which leads to one of the four cylinders 2a, 2b, 2b, 2d to the cylinders 2a, 2b, 2b, 2d with To supply fuel.
  • a fuel return line 11 is provided, which is located downstream of the four fuel lines 9a, 9b, 9c, 9d connects to the entire fuel line 8 and in which a first shut-off element 12 is arranged.
  • the fuel return line 11 and the shut-off element 12 are used to influence the pressure in the fuel lines 8, 9a, 9b, 9c, 9d and thus as a means 10 for controlling the necessary drive torque of the fuel pump 4.
  • a shut-off element 12 a valve is used as a shut-off element 12.
  • a fuel return line 11 is provided in the embodiment shown in Figure 1, with the in the fuel lines 8, 9a, 9b , 9c, 9d funded fuel can be removed again from the fuel lines 8, 9a, 9b, 9c, 9d.
  • the fuel return line 11 opens into the already mentioned tank container 7, so that a closed fuel circuit is formed.
  • the amount of withdrawn fuel is adjusted by means of the valve 12 disposed in the fuel return passage 11, whereby the pressure in the fuel lines 8, 9a, 9b, 9c, 9d is influenced.
  • the drive torque required for the drive of the fuel pump 4 is just dependent on this pressure, so that influence is exerted on the drive torque by opening and closing the valve 12.
  • Closing the valve 12 results in increased fuel pressure, requiring a larger drive torque. Conversely, opening the valve 12 results in a lower pressure in the fuel lines 8, 9a, 9b, 9c, 9d, so that the drive torque required for the operation of the fuel pump 4 decreases.
  • the valve 12 is now controlled according to the inventive method in the way that after switching off the ignition and / or the fuel supply from the internal combustion engine 1 is discharged to its standstill energy by means of the drive torque of the fuel pump 4 is controlled consumed in such a way that the internal combustion engine 1, ie, the crankshaft 3 is stopped in a predeterminable position.
  • a first pressure sensor 13 is provided, which detects the current pressure in the fuel lines 8,9a, 9b, 9c, 9d and to a motor controller (not shown) passes on, the first arranged in the fuel return line 11 valve 12 taking into account the currently present fuel pressure drives.
  • Figure 2 shows schematically a second embodiment of the internal combustion engine 1. Only the differences from the first embodiment 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 internal combustion engine 1 shown in FIG. 2 has a second shut-off element 14, which is arranged upstream of the four branching fuel lines 9a, 9b, 9c, 9d in the overall fuel line 8.
  • This second shut-off 14 allows influence on the decisive for the drive torque of the fuel pump 4 pressure without the pressure of the fuel in the four cylinders 9a, 9b, 9c, 9d supplied with fuel four fuel lines 9a, 9b, 9c, 9d adversely affected becomes.
  • An additional second pressure sensor 15 is arranged upstream of the second valve 14 in the entire fuel line 8.
  • Figure 3 shows schematically a third embodiment of the internal combustion engine 1. Only the differences from the first embodiment 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 internal combustion engine 1 shown in FIG. 3 has a fuel pump 4 whose delivery characteristic or throughput is variable, so that a variation of the drive torque is possible without the internal combustion engine 1 having a shut-off element 12 and a fuel return line 11 needs to be equipped.
  • the fuel pump 4 the means 10 for influencing the drive torque of the fuel pump and at the same time a means for influencing the pressure in the fuel lines 8,9a, 9b, 9c, 9d.
  • the pump 4 delivers large amounts of fuel into the fuel lines 8, 9a, 9b, 9c, 9d, the pressure in the fuel lines 8, 9a, 9b, 9c, 9d due to the lack of fuel consumption increases.
  • the fuel pump 4 must then promote against an increased pressure on the outlet side, which requires an increased drive torque. Conversely, the necessary drive torque can be reduced by reducing the throughput.
  • Figure 4 shows schematically a fourth embodiment of the internal combustion engine 1. Only the differences from the third embodiment shown in Figure 3 will be discussed, for which reason reference is otherwise made to Figure 3. For the same components, the same reference numerals have been used.
  • the internal combustion engine 1 shown in FIG. 4 has a second shut-off element 14, which is arranged upstream of the four branching fuel lines 9 a, 9 b, 9 c, 9 d in the overall fuel line 8.
  • This second shut-off 14 allows - as already stated in connection with Figure 2 - an influence on the decisive for the drive torque of the fuel pump 4 pressure, without the pressure in the four fuel lines 9a, 9b, 9c, 9d, the cylinder 9a, 9b, 9c, 9d, adversely affected.
  • the embodiment shown in Figure 4 has two different means 10 for influencing the drive torque of the fuel pump 4, namely the second valve 14 and the fuel pump 4, which has an adjustable throughput.
  • Figure 5 shows schematically a fifth embodiment of the internal combustion engine 1. Only the differences from the fourth embodiment shown in Figure 4 will be discussed, for which reason reference is otherwise made to Figure 5. For the same components, the same reference numerals have been used.
  • the internal combustion engine 1 shown in FIG. 5 has a fuel return line 11 which branches off from the total fuel line 8 upstream of the second valve 14 and leads to the tank container 7 and in which a first shut-off element 12, with which the quantity is controlled on recycled fuel, is arranged. Also in the fuel return line 11, a second pressure sensor 15 is provided, which is arranged upstream of the first shut-off element 12.
  • the fuel return line 11 and the shut-off 12 are used to influence the pressure in the fuel lines 8, 9a, 9b, 9c, 9d and thus as a means 10 for controlling the necessary drive torque of the fuel pump 4.
  • this embodiment allows a maximum of flexibility and accuracy in the controlled shutdown of the internal combustion engine 1 and approach the preferred positions.

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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)
EP20040105806 2004-11-16 2004-11-16 Moteur à combustion interne et procédé de contrôle de l'arrêt d'un moteur à combustion interne Active EP1657419B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE200450006328 DE502004006328D1 (de) 2004-11-16 2004-11-16 Brennkraftmaschine und Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
EP20040105806 EP1657419B1 (fr) 2004-11-16 2004-11-16 Moteur à combustion interne et procédé de contrôle de l'arrêt d'un moteur à combustion interne
US11/164,017 US7146960B2 (en) 2004-11-16 2005-11-07 Engine shut down using fluid pump to control crankshaft stopping position
JP2005330597A JP2006144793A (ja) 2004-11-16 2005-11-15 内燃機関の停止動作中に流体ポンプを用いてクランクシャフトの停止位置を制御する方法及びシステム

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Application Number Priority Date Filing Date Title
EP20040105806 EP1657419B1 (fr) 2004-11-16 2004-11-16 Moteur à combustion interne et procédé de contrôle de l'arrêt d'un moteur à combustion interne

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EP1657419A1 true EP1657419A1 (fr) 2006-05-17
EP1657419B1 EP1657419B1 (fr) 2008-02-27

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4230616A1 (de) 1992-09-12 1994-03-17 Bosch Gmbh Robert Einrichtung zur Erkennung der Stellung wenigstens einer, eine Referenzmarke aufweisenden Welle
DE4313852A1 (de) * 1993-04-28 1994-11-03 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
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
DE10144895A1 (de) * 2000-12-27 2002-10-02 Mitsubishi Electric Corp Kraftstoffversorgungsvorrichtung mit variabler Abgabe
DE10123037A1 (de) * 2001-05-11 2002-11-14 Bosch Gmbh Robert Vorrichtung und Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
US20030204302A1 (en) * 2002-04-26 2003-10-30 Toyota Jidosha Kabushiki Kaisha Method of calculating engine torque

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4230616A1 (de) 1992-09-12 1994-03-17 Bosch Gmbh Robert Einrichtung zur Erkennung der Stellung wenigstens einer, eine Referenzmarke aufweisenden Welle
DE4313852A1 (de) * 1993-04-28 1994-11-03 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
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
DE10144895A1 (de) * 2000-12-27 2002-10-02 Mitsubishi Electric Corp Kraftstoffversorgungsvorrichtung mit variabler Abgabe
DE10123037A1 (de) * 2001-05-11 2002-11-14 Bosch Gmbh Robert Vorrichtung und Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
US20030204302A1 (en) * 2002-04-26 2003-10-30 Toyota Jidosha Kabushiki Kaisha Method of calculating engine torque

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