EP1774168A1 - Dispositif et procede de commande d'un moteur a combustion interne - Google Patents

Dispositif et procede de commande d'un moteur a combustion interne

Info

Publication number
EP1774168A1
EP1774168A1 EP05776128A EP05776128A EP1774168A1 EP 1774168 A1 EP1774168 A1 EP 1774168A1 EP 05776128 A EP05776128 A EP 05776128A EP 05776128 A EP05776128 A EP 05776128A EP 1774168 A1 EP1774168 A1 EP 1774168A1
Authority
EP
European Patent Office
Prior art keywords
engine
strategy
internal combustion
control
combustion engine
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.)
Withdrawn
Application number
EP05776128A
Other languages
German (de)
English (en)
Inventor
Uwe Kassner
Jochen Laubender
Andre-Francisco Casal Kulzer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1774168A1 publication Critical patent/EP1774168A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07F—COIN-FREED OR LIKE APPARATUS
    • G07F17/00—Coin-freed apparatus for hiring articles; Coin-freed facilities or services
    • G07F17/32—Coin-freed apparatus for hiring articles; Coin-freed facilities or services for games, toys, sports, or amusements
    • G07F17/3225—Data transfer within a gaming system, e.g. data sent between gaming machines and users
    • G07F17/3227—Configuring a gaming machine, e.g. downloading personal settings, selecting working parameters
    • 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
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07F—COIN-FREED OR LIKE APPARATUS
    • G07F17/00—Coin-freed apparatus for hiring articles; Coin-freed facilities or services
    • G07F17/32—Coin-freed apparatus for hiring articles; Coin-freed facilities or services for games, toys, sports, or amusements
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07F—COIN-FREED OR LIKE APPARATUS
    • G07F17/00—Coin-freed apparatus for hiring articles; Coin-freed facilities or services
    • G07F17/32—Coin-freed apparatus for hiring articles; Coin-freed facilities or services for games, toys, sports, or amusements
    • G07F17/3244—Payment aspects of a gaming system, e.g. payment schemes, setting payout ratio, bonus or consolation prizes
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • 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
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/021—Engine crank angle
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/023—Engine temperature
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
    • F02N2200/0802—Transmission state, e.g. gear ratio or neutral state
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/101—Accelerator pedal position
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
    • F02N2200/102—Brake pedal position
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/102—Control of the starter motor speed; Control of the engine speed during cranking
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2004—Control related aspects of engine starting characterised by the control method using adaptive control

Definitions

  • the invention relates to a device for controlling an internal combustion engine according to the preamble of the first independent main claim. Furthermore, the invention relates to a method for controlling an internal combustion engine.
  • start-stop methods are increasingly being used.
  • the engine is started by means of an electric machine, such as an electric motor.
  • Belt or crankshaft starter generator or even a conventional starter typically, the start takes place by a torque of the internal combustion engine being generated when the internal combustion engine is accelerated by injecting fuel and subsequently igniting, the starter being disengaged again when the engine rpm is sufficient.
  • a starting device is known from EP 1 036 928 A2, in which at least one cylinder in compression is identified when the internal combustion engine is switched off, and in the presence of a start request, fuel is injected into this cylinder.
  • the device according to the invention with the features of the independent claim has the advantage that a detection means detects operating parameters of a Brenn ⁇ engine, wherein a calculation means, taking into account the detected operating parameters before a start of the internal combustion engine sets a starting strategy, wherein the calculating means in dependence on the predetermined starting strategy tax determines variables for controlling an engine run-up, and a control means monitors the engine run-up, and adapts the control variables accordingly in the event of an engine run-up that deviates from the start strategy.
  • the corresponding method according to the invention has the advantage that, before a start of the internal combustion engine taking into account detected operating parameters, a starting strategy for starting the internal combustion engine is predetermined and that control variables for controlling an engine run-up are determined as a function of the predetermined starting strategy and the engine ramp-up is monitored and ei ⁇ nem deviating from the start strategy engine run the control variables are adjusted so that a predetermined by the start strategy engine ramp-up is achieved.
  • This procedure has the particular advantage that even before the start of the internal combustion engine, ie even before the crankshaft is set in motion, a start strategy is set, after which the start and the corresponding engine startup are to take place.
  • the starting strategy can be adapted to the different start conditions which can be determined as a function of the operating parameters, so that the start of the internal combustion engine can be optimally performed. Since control variables are determined even before the start in dependence on the defined starting strategy, the engine run-up to be expected according to the control strategy is advantageously known. If the monitored engine ramp-up deviates from the expected engine ramp-up, it is provided according to the invention to adapt the control variables in such a way that the engine ramp-up takes place so that the starting strategy is optimally implemented.
  • the detection means detects a piston position of at least one cylinder
  • a calculation means prescribes a starting strategy, taking into account the at least one detected piston position, before starting the internal combustion engine.
  • a function of a known piston position of at least one cylinder all further power strokes are to be determined before the start of the start, and thus it is advantageously possible to carry out both the starting strategy and the control variables accordingly. to fit.
  • the detection means detects a piston position of at least one cylinder, which first goes into compression or into a suction stroke at the start, and the calculation means predetermines a starting strategy at least taking into account the detected piston position before starting the internal combustion engine.
  • the piston position of a cylinder that first goes into compression is known in a direct-injection internal combustion engine or if the piston position of the cylinder first going into the intake stroke is known in an internal combustion engine with intake manifold injection
  • the starting strategy can be advantageously adapted to it.
  • it may be provided for example in an unfavorable piston position to dispense with an injection in this cylinder or in the intake manifold in the relevant cycle and set the starting strategy accordingly.
  • a storage means to store the control variables adapted by the control means when the engine is started up, and for the control means, in the event of a repeated engine start-up deviating from the starting strategy, to resort to the stored control variables.
  • a storage means to store the control variables adapted by the control means when the engine is started up, and for the control means, in the event of a repeated engine start-up deviating from the starting strategy, to resort to the stored control variables.
  • the calculation means determines control variables for a valve control in such a way that the engine start-up follows the predetermined starting strategy.
  • the calculation means determines control variables for a valve control in such a way that the engine start-up follows the predetermined starting strategy.
  • the calculation means determines control variables for a compression control in such a way that the engine start-up follows the predetermined start strategy.
  • the calculation means determines control variables for a compression control in such a way that the engine start-up follows the predetermined start strategy.
  • the starting strategy defines control variables which control a starter or starter generator variably in terms of power and / or rotational speed over time. - A -
  • the calculation means recognizes a possible autoignition operating state of the internal combustion engine as a function of the operating parameters detected before the start of the internal combustion engine and specifies a starting strategy which prevents this autoignition operating state. On the basis of the acquired operating parameters, it is advantageously possible to predict a potential auto-ignition operating state and to adapt the default starting strategy so that this operating state is avoided or prevented.
  • the devices according to the invention are also designed as a method
  • a computer program product with program code is provided, the program code being stored on a machine-readable carrier, for carrying out at least one of the methods according to the invention when the program is executed on a computer or control unit.
  • Figure 1 shows schematically the sequence of a start-stop operation
  • Figure 2 shows schematically the monitoring of the motor run-up
  • 3 shows schematically a control device according to the invention.
  • the invention is based on the consideration that, before the internal combustion engine is started, a starting strategy is defined based on detected or determined operating parameters, by means of which control variables for the engine run-up are determined.
  • an absolute angle sensor can be used, which is mounted on the camshaft and / or crankshaft and indicates the instantaneous angular position of the crankshafts.
  • the absolute angle sensor also makes it possible to synchronize the control unit more quickly with the internal combustion engine than is possible with the conventional synchronization methods via reference marks on the crankshaft sensor wheel and / or a phaser wheel on the camshaft.
  • FIG. 1 shows schematically the flow of a start-stop operation according to the invention.
  • the controller is in a pre-start phase.
  • the ignition KLl 5
  • the control unit is regularly connected to the supply voltage. This eliminates the otherwise necessary resynchronization of the controller with the engine at startup and regularly updates the various operating parameters of relevant engine functions.
  • this task can also be taken over only by a special subfunction in the control unit during the stop phase, so that the entire control unit does not always have to be activated.
  • step 20 relevant operating parameters are then detected.
  • the following operating parameters are suitable as input variables, for example: start cylinder, piston position, engine, engine oil, cooling water, intake air, ambient air, catalyst and Fuel temperature, fuel rail, ambient air pressure, fuel quality, battery voltage, valve timing, lift, compression ratio, gear, clutch, throttle position, accelerator pedal, brake pedal position, time, and others.
  • a start strategy is determined based on the control variables for a motor run-up.
  • a starting strategy may, for example, take into account a cold start or a hot start or a start-stop operation or be designed to realize a fast engine run-up or design an engine run-up such that auto-ignition operating states are avoided.
  • step 30 it is checked whether the start strategy can be performed. If conditions for the starting strategy are unfavorable or not satisfied, branching is made to step 100, in which a decision is made as to whether a cylinder following in the firing sequence is selected - step 100 - or whether an alternative starting process is initiated - step
  • control variables are, for example: injection time, angle, quantity; Ignition time, angle; to be delivered engine torque; Time or angle duration of the control of the starter; Valve timing, stroke; Compression ratio; Position Drossel ⁇ flap, exhaust gas recirculation valve and more.
  • step 50 the control variables are output to the respective components and in step 60 then the start of the internal combustion engine takes place.
  • step 70 it is preferably checked after a first power stroke whether the control variables have led to an engine run-up given in accordance with the starting strategy. In case of deviations, the control variables are adjusted in step 200 so that the desired engine run-up is achieved. In step 50, the new control variables are then output to the components. Step 60 is skipped in this cycle and rechecked in step 70 whether the engine ramp-up according to the start strategy. In the case of deviations, the control values are possibly adjusted again via step 200. As a fallback level in the event that the start was unsuccessful, in the examination in step 70 a branch is made to step 120, in which an alternative start procedure is then initiated.
  • step 80 in which the internal combustion engine is brought into normal operation.
  • the shutdown of the internal combustion engine is regulated or unregulated, depending on the parking concept.
  • an uncontrolled engine shutdown is initiated, in which the crankshaft runs out freely without influencing.
  • the step 190 follows. A regulated engine shutdown lifts off, put an internal combustion engine and in particular the crankshaft in a defined state, so that in a subsequent start an optimal piston position in terms of starting time, consumption,
  • step 90 or 190 After the engine shutdown in step 90 or 190, reference is made to the pre-start step 10, with which a new operating cycle can begin.
  • step 100 branches to step 100 as described.
  • an attempt is made to find a cylinder for which the conditions are fulfilled, that is, for example, the cylinder has a suitable piston position.
  • step 100 first branches to step 110.
  • a cylinder following in the firing sequence is selected and branched into step 20, so that the routine can run again.
  • the loop is typically repeated in step 100 until all cylinders have been interrogated. If there is still no suitable condition, step 100 branches to step 120 and initiates an alternative startup procedure.
  • step 120 the present start strategy is initially aborted.
  • a possible starting alternative is to have control variables available for a non-optimized engine run-up. These control variables may, for example, be selected such that default values are used for the injection and the ignition, whereas the starter can use control variables for a preferred starting strategy, for example a start -Stop-operation, be controlled. As a further alternative, it may also be provided to initiate a "classic" normal start, in which the starter is operated in a conventional manner.
  • step 130 the control variables are output to the components, after which the start takes place in step 140, wherein it is then checked in step 70 whether the
  • step 70 the process branches back from step 70 to step 120 and a retry attempt is made. After repeated start failure, it may also be provided to initiate appropriate fault reactions.
  • FIG. 2 shows in detail the steps after starting the internal combustion engine in step 70.
  • control values are read out according to the starting strategy and output to components 300 of the internal combustion engine in step 50, in which case 60 (not shown in Figure 2) a start. After this
  • Start of the internal combustion engine are essentially independently of the remaining steps in a step 220 operating parameters read in, for example, continuously or at certain intervals, so that if necessary, a time course of relevant Be ⁇ operating parameters can be determined.
  • step 70 After the start of the start, it is checked in step 70 on the basis of the operating parameter determined in step 220, whether an engine run-up according to the predetermined start strategy is present. If the determined operating parameters deviate from the operating parameters expected according to the starting strategy, the control values are adjusted in step 200 so that the desired engine run-up is achieved. The new control values are output to the components 300 in step 50, and the success is checked in step 70 and, in the case of renewed deviations, branched back into step 200.
  • a device 1 according to the invention for controlling an internal combustion engine 500 is shown with a dashed border.
  • the device 1 preferably a control device, comprises a calculation means 410, a detection means 420, a control means 430 and a storage means 440.
  • the detection means 420 preferably a receiver, analog-to-digital converter or the like, detects operating parameters of the internal combustion engine and passes corresponding
  • the Calculation means 410 preferably a microprocessor or in general a computing unit, calculates or determines on the basis of the acquired operating parameters a starting strategy suitable for a start of the internal combustion engine and sets control variables so that the engine starts up in accordance with the desired starting strategy.
  • the control variables and possibly the start strategy are passed on to the control means 430.
  • the control agent preferably a microprocessor or in general a computing unit, calculates or determines on the basis of the acquired operating parameters a starting strategy suitable for a start of the internal combustion engine and sets control variables so that the engine starts up in accordance with the desired starting strategy.
  • the control variables and possibly the start strategy are passed on to the control means 430.
  • the control agent preferably a microprocessor or in general a computing unit
  • control means 430 may, for example, be constructed as a separate unit or else be part of the functionality of the calculation means 410.
  • components of the internal combustion engine are controlled with the specified control variables.
  • the control means 430 monitors on the basis of detected operating parameters whether the engine run-up at the start corresponds to the predetermined start strategy. If the engine departure or certain operating parameters deviate from the parameters expected for the start strategy, the control means 430 adjusts the control variables accordingly in order to achieve an optimum engine run-up in accordance with the desired start strategy.
  • the adapted or adapted control variables are stored in a memory means 440, so that values which have already been adapted are available for a renewed start with a corresponding start strategy.
  • control variables can be stored, for example, in maps, lines, special value tables, storage units of a neural network or other storage units and can also be learned adaptively, so that a start that is optimized in terms of time, consumption and emissions is always achieved becomes.
  • the optimum starting strategy and corresponding control variables are determined and determined in order to achieve optimum starting conditions for the internal combustion engine. If, despite the preselected control variables, non-optimal operating states nevertheless occur, for example engine vibrations, the control variables are selected in a start-stop mode for the next start, for example, in such a way that these effects are prevented from occurring again. However, it must then be ensured that a 100% starting reliability is nevertheless achieved by the new selection of the now not optimally selected pilot control variables. If necessary, the precontrol values are also to be adapted.
  • starter rotation can also be achieved , which leads in the firing sequence subsequent cylinder from the intake into the compression stroke and the start routine performed on this cylinder.
  • a device or control device with motor control functions programmed therein makes it possible to output injection and ignition pulses separately from one another and at arbitrary times or crankshaft angles. It also makes it possible to control an electric machine, such as a starter or starter-generator, with time-variable or variable control over the cam or crankshaft angle. Likewise, in systems with variable compression or valve control, it is possible to vary the compression ratio or the phase and stroke position of the intake and exhaust valves during the starting process.
  • valve timing for the intake and exhaust camshafts either the degree of filling in the compression phase or the engine torque output can be controlled.
  • the degree of filling in the compression cylinder can be changed depending on the ambient conditions in the engine.
  • a part of the combustion energy may e.g. be discharged by an earlier opening of the exhaust valve in the exhaust passage so as to effectively reduce the engine torque.
  • the control period of the exhaust nozzle shaft can also be changed in the direction: "exhaust valve opens late" in order to be able to utilize the combustion torque over a larger crankshaft angle range.
  • a possible start strategy can provide a special control algorithm and thus predict or simulate the temperature profile during the compression phase, for example based on the compression ratio and / or the valve timing, the air mass trapped in the cylinder and the starter speed. After that you can the output variables of the control algorithm or the control values are set in such a way that a critical temperature for auto-ignition is not exceeded.
  • this start variant also offers great potential for shortening the start time.
  • the procedure according to the invention makes it possible to base the start strategy or the engine startup essentially on two principles: a performance-optimized control of a starter, as a start-supporting or -vorkende measure, and an optimal lena control or regulation of the first burns until reaching the Nominal idle speed.
  • the upstream activation of a starter as a start-assisting measure takes place in such a way that in the first OT passage a speed maximum of the starter speed is achieved for the subsequent combustion.
  • the starter can also be controlled in such a way that during the compression phase an optimum in the mixture preparation time for the subsequent combustion is provided by the starter speed.
  • the starter thus provides an initial torque to which then the combustion torque generated by the first combustion to a
  • the cylinder is also used in the compression stroke, which is identified before the start, for example by means of an absolute angle sensor on the crankshaft.
  • the sequence of injection and ignition can take place both time-based and angle-based.
  • This start procedure can also be extended to the second and further in the firing sequence following combustion processes are applied in order to realize a time, consumption and emission-optimized start.
  • the start routine as shown in Figs. 1 and 2 controls. on the basis of the speed, or speed gradient curve of the previous combustion je ⁇ Weils the parameters (injection timing, quantity, ignition) for the subsequent combustion in order to achieve a time, consumption and emission-optimized start.
  • Idle speed as it is currently usually occurs during the startup process, can be reduced, so that the engine reaches its desired operating state faster.
  • a rapid reaching of the desired operating state of the engine is essen ⁇ tial in the start-stop operation for a quick start after a e.g. Traffic lights.
  • injection and ignition pulses may vary depending on the above
  • Input variables or operating parameters also before or during the compression phase, i. even before reaching top dead center.
  • the input variables for example engine, cooling water, oil, intake air temperature, etc.
  • the invention is also suitable for a start-stop system in vehicles with intake manifold injection (SRE) and can also be used for the cold start.
  • SRE intake manifold injection
  • the injection pulses must take place for the individual cylinders during the intake stroke with intake valves open or upstream into the intake manifold when the intake valves are still closed.
  • Hot start during the e.g. Start-stop operation, as well as the cold start the start time significantly shortened and the engine run time, consumption and emission optimized ges ⁇ taltet.
  • the starter must be driven longer in both applications than in systems with direct injection because of the injection possibilities limited to the suction cycle. Again, however, one can find an optimum starter control.
  • Timing can also be freely selected here. However, depending on the engine operating conditions (such as rail pressure, fuel temperature, etc.), when choosing the injection timing, care must be taken that, as the starter spins, the air mass taken in the cylinder, e.g. For stoichiometric combustion, the amount of fuel needed can be fully injected into the cylinder before closing the intake valves.
  • the starter needs to this mindes ⁇ least one crankshaft revolution (360 0 KW), starting from a starting position near the TDC position driven, has completed its compression stroke until the starting cylinder and is located in the working cycle.
  • the starter drive is then only slightly longer than the maximum drive time of the starter of about half a Kurbelwel ⁇ lenum loftung (about 180 0 KW) in BDE systems with injection in the compression cycle.
  • the starter is doing the same as in the systems triggered by direct injection be ⁇ described to reach a time, consumption and emission-optimized start.
  • a deterioration in emissions due to an increased injection quantity would be rendered harmless by the already heated catalyst and would thus be unproblematic.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé et un dispositif (1) pour la commande d'un moteur à combustion interne lors d'un démarrage, lequel dispositif comprend un moyen d'enregistrement (420) enregistrant des paramètres de fonctionnement d'un moteur à combustion interne. Selon la présente invention, un moyen de calcul (410) spécifie une stratégie de démarrage avant le démarrage du moteur à combustion interne, en tenant compte des paramètres de fonctionnement enregistrés ; ce moyen de calcul (410) détermine des grandeurs de commande pour la commande d'une montée en régime du moteur, en fonction de la stratégie de démarrage spécifiée ; un moyen de contrôle (430) surveille la montée en régime du moteur et ce moyen de contrôle (430) adapte, de façon correspondante, les grandeurs de commande lorsque la montée en régime du moteur diffère de la stratégie de démarrage.
EP05776128A 2004-07-30 2005-07-25 Dispositif et procede de commande d'un moteur a combustion interne Withdrawn EP1774168A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004037167A DE102004037167A1 (de) 2004-07-30 2004-07-30 Vorrichtung und Verfahren zur Steuerung einer Brennkraftmaschine
PCT/EP2005/053599 WO2006013168A1 (fr) 2004-07-30 2005-07-25 Dispositif et procede de commande d'un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1774168A1 true EP1774168A1 (fr) 2007-04-18

Family

ID=35169861

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05776128A Withdrawn EP1774168A1 (fr) 2004-07-30 2005-07-25 Dispositif et procede de commande d'un moteur a combustion interne

Country Status (5)

Country Link
US (1) US7341035B2 (fr)
EP (1) EP1774168A1 (fr)
JP (1) JP2008507662A (fr)
DE (1) DE102004037167A1 (fr)
WO (1) WO2006013168A1 (fr)

Families Citing this family (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7364086B2 (en) * 2003-06-16 2008-04-29 Ewinwin, Inc. Dynamic discount card tied to price curves and group discounts
DE102006045661B4 (de) * 2006-09-27 2018-08-02 Robert Bosch Gmbh Verfahren zum Starten einer Brennkraftmaschine
DE102007009690A1 (de) * 2007-02-28 2008-09-04 Robert Bosch Gmbh Verfahren und Vorrichtung zur Verbrauchsoptimierung in einem Kraftfahrzeug
DE102007050306B4 (de) * 2007-10-22 2018-05-09 Robert Bosch Gmbh Verfahren zum Steuern eines Startvorgangs einer Brennkraftmaschine
DE102008005525A1 (de) * 2008-01-22 2009-07-23 Robert Bosch Gmbh Verfahren zum Start einer Brennkraftmaschine mit Start-Stopp-Funktion
DE102008013401B4 (de) * 2008-03-10 2009-12-10 Ford Global Technologies, LLC, Dearborn Verfahren zum Betreiben eines Kraftfahrzeugs sowie Kraftfahrzeug
US8181746B2 (en) 2008-09-18 2012-05-22 United Technologies Corporation Continuous supply fluid reservoir
CN101842567B (zh) * 2009-01-07 2013-03-13 丰田自动车株式会社 发动机控制装置
DE102009008816B4 (de) 2009-02-13 2020-06-04 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Starten einer Brennkraftmaschine
US8216112B2 (en) * 2009-08-13 2012-07-10 Ford Global Technologies, Llc Methods and systems for assisted direct start control
US8795135B2 (en) * 2009-09-01 2014-08-05 Ford Global Technologies, Llc Method for controlling an engine during a restart
US8401768B2 (en) * 2009-09-01 2013-03-19 Ford Global Technologies, Llc System and method for restarting an engine
DE102009056794A1 (de) * 2009-12-03 2011-06-09 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Steuerung eines automatischen Anschaltvorgangs einer Antriebseinheit in einem Kraftfahrzeug
FR2955901B1 (fr) * 2010-02-03 2016-01-01 Peugeot Citroen Automobiles Sa Procede de demarrage d'un moteur thermique d'un vehicule automobile comprenant un calculateur
US9828932B2 (en) * 2013-03-08 2017-11-28 GM Global Technology Operations LLC System and method for controlling a cooling system of an engine equipped with a start-stop system
DE102013204200A1 (de) 2013-03-12 2014-09-18 Robert Bosch Gmbh Elektrische Maschine in einem Kraftfahrzeug mit Drehzahlsignaleingang
US9261040B2 (en) * 2013-03-14 2016-02-16 Ford Global Technologies, Llc Method for improving engine starting
US9404461B2 (en) 2013-05-08 2016-08-02 Ford Global Technologies, Llc Method and system for engine starting
DE202014004379U1 (de) * 2014-05-26 2015-08-28 GM Global Technology Operations, LLC (n.d. Ges. d. Staates Delaware) Steuerung eines automatischen Motorstarts
JP6666222B2 (ja) * 2016-09-14 2020-03-13 日立オートモティブシステムズ株式会社 可変動弁装置及び可変動弁装置のコントローラ
WO2018212093A1 (fr) * 2017-05-15 2018-11-22 ヤマハ発動機株式会社 Unité de moteur

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5447138A (en) * 1994-07-29 1995-09-05 Caterpillar, Inc. Method for controlling a hydraulically-actuated fuel injections system to start an engine
DE19728721A1 (de) * 1997-07-04 1999-01-07 Bayerische Motoren Werke Ag Verfahren zum Zumessen einer Kraftstoffmenge im Startfall einer Brennkraftmaschine
JPH1182134A (ja) * 1997-09-03 1999-03-26 Fuji Heavy Ind Ltd 筒内燃料噴射エンジンの高圧燃料系診断装置及び制御装置
DE60034837T2 (de) 1999-03-18 2008-01-10 Mitsubishi Jidosha Kogyo K.K. Startvorrichtung für Brennkraftmaschine mit Direkteinspritzung und Steuerungsverfahren dafür
DE10047502A1 (de) * 2000-09-26 2002-04-11 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Drehzahl einer Antriebseinheit
EP1403511A1 (fr) * 2002-09-30 2004-03-31 Mazda Motor Corporation Système de démarrage pour moteur à combustion interne
DE10258872A1 (de) * 2002-12-17 2004-07-08 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betrieb eines mehrzylindrigen Verbrennungsmotors mit variablem Verdichtungsverhältnis
DE10304449B4 (de) * 2003-02-04 2007-10-25 Siemens Ag Verfahren zur Steuerung einer direkten Einspitzung einer Brennkraftmaschine
US7134414B2 (en) * 2003-02-10 2006-11-14 Robert Bosch Gmbh Method and device for starting an internal combustion engine
DE10315881B4 (de) * 2003-04-08 2005-07-21 Mtu Friedrichshafen Gmbh Verfahren zur Drehzahl-Regelung
JP4158583B2 (ja) * 2003-04-11 2008-10-01 トヨタ自動車株式会社 内燃機関の始動装置
US7082899B2 (en) * 2004-03-26 2006-08-01 Bose Corporation Controlled starting and braking of an internal combustion engine
US7104235B2 (en) * 2004-11-01 2006-09-12 Ford Global Technologies, Llc Starting a camless engine from rest
US7167792B1 (en) * 2006-01-23 2007-01-23 Ford Global Technologies, Llc Method for stopping and starting an internal combustion engine having a variable event valvetrain

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2006013168A1 *

Also Published As

Publication number Publication date
US20070079782A1 (en) 2007-04-12
JP2008507662A (ja) 2008-03-13
DE102004037167A1 (de) 2006-03-23
US7341035B2 (en) 2008-03-11
WO2006013168A1 (fr) 2006-02-09

Similar Documents

Publication Publication Date Title
EP1774168A1 (fr) Dispositif et procede de commande d'un moteur a combustion interne
WO2006013166A2 (fr) Dispositif et procede de commande d'un moteur a combustion interne lors d'un demarrage
DE102012016877B4 (de) Start-Regel- bzw. Steuervorrichtung für einen Selbstzündungsmotor und korresponierendes Verfahren
DE60305826T2 (de) Verbrennungsmotor-Anlassersystem
DE102012100254B4 (de) Steuerung eines Motors mit einem elektrisch geregelten Turbolader
WO2006013167A1 (fr) Dispositif et procede de commande d'un moteur a combustion interne
DE102006045661B4 (de) Verfahren zum Starten einer Brennkraftmaschine
EP2614249B1 (fr) Procédé et dispositif de commande d'un moteur à combustion interne
DE102010054049B4 (de) Verfahren zum Starten einer Verbrennungskraftmaschine und Verbrennungskraftmaschine mit Starthilfevorrichtung
WO2011045141A1 (fr) Procédé, dispositif de commande et moteur à combustion interne avec mise hors circuit de cylindres pour un fonctionnement arythmique avec démarrage direct
DE102017126498A1 (de) Verfahren und system zum zurückschalten eines getriebes
DE102013219860A1 (de) Ansatz zum Steuern des Betriebs von Öleinspritzdüsen
DE102012210973A1 (de) Verfahren zur Zuführung von Energie zu einem elektrisch unterstützten Lenksystem
DE102012016876A1 (de) Start-Regel- bzw. Steuervorrichtung und Verfahren für einen Verdichtungs-Selbstzündungsmotor
DE102007014646A1 (de) Verfahren zum Steuern von Ventilen eines Motors mit variabler Ereignis-Ventilsteuerung während eines Motorabstellens
DE10306632A1 (de) Verfahren zum Betreiben einer Brennkraftmaschine
WO2012031827A1 (fr) Procédé et dispositif de commande d'un moteur à combustion interne
DE102010008310A1 (de) Reduzierung des Sauerstoffdurchflusses während des Maschinen-Start/Stopp-Betriebs
DE112008001651B4 (de) Brennkraftmaschinensteuervorrichtung und Verfahren
DE102013202196A1 (de) Verfahren zum Betreiben einer Brennkraftmaschine
DE102020122051A1 (de) Verfahren zum starten eines motors
DE10306586A1 (de) Steuervorrichtung für eine Brennkraftmaschine
DE10328834A1 (de) Steuervorrichtung für eine Brennkraftmaschine und Steuerungsverfahren
WO2001088370A1 (fr) Procede et dispositif de demarrage pour moteurs a combustion interne
DE10335016A1 (de) Verfahren zum Starten einer mehrzylindrigen Brennkraftmaschine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20070228

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE ES FR IT

DAX Request for extension of the european patent (deleted)
RBV Designated contracting states (corrected)

Designated state(s): DE ES FR IT

17Q First examination report despatched

Effective date: 20080226

RBV Designated contracting states (corrected)

Designated state(s): DE ES FR IT

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

RBV Designated contracting states (corrected)

Designated state(s): DE ES FR IT

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20110201