EP1876341A1 - Verfahren zum Abschalten einer Brennkraftmaschine - Google Patents

Verfahren zum Abschalten einer Brennkraftmaschine Download PDF

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Publication number
EP1876341A1
EP1876341A1 EP06116533A EP06116533A EP1876341A1 EP 1876341 A1 EP1876341 A1 EP 1876341A1 EP 06116533 A EP06116533 A EP 06116533A EP 06116533 A EP06116533 A EP 06116533A EP 1876341 A1 EP1876341 A1 EP 1876341A1
Authority
EP
European Patent Office
Prior art keywords
engine
cut
crankshaft
predeterminable
stop
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Withdrawn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
EP06116533A
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English (en)
French (fr)
Inventor
Urs Christen
Simon Petrovic
Rainer Schloer
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.)
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 EP06116533A priority Critical patent/EP1876341A1/de
Publication of EP1876341A1 publication Critical patent/EP1876341A1/de
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • 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
    • 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
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position

Definitions

  • the present invention relates to a method for shutting down an internal combustion engine in such a way that a crankshaft of the internal combustion engine stops in a defined angular range.
  • the angular position of the engine, in particular of pistons connected to a crankshaft in the internal combustion engine, at engine stop is important for a fast restart. This is especially true for diesel engines whose restart time is constrained by three factors: fuel pressure build-up in a fuel injection system, in particular in a common rail injection system, compression of the air in the cylinder and synchronization of the fuel injection system with the position of the piston belonging to the cylinder in which the air/fuel mixture has to ignite first during the starting procedure.
  • the synchronization is realized with a flywheel connected to the crankshaft and having a plurality of circumferentially arranged equally spaced teeth.
  • a known Diesel engine has a flywheel with 60 teeth (with an interval of 6 degrees from falling edge to falling edge), of which two are missing in order to form a gap. This gap is the reference for absolutely positioning the engine, since the teeth of the flywheel can be read by means of a non-contact proximity switch, which communicates with an electronic control unit (ECU) which is responsible for controlling the internal combustion engine, in particular the injection system.
  • ECU electronice control unit
  • the non-contact proximity switch detects the gap
  • the absolute rotary position of the crankshaft is available for the ECU.
  • the first falling edge after the gap may be at 66° after top dead centre (TDC) of cylinder 1 (cylinders are numbered from 0 to 3).
  • TDC top dead centre
  • a few teeth need to be seen before the gap is detected; once the gap has been detected, the angular position of the crankshaft is known and fuel injection can be enabled if the fuel pressure is high enough. In worst case, it may take up to 400 degrees of crankshaft rotation until the angular position of the crankshaft is known.
  • the crankshaft has to be in a predeterminable rotary position after the shut down of the internal combustion engine is completed.
  • US 6,453,864 B1 discloses a method of controlling engine crankshaft motion in a hybrid electric drive system having an internal combustion engine and a motor-generator operatively connected to a crankshaft of the engine.
  • the method includes monitoring the crankshaft position, forecasting a crankshaft stall position; comparing the forecasted stall position with a target range. If the forecasted crankshaft stall position is outside the target range, the motor-generator is operated to modify the forecasted stall position to be within the target range to properly position the crankshaft for initiating engine restart.
  • the method further includes a calculation of an effective lube interval time once the crankshaft speed is zero; a comparison of the effective lube interval time to a critical time; and if the effective lube interval time is greater than the critical time, a pulsation of the motor-generator to rock the crankshaft for a pulse time to redistribute a lubricant film.
  • US 6,192,847 B1 discloses a control assembly for use within a vehicle having an engine and which selectively controls the speed of the engine in order to increase fuel efficiency and to affect relatively smooth starting and stopping of the engine.
  • a control assembly cooperatively operates with a starter/alternator assembly and is adapted for use with hybrid vehicles employing a start/stop power train assembly, wherein fuel efficiency is increased by selectively stopping engine operation when the vehicle has stopped.
  • US 2005/0149249 A1 discloses a system for determining engine stop position and includes an engine tracking subsystem and a throttle control subsystem.
  • the engine tracking subsystem is coupled to the engine and determines the engine position by sensing rotation of the crankshaft.
  • the throttle is controlled to lower the air pressure in the intake manifold of the engine. Lowered as such, the resulting reversal torque caused by compression of air in the cylinders is smaller than the friction torque of the engine and engine reversal is eliminated or substantially reduced.
  • the engine tracking system stores the last engine position for use during the next engine start-up.
  • a method for shutting down an internal combustion engine at a predeterminable angular crankshaft position of the engine at engine stop comprises the steps of receiving an engine shutdown request from engine management; lowering an intake air pressure in at least one portion of an intake manifold by throttling the at least one intake portion and cutting fuel as soon as the crankshaft passes a predeterminable crankshaft rotary position TDC j cut .
  • TDC j cut is the top dead centre closest to the crankshaft rotary position after which the fuel supply must be cut to ensure proper rotary positioning of the crankshaft after shutting down of the internal combustion engine has been completed.
  • the engine shutdown request is provided by the engine management, in particular by the ECU, in which a stop/start strategy is implemented.
  • the engine management is used for controlling the internal combustion engine in an optimized mode with respect to fuel consumption and/or battery loading conditions. As soon as the engine management decides that the internal combustion engine has to be shut down, the air pressure in at least one portion of an intake manifold is lowered.
  • This procedure ensures that the engine stops such that the gap is located close to the non-contact proximity switch, but with a few teeth before passing the non-contact proximity switch in the restart procedure.
  • the non-contact proximity switch detects a few teeth before the gap is seen during the start procedure, and the gap is seen after 200 deg. of crankshaft rotation the latest.
  • the worst case travel needed to synchronize the engine at start can at least be halved (from approx. 400 degrees to approx. 200 degrees).
  • the present invention comprises among others two aspects which basically could also be implemented independently from each other, but are used preferably together: First the aspect that the engine is stopped within a predetermined crankshaft rotary position window in order to get an early synchronising signal from the gap on engine restart. Second the aspect to decelerate the engine rotation in a controlled manner by lowering intake air pressure.
  • the method according to claim 1 of the invention is solely based on the behaviour of the internal combustion engine itself. External devices like an electrical starter motor are not used actively to ensure the rotary position of the crankshaft for an optimized restart. This ensures a reliable rotary positioning of the crankshaft, which is also cost effective.
  • the intake manifold pressure is throttled to a predeterminable intake manifold pressure.
  • the throttling or restricting of the intake manifold pressure to a predeterminable pressure allows reducing the kinetic energy of the internal combustion engine with respect to the engine shutdown request provided by the motor management.
  • the fuel is cut after a predeterminable manifold pressure has been reached AND the crankshaft passes the predeterminable crankshaft rotary position (TDC j cut ). This allows exactly controlling the shut down behaviour of the internal combustion engine with respect to the internal friction of the engine and ensures a precise rotary positioning of the crankshaft.
  • the intake manifold pressure is throttled for a predeterminable time (t delay ) and the fuel is cut after the predeterminable time has passed AND the crankshaft passes the predeterminable crankshaft rotary position (TDC j cut ).
  • the crankshaft rotary position for cutting fuel is made dependent on a measurement of the intake manifold pressure.
  • the intake pressure can be influenced with a valve device arranged in at least a portion of the intake manifold, which is used to restrict the resistance for the air-flow in the intake manifold and can be used in the manner of an open-loop or closed loop control, which may be provided by the engine management.
  • the intake throttle is opened, when the engine has stopped. This ensures the readiness of the internal combustion engine for restart in a short period of time.
  • the value for j cut is increased by 1 and then is input into a modulo-operation to calculate a whole-numbered value or integer value with respect to the number of cylinders divided by 2.
  • the pressure dependence for j cut may be introduced by creating a lookup table where individual j cut values are associated with small subintervals of the full intake manifold pressure range. This allows shutting down the internal combustion engine with a precise, pressure-dependent timing for the cut of the fuel supply.
  • the lookup table can be arranged like a matrix or an engine operating map and may be stored within the ECU. It allows an assignment of intake manifold pressure to j cut in small steps and therefore with a high resolution.
  • crankshaft rotary position for fuel cut off (j cut ) is made dependent on engine parameters such as an engine temperature and/or an idle speed of the engine and/or a power consumption of additional equipment, in particular of a compressor for an air conditioning device. This allows a further refinement of the shut down method and ensures a minimum deviation between the real rotary position of the crankshaft and the desired crankshaft position.
  • additional equipment in particular a compressor for an air conditioning device is being deactivated before shutting down the engine.
  • additional equipment e.g. the compressor for the air conditioning
  • the method according to the invention can be made more robust with respect to a minimum deviation between j stop and j stop,des , if the circumstances for all shut down procedures are at least the same or very similar.
  • Fig. 1 shows a schematic overview of an internal combustion engine 1 with an engine block 2, comprising vertically movable pistons 3 which are rotatably connected to a crankshaft 4.
  • the crankshaft 4 transmits the vertical movement of the pistons into a rotational movement of a shaft 5.
  • the shaft 5 is connected to a flywheel 11 and a clutch 12 and also may drive an air condition compressor 14 with a belt drive 16.
  • the shaft 5 also may drive other, not illustrated additional devices like a water pump or an electric generator.
  • the clutch 12 allows a separable transmission of the engine power to a gearbox 13, being connected to wheels of a car, which are not illustrated.
  • An intake manifold 6 is arranged at the top of the engine block 2 and comprises an adjustable throttle 17 and a pressure sensor 15.
  • the adjustable throttle 17 allows a restriction of the air flow to the pistons 3 by partially blocking the intake manifold 6.
  • Each piston 3 has its own injector 7 to inject fuel.
  • the injectors 7 are connected by a common rail fuel line 8 with a fuel pump 9, capable of delivering pressurized fuel to each of the injectors 7.
  • the fuel pump 9, the intake manifold pressure sensor 15 and the throttle 17 are connected to an electronic control unit ECU 10, which coordinates the function of the aforementioned devices.
  • the flywheel 11 which is illustrated in fig. 2 in more detail, is equipped with a not illustrated non-contact proximity switch (e.g. a Hall Sensor assembly), serving as a sensor to detect the teeth 18 and the gap 19 of the flywheel 11.
  • a non-contact proximity switch e.g. a Hall Sensor assembly
  • the information generated by the non-contact proximity switch is provided to the ECU 10 to synchronize the position of the crankshaft 4 and the pistons 3 with the injection of fuel by injectors 7.
  • the automatic engine shutdown in stop/start operation controlled by ECU 10 occurs when internal combustion engine 2 is warmed-up and at idle speed such that the engine friction is well predictable. This is important for the internal combustion engine 2 to have a consistent stopping behaviour. For this reason, additional devices like an air conditioning compressor may be disconnected from the internal combustion engine before shut down.
  • Shake of the internal combustion engine 2 at shutdown is reduced by closing the intake manifold 6 by means of the throttle 17. This reduces "gas spring” forces from the compressed air in the cylinders and thus the oscillating gas forces compared to the friction forces. Engine reversals at the end are avoided or reduced, and the driver feels less shake.
  • the intake manifold pressure for shutdown can be controlled to a defined value according to the 2nd step: "wait for intake manifold pressure to reach set point" or the intake manifold 6 can be throttled for a predeterminable period of time t delay .
  • the internal combustion engine 1 stops turning and the crankshaft 4 rests in a predeterminable rotary position.
  • the intake throttle 17 is opened again to ensure readiness for restart of the internal combustion engine 1. Opening the throttle also makes sure that no energy is wasted for keeping it closed against the spring (default open position).
  • j cut can be adapted automatically.
  • the stop position j stop is compared to the desired stop position j stop,des . If these positions are not equal, j cut is incremented (modulo n cyl /2).
  • j cut is incremented (modulo n cyl /2).
  • j cut can be made intake manifold pressure dependent (with or without adaptation as described in the previous paragraph).
  • the pressure dependence for j cut may be implemented by creating a lookup table where individual j cut values are associated with small subintervals of the full intake manifold pressure range.
  • j cut dependent on engine temperature, T eng (oil or coolant temperature) - instead or in addition to the pressure dependence.
  • T eng oil or coolant temperature
  • j cut may be idle speed dependent as well.
  • the stopping position is not robust such that, even if keeping j cut constant, j stop varies randomly. This may be counteracted by deliberately changing the set point for either the speed or the intake manifold pressure at the time of shutdown.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP06116533A 2006-07-04 2006-07-04 Verfahren zum Abschalten einer Brennkraftmaschine Withdrawn EP1876341A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP06116533A EP1876341A1 (de) 2006-07-04 2006-07-04 Verfahren zum Abschalten einer Brennkraftmaschine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP06116533A EP1876341A1 (de) 2006-07-04 2006-07-04 Verfahren zum Abschalten einer Brennkraftmaschine

Publications (1)

Publication Number Publication Date
EP1876341A1 true EP1876341A1 (de) 2008-01-09

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EP06116533A Withdrawn EP1876341A1 (de) 2006-07-04 2006-07-04 Verfahren zum Abschalten einer Brennkraftmaschine

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012201212A1 (de) * 2012-01-27 2013-08-01 Robert Bosch Gmbh Verfahren zum Betreiben der Starteranlage
US9470225B2 (en) 2014-10-20 2016-10-18 Haier Us Appliance Solutions, Inc. Compressors and methods for determining optimal parking positions for compressor pistons
WO2017187034A1 (fr) * 2016-04-27 2017-11-02 Psa Automobiles S.A. Procede de commande d'une coupure d'injection lors d'un arret de moteur thermique
CN110863913A (zh) * 2019-11-22 2020-03-06 东风商用车有限公司 一种防止发动机停机反转的控制方法
CN113978445A (zh) * 2021-11-15 2022-01-28 中国第一汽车股份有限公司 一种双电机车辆曲轴停机位置控制方法、系统及车辆

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4010940A1 (de) * 1989-04-11 1990-10-18 Volkswagen Ag Verfahren und anordnung zum abstellen einer brennkraftmaschine
US6192847B1 (en) * 1999-06-24 2001-02-27 Ford Global Technologies, Inc. Method and apparatus for selectively controlling the speed of an engine
US20020093202A1 (en) * 2001-01-16 2002-07-18 Downs Robert Charles Crankshaft rotation control in a hybrid electric vehicle
EP1439295A2 (de) * 2003-01-17 2004-07-21 Siemens Aktiengesellschaft Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
EP1477654A1 (de) 2003-05-16 2004-11-17 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Verfahren zum Anhalten einer Brennkraftmaschine in einer gewuenschten Ruheposition
DE10354054A1 (de) * 2003-11-19 2005-06-23 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Verbrennungsmotors
DE10360797A1 (de) * 2003-12-23 2005-08-04 Bayerische Motoren Werke Ag Verfahren zur Auslaufsteuerung einer Brennkraftmaschine
FR2873753A1 (fr) * 2004-07-30 2006-02-03 Peugeot Citroen Automobiles Sa Procede d'arret d'un moteur a combustion interne d'un vehicule automobile et un moteur associe

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4010940A1 (de) * 1989-04-11 1990-10-18 Volkswagen Ag Verfahren und anordnung zum abstellen einer brennkraftmaschine
US6192847B1 (en) * 1999-06-24 2001-02-27 Ford Global Technologies, Inc. Method and apparatus for selectively controlling the speed of an engine
US20020093202A1 (en) * 2001-01-16 2002-07-18 Downs Robert Charles Crankshaft rotation control in a hybrid electric vehicle
EP1439295A2 (de) * 2003-01-17 2004-07-21 Siemens Aktiengesellschaft Verfahren zum kontrollierten Abstellen einer Brennkraftmaschine
EP1477654A1 (de) 2003-05-16 2004-11-17 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Verfahren zum Anhalten einer Brennkraftmaschine in einer gewuenschten Ruheposition
DE10354054A1 (de) * 2003-11-19 2005-06-23 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Verbrennungsmotors
DE10360797A1 (de) * 2003-12-23 2005-08-04 Bayerische Motoren Werke Ag Verfahren zur Auslaufsteuerung einer Brennkraftmaschine
FR2873753A1 (fr) * 2004-07-30 2006-02-03 Peugeot Citroen Automobiles Sa Procede d'arret d'un moteur a combustion interne d'un vehicule automobile et un moteur associe

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012201212A1 (de) * 2012-01-27 2013-08-01 Robert Bosch Gmbh Verfahren zum Betreiben der Starteranlage
US9470225B2 (en) 2014-10-20 2016-10-18 Haier Us Appliance Solutions, Inc. Compressors and methods for determining optimal parking positions for compressor pistons
WO2017187034A1 (fr) * 2016-04-27 2017-11-02 Psa Automobiles S.A. Procede de commande d'une coupure d'injection lors d'un arret de moteur thermique
FR3050767A1 (fr) * 2016-04-27 2017-11-03 Peugeot Citroen Automobiles Sa Procede de commande d'une coupure d'injection lors d'un arret de moteur thermique
CN110863913A (zh) * 2019-11-22 2020-03-06 东风商用车有限公司 一种防止发动机停机反转的控制方法
CN113978445A (zh) * 2021-11-15 2022-01-28 中国第一汽车股份有限公司 一种双电机车辆曲轴停机位置控制方法、系统及车辆

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