EP2126320B1 - Procédé de démarrage d'un moteur à combustion interne - Google Patents

Procédé de démarrage d'un moteur à combustion interne Download PDF

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Publication number
EP2126320B1
EP2126320B1 EP07857706.1A EP07857706A EP2126320B1 EP 2126320 B1 EP2126320 B1 EP 2126320B1 EP 07857706 A EP07857706 A EP 07857706A EP 2126320 B1 EP2126320 B1 EP 2126320B1
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EP
European Patent Office
Prior art keywords
angle
internal combustion
combustion engine
crankshaft
function
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.)
Not-in-force
Application number
EP07857706.1A
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German (de)
English (en)
Other versions
EP2126320A1 (fr
Inventor
Norbert Mueller
Ruediger Weiss
Tobias Leutwein
Matthias Walz
Elmar Pietsch
Harry Friedmann
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 EP2126320A1 publication Critical patent/EP2126320A1/fr
Application granted granted Critical
Publication of EP2126320B1 publication Critical patent/EP2126320B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • 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
    • 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
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • 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
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • 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
    • F02D2041/0092—Synchronisation of the cylinders at engine start
    • 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
    • F02D2250/12—Timing of calculation, i.e. specific timing aspects when calculation or updating of engine parameter is performed

Definitions

  • the present invention relates to a method for starting an internal combustion engine, in which at least one function is started at a specific crankshaft angle by a control unit.
  • a second method the evaluation of a signal of a camshaft sensor, wherein the associated Nockenwellengebelrad may be designed to be suitable to allow the fastest possible position determination.
  • a donor wheel is also referred to as a quick-start donor.
  • This type of synchronization is associated with uncertainty in internal combustion engines with adjustable camshaft, since the camshaft could be incorrectly locked in the start wrong.
  • This method is also referred to as synchronization stage 2.
  • the evaluation of the crankshaft and camshaft sensor takes place at the time of the gap in the crankshaft sensor wheel. This type of synchronization is subject to the slightest uncertainty, since the crankshaft and camshaft position belonging to the gear wheel gap can be reliably determined.
  • Such a method is also referred to as synchronization stage 3.
  • the aforementioned synchronization procedures can be parallel. With increasing synchronization level, the uncertainty of the determination of the crankshaft angle is reduced.
  • the respective achieved synchronization stage during Losdusens the Crankshaft of the internal combustion engine in the start of the internal combustion engine can be displayed for example by a stored in a controller variable.
  • angle synchronous calculation grids (also referred to as tasks) can be executed, which can trigger, for example, fuel injection or ignition of a cylinder.
  • the position of the angle synchronous calculation grid relative to the top dead center of a reference cylinder is usually adjustable. At different crankshaft angles, different calculation grids with different functions can be executed.
  • angle-synchronized calculation rasters can be started in synchronization stage 1 or 2 in accordance with the information of an outlet detection or of the camshaft sensor.
  • Motor control functions, such as injection or ignition, which are processed in these angle-synchronous rasters can be called in the start of the internal combustion engine, but it may be the case that an actual control of the corresponding output stage, for example, the ignition or Triggering of an injection valve or the like, as long as it must be suppressed until the synchronization stage 3 is reached, so that the greatest possible accuracy of the crankshaft angle determination is given.
  • the achievement of the synchronization stage 3 thus means that the crankshaft encoder wheel gap or, in the case of an encoder wheel with asynchronous pitch, the asynchronous arrangement of teeth and tooth gaps replacing the transmitter wheel gap must have been detected.
  • the Geberradlücke is defined by the mounting of the encoder wheel, is dependent on the particular model of the internal combustion engine and can, for example, at 50 ° crankshaft angle before top dead center (TDC) of a reference cylinder.
  • Different boundary conditions may require that a certain angle-synchronous calculation grid be at a defined angle before top dead center.
  • the accuracy of an engine control function calculated in this calculation grid requires that calculations or calculation outputs in the start of the internal combustion engine can only take place at synchronization stage 3, that is to say a specific one Functionality with its execution in the start of the internal combustion engine must wait in principle for a recognized gap in the sender wheel.
  • the case may occur that the start of the internal combustion engine begins with a crankshaft angle at which the angle-synchronous calculation grid for a function has just been exceeded.
  • the start of the internal combustion engine starts, for example, at a crankshaft angle of 50 ° before the top dead center of a cylinder and begins an angle synchronous calculation grid for a specific function, for example, 60 ° before the top dead center of the cylinder, this function will only after reaching the crankshaft angle of 50 again ° executed before the top dead center of the cylinder.
  • the associated function is performed only at a much later time, namely after a crankshaft revolution.
  • An object of the present invention is to specify a method and a device as well as a computer program which bring about the earliest possible execution of angle-synchronous calculating grids in the start of an internal combustion engine.
  • a method for starting an internal combustion engine in which at least one function to a crankshaft angle is started by a control unit, wherein the function is shifted from the start of the internal combustion engine until reaching an end condition by a relative angle to a later crankshaft angle.
  • the function is started in an angle-synchronous calculation grid, so the function is started at a defined crankshaft angle.
  • Function is understood here as any type of calculation or control or regulation of functions of the internal combustion engine, that is, for example, the determination of an ignition point, the determination of an injection time, the determination of an injection quantity and the like.
  • the start of the internal combustion engine is understood to mean the switching on of a control unit when the crankshaft is not rotating.
  • the start of the internal combustion engine can also be defined at the time when a starter operation or the start of rotation of the crankshaft takes place.
  • a later crankshaft angle is understood here to mean a crankshaft angle that is reached later in terms of time.
  • the relative angle is thereby positively defined in the direction of rotation.
  • the function controls an event which is an execution angle after the Start the function is executed, and that the relative angle is smaller than the execution angle.
  • the function started at the particular crankshaft angle calculates or controls an event that is the execution angle after the particular crankshaft angle. The function thus requires a certain time and thus a certain swept crankshaft angle until the result of the function is present.
  • the relative angle is now set so that the crankshaft angle to which the result of the function is present, must not be moved.
  • the relative angle is preferably selected to be so large that a calculation grid located ahead of the encoder wheel gap comes to rest after the shift to the encoder wheel gap. Due to the gap, the synchronization level 3 is reached and the injection can be released immediately in the shifted calculation grid.
  • the function must deliver the result faster by shifting the crankshaft angle to which it is started, which is ensured by the low crankshaft speed during the start of the internal combustion engine.
  • the end condition is the recognition of a Geberradmark ist for a designated absolute crankshaft angle, in particular the detection of a Geberradlücke.
  • the end condition can also be the achievement of a minimum speed of the crankshaft.
  • the shift is canceled by the relative angle.
  • the function comprises the calculation of injection parameters and / or an ignition time of at least one cylinder of the internal combustion engine.
  • the injection parameters preferably comprise at least one injection start of an injection.
  • a device in particular a control device or an internal combustion engine, which is set up to carry out a method according to the invention, and by a computer program with program code for carrying out all steps according to a method according to the invention when the program is executed in a computer ,
  • a diagram is shown showing the performance of various engine functions above the crankshaft angle.
  • the crankshaft angle (OKW) is designated by the top dead centers OT of the cylinders 1 to 4 of a 4-cylinder internal combustion engine.
  • the top dead center of the cylinder 1 is as OT Cyl. 1
  • the top dead center of the cylinder 2 is as OT Cyl. 2
  • the top dead center of the cylinder 3 is as OT Cyl. 3
  • the top dead center of the cylinder 4 is as OT Cyl. 4 designates.
  • the signal of a crankshaft sensor SKW is shown as a line trace, wherein the donor wheel gap is denoted by GL.
  • the calls of functions are used to determine control or regulating variables of an internal combustion engine or to carry out certain actions of the internal combustion engine, such as the discontinuation of an injection or the ignition of a spark plug, wherein the functions are performed by a control unit or a computer program executed in the control unit.
  • the functions T control events which are executed by an execution angle A after the start of the functions.
  • the functions T control an ignition Z, which is started by the execution angle A later than the beginning of the functions T.
  • Ansaugphasen for the respective cylinder are referred to as a solid horizontal line, for ease of recognition is again one of the Ansauphasen marked with a reference sign AN.
  • the ejection phase AU located before the suction phase AN is shown here in each case as a checkered rectangle.
  • Layer injections SE are shown as adjacent and connected by a line diamonds
  • homogeneous injections HE are shown as adjacent and connected by a line rectangles.
  • Ignitions Z are each shown as triangles.
  • Fig. 1 shows the waveform of the crankshaft sensor, assuming a starting position of the internal combustion engine directly after the Geberradlücke. Shown are the 180 ° periodic functions for the individual cylinders, which are adjusted in this case to the right (to late) until the first gap in the encoder wheel is detected.
  • a functionality which requires the synchronization stage 3, ie the presence of a synchronization based on the encoder wheel gap, can be executed as quickly as possible.
  • this functionality represents, for example, the ignition output, by this measure, ignition of cylinder 3 in the embodiment of Fig. 1 be initiated, whereas without the displacement according to the invention by a relative angle ⁇ KW only ignition of cylinder 4 would be possible.
  • a function T1 of the cylinder 2 and a function T2 of the cylinder 3 are between the start of the internal combustion engine ST and the crankshaft angle, in which the Geberradlücke GL has been recognized for the first time.
  • the two functions T1 and T2 thus take place between the start of the internal combustion engine to the crankshaft angle ST and the presence of a secured synchronization with the crankshaft angle GL2.
  • the relative angles ⁇ KW are each represented by curved arrows, the function T1 is shifted by the relative angle ⁇ KW to the function T1 'and the function T2 by the relative angle ⁇ KW to the function T2'.
  • T1 should only perform calculations that do not require the highest accuracy.
  • a calculation grid is 60 ° crankshaft angle before top dead center and calculates a function, for example, a firing angle of the next combustion.
  • the output of this function requires that the engine control be synchronized with the utmost reliability, thus waiting for the gap in the crankshaft sensor wheel, which in this case is 50 ° crankshaft angle before top dead center, for example.
  • the calculation grid in the start case is now briefly shifted to other crankshaft angle positions in order to accelerate the starting behavior of the slurry engine.
  • the angle-synchronous calculation grid is temporarily shifted to other angular positions.
  • it makes sense to shift the calculation grid, which is at 60 ° crankshaft angle in normal operation of the engine, to 50 ° crank angle before top dead center until the gap in the sender wheel is detected.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (8)

  1. Procédé de démarrage d'un moteur à combustion interne, dans lequel au moins une fonction (T, T1, T2) est lancée par un appareil de commande à un angle de vilebrequin déterminé, caractérisé en ce que la fonction au départ du moteur à combustion interne jusqu'à l'obtention d'une condition de terminaison est déplacée d'un angle relatif (ΔKW) jusqu'à un angle de vilebrequin postérieur.
  2. Procédé selon la revendication 1, caractérisé en ce que la fonction commande un événement qui est réalisé après le début de la fonction autour d'un angle de réalisation (A) et en ce que l'angle relatif (ΔKW) est inférieur à l'angle de réalisation (A).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que la condition de terminaison est la reconnaissance d'un marquage d'une roue phonique pour un angle de vilebrequin absolu reconnu, en particulier la reconnaissance d'un espace vide de la roue phonique.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que la condition de terminaison est l'obtention d'une vitesse de rotation minimale du vilebrequin.
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que la fonction comprend le calcul de paramètres d'injection et/ou d'un instant d'injection d'au moins un cylindre du moteur à combustion interne.
  6. Procédé selon la revendication 5, caractérisé en ce que les paramètres d'injection comprennent un début d'injection.
  7. Dispositif, en particulier appareil de commande ou moteur à combustion interne, qui est utilisé pour mettre en oeuvre un procédé selon l'une quelconque des revendications 1 à 6.
  8. Programme informatique avec code programme pour mettre en oeuvre toutes les étapes selon l'une quelconque des revendications 1 à 6, lorsque le programme est exécuté dans un ordinateur.
EP07857706.1A 2006-12-27 2007-12-17 Procédé de démarrage d'un moteur à combustion interne Not-in-force EP2126320B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102006061574 2006-12-27
DE102007027709A DE102007027709A1 (de) 2006-12-27 2007-06-15 Verfahren zum Start einer Brennkraftmaschine
PCT/EP2007/064076 WO2008080817A1 (fr) 2006-12-27 2007-12-17 Procédé de démarrage d'un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2126320A1 EP2126320A1 (fr) 2009-12-02
EP2126320B1 true EP2126320B1 (fr) 2016-04-20

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EP07857706.1A Not-in-force EP2126320B1 (fr) 2006-12-27 2007-12-17 Procédé de démarrage d'un moteur à combustion interne

Country Status (8)

Country Link
US (1) US8660776B2 (fr)
EP (1) EP2126320B1 (fr)
JP (1) JP2010514976A (fr)
KR (1) KR101404878B1 (fr)
CN (1) CN101573523B (fr)
BR (1) BRPI0720865A2 (fr)
DE (1) DE102007027709A1 (fr)
WO (1) WO2008080817A1 (fr)

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FR2981121B1 (fr) * 2011-10-05 2013-12-27 Continental Automotive France Procede de synchronisation de moteur
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DE102012218183A1 (de) * 2012-10-05 2014-04-10 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
FR3120658B1 (fr) * 2021-03-12 2023-02-10 Vitesco Technologies Optimisation d’un procédé de contrôle d’un moteur à combustion interne

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Also Published As

Publication number Publication date
KR20090102770A (ko) 2009-09-30
KR101404878B1 (ko) 2014-06-09
WO2008080817A1 (fr) 2008-07-10
DE102007027709A1 (de) 2008-07-03
BRPI0720865A2 (pt) 2014-03-04
CN101573523A (zh) 2009-11-04
JP2010514976A (ja) 2010-05-06
CN101573523B (zh) 2013-09-25
US8660776B2 (en) 2014-02-25
EP2126320A1 (fr) 2009-12-02
US20110184633A1 (en) 2011-07-28

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