EP2534367A2

EP2534367A2 - Method for predetermining a motion state of a drive shaft of an internal combustion engine

Info

Publication number: EP2534367A2
Application number: EP11703211A
Authority: EP
Inventors: Matthias Cwik; Markus Roessle; Ewald Mauritz; Stefan Tumback
Original assignee: Robert Bosch GmbH
Current assignee: SEG Automotive Germany GmbH
Priority date: 2010-02-10
Filing date: 2011-02-08
Publication date: 2012-12-19
Also published as: US20130036809A1; WO2011098445A2; DE102010001762A1; CN102859180B; US8813547B2; WO2011098445A3; DE102010001762B4; CN102859180A

Abstract

The invention relates to a method for predetermining a motion state (BZn+1) of a drive shaft (222) of an internal combustion engine (210) on the basis of previous motion states (BZn, BZn-2) of the drive shaft (222), wherein properties (tn-2, ωn-2) allocated to a first previous motion state (BZn-2) and properties (tn, ωn) allocated to a second previous motion state (BZn) are used and the drive shaft (222) assumes periodically recurring angular positions (φn-2, φn, φn+2; φn-1, φn+1). The invention is characterized in that a future motion state (BZn+1) and the properties (tn+1, φn+1) allocated thereto of the drive shaft (222) are determined in an angular position on the basis of the first evaluated previous motion state (BZn-2) and the second evaluated previous motion state (BZn), wherein the angular position (φn+1) of the determined future motion state (BZn+1)of the drive shaft (222) is not equal to an angular position (φn-2, φn) of the first and second previous motion state (BZn, BZn-2).

Description

Description title

Method for predetermining a movement state of a

Drive shaft of an internal combustion engine

State of the art

The invention relates to a method for predicting a state of motion of a drive shaft of an internal combustion engine. This method, which runs by means of a control for a start-stop operation of an internal combustion engine in a motor vehicle, serves to realize the so-called Einspuren in the outlet. Traces in the outlet means that a starter pinion of a starting device, preferably as

Thrust drive starter is formed in a still rotating

Sprocket of the internal combustion engine einspurt. Still rotating sprocket of the internal combustion engine means that the standstill, that is, the non-rotation of the drive shaft of the internal combustion engine planned, provided or already initiated. In this outlet, the speed of the drive shaft is reduced macroscopically. However, looking at the outlet of the drive shaft of the internal combustion engine in detail, it can be seen that this macroscopic spout of relative minima and maxima and

consequently characterized by increases in speed and speed reductions. These fluctuations in speed during the macroscopic run-out cause the starter pinion rarely or not in the gearbox in the

Sprocket can be meshed. The problem is the adaptation of the peripheral speeds, that is, essentially the approximation of the peripheral speeds of sprocket and Andrehritzel, which is difficult. Differences in peripheral speeds cause the teeth of the starter pinion and ring gear to load alternately and jerkily. In addition, an early turn of Andrehritzels with high load cause the starter pinion either not even in the sprocket can track, but rudimentary with his teeth on the teeth of the teeth Sprocket "ratchets" while the Andrehritzel and his teeth

wear out considerably. If the starter pinion has already meshed easily into the ring gear, but already under a high torque load, so

Due to a possibly only slight degree of overlap of teeth on the sprocket and teeth on the starting pinch there is a risk that the

Teeth generally only burdened over a short distance, but at this point with too high for this short overlap degree stretch or

Tooth load be charged. There is a risk here of breaking teeth or parts of these teeth. Nevertheless, in order to enable a meshing in the outlet only with low loads for starter pinion and ring gear, as precise as possible preparation of this mutual engagement is required. In the framework of this preparation it is envisaged that a suitable

Einspurzeitpunkt is forecasted.

From the prior art, various proposals have already become known during the run-out of the internal combustion engine in the

Engage sprocket and thereby shorten the start time.

From DE 10 2006 011 644 AI is an apparatus and a method for operating a device with a starter pinion and a ring gear of a

Internal combustion engine known, wherein the speed of the ring gear and the

Starter pinion can be determined to einzuspuren the starter pinion after switching off the internal combustion engine with substantially the same speed when the internal combustion engine. In order to determine the synchronous single-track speeds, values are assigned from a characteristic field of a control unit.

DE 10 2006 039 112 A1 describes a method for determining the rotational speed of the starter for a motor vehicle internal combustion engine. It is further described that the starter includes its own starter controller to calculate the speed of the starter and to accelerate in a start-stop operation, the pinion from the starter first without meshing when a self-starting of the engine due to decreased speed is no longer is possible. The pinion is engaged at synchronous speed in the ring gear of the expiring internal combustion engine. DE 10 2005 004 326 describes a starting device for an internal combustion engine with a separate engaging and starting operation. For this purpose, the starting device has a control unit which has a starter motor and an actuator for engaging a

Starter pinion drives separately. From the control unit, the pinion can be meshed before starting the vehicle in the ring gear before the driver has expressed a new start request. In this case, the actuator is already actuated as an engagement relay during a coastdown phase of the internal combustion engine. The speed threshold is in this case far below the idle speed of the engine to keep the wear of the Einspurvorrichtung as low as possible. Around

Voltage dips in the electrical system due to a very high starting current of the

Starter motor is avoided by the control a gentle start,

for example, by a clocking of the starter current reached. The performance of the electrical system is monitored by analyzing the battery condition and accordingly the starter motor is clocked or supplied with power. Furthermore, the describes

Invention that the crankshaft can be positioned shortly before or after reaching standstill of the engine to shorten the start time.

DE 10 2005 021 227 AI describes a starting device for a

Internal combustion engine in motor vehicles with a control unit, a starter relay, a starter pinion and a starter motor for a start-stop operating strategy.

Compared to the previously known methods is provided, a method

to provide a restart of the internal combustion engine not only

can be performed faster, but also with increased precision and thus reduced wear of starter pinion and ring gear.

Disclosure of the invention

The inventive method according to the features of claim 1

allows the reliable prediction of a state of motion of a drive shaft, that is usually the crankshaft one

Internal combustion engine. It is by means of known past

Movement states a future state of motion of the drive shaft determined, which is not equal to an angular position of the first and second past state of motion.

Due to this proposed method, it is possible to all

Movement states of periodically recurring positions of the

Drive shaft to be determined after the recent past

Enter movement state. This also applies to the states of motion of further periodically recurring states of motion of the drive shaft. Periodically recurring operating states are, for example, a

Rotation angle range between two adjacent in the time course bottom dead centers or two adjacent top dead centers, located in the

Adjust the crank drive of a drive shaft. The bottom dead centers or top dead centers need not be positions of one and the same piston connected to the drive or crankshaft.

According to one embodiment of the invention, it is provided that the

Simplifying the calculation of the procedure a first past

Moving state and a second past state of motion between them include a rotation angle of the drive shaft, the amount of one

Ignition period between two chronologically igniting cylinders idling corresponds. There is usually no ignition in the outlet.

Preferably, to calculate the future state of motion of the drive shaft properties of a third past

Movement state used. This allows for increased precision of the prediction. It is envisaged that the third past

Moving state and to be determined future movement state of the drive shaft between them include a rotation angle of the drive shaft, which also corresponds to a firing period.

In a further embodiment of the invention, it is provided that, after the calculation of a first future movement state, a further future movement state is determined, in which properties of a further, third, past movement state are used. The means that starting from the original first and second

Movement states the state of motion of a new third

Movement state is used to determine the state of motion of another future state of motion. Depending on the calculated number of future movement states, the gaps between predicted movement states are rather small, and thus a statement is better, the more future movement states within a firing period or a corresponding absolute magnitude of rotation angle are determined.

For the simplest possible but nevertheless precise prediction, it is provided that in the prediction of the state of motion, it is assumed that a loss energy, as arises for example by constantly acting friction, is constant over the course of an ignition period. Furthermore, it is preferably provided that there are no cylinder-dependent differences in the energy that can be stored by gas compression in the cylinder or cylinders. Furthermore, a constant moment of inertia of the internal combustion engine over time can be assumed. There are thus no compared to other forecasting algorithms

engine-specific basic assumptions about the discharge characteristics.

This method proposed here is thus independent of engine aging, production-related series dispersion and the change of operating parameters of the internal combustion engine. Another advantage of this method is that not only on the basis of individual, but on the basis of all individual detectable angular positions of the drive shaft in the engine outlet a

Speed forecast can be calculated.

Further advantages may be listed in the following description.

Brief description of the drawings.

The invention will be explained in more detail with reference to at least one embodiment with reference to drawings. Show it:

FIG. 1 shows a starting device in a longitudinal section,

Figure 2 is a schematic representation of a crank mechanism of a

Internal combustion engine,

3 shows a schematic section of an outlet of a

Internal combustion engine,

FIG. 4 shows the detail from FIG. 3 with various auxiliary lines;

Figure 5 is a schematic representation of a motor vehicle with

Internal combustion engine, starting device and other components.

EMBODIMENTS OF THE INVENTION FIG. 1 shows a starting device 10 in a longitudinal section. This starting device 10 has, for example, a starter motor 13 and a Vorspuraktuator 16 (eg relay, starter relay). The starter motor 13 and the electric Vorspuraktuator 16 are fixed to a common drive end plate 19. The starter motor 13 is functionally to drive a starter pinion 22 when it is meshed in the ring gear 25 of the internal combustion engine, not shown here.

The starter motor 13 has a pole tube as a housing 28, which carries on its inner circumference pole pieces 31, which are each wrapped by a field winding 34. The pole pieces 31 in turn surround an armature 37, the one of fins 40th

constructed anchor packet 43 and arranged in grooves 46 armature winding 49 has. The armature package 43 is pressed onto a drive shaft 44. To the

Andrehritzel 22 opposite end of the drive shaft 13 is further a

Commutator 52 attached, which is composed, inter alia, of individual commutator fins 55. The commutator bars 55 are in known manner with the

Armature winding 49 so electrically connected that when energized the

Commutator blades 55 by carbon brushes 58 results in a rotational movement of the armature 37 in the pole tube 28. A arranged between the electric drive 16 and the starter motor 13 power supply 61 supplies in the on state, both the carbon brushes 58 and the field winding 34 with power. The drive shaft 13 is commutator side supported with a shaft journal 64 in a sliding bearing 67, which in turn a Kommutatorlagerdeckel 70 is held stationary. The commutator 70 in turn is by means of tie rods 73 which are arranged distributed over the circumference of the pole tube 28 (screws, for example, two, three or four pieces) in

Drive end plate 19 attached. It relies while the pole tube 28 am

Drive bearing plate 19 from the commutator and 70 on the pole tube 28th

In the drive direction, a so-called sun gear 80 connects to the armature 37, which is part of a planetary gear 83. The sun gear 80 is of several

Planetary gears 86 surround, usually 3 planetary gears 37, which are supported by means of rolling bearings 89 on journals 92. The planet gears 37 roll in a ring gear 95, which is mounted outside in the pole tube 28. Towards the output side, the planet gears 37 are followed by a planetary carrier 98, in which the axle journals 92 are received. The planet carrier 98 is in turn stored in an intermediate storage 101 and a slide bearing 104 arranged therein. The intermediate bearing 101 is designed cup-shaped, that in this both the planet carrier 98, and the planet wheels 86 are added. Furthermore, the ring gear 95 is arranged in the cup-shaped intermediate bearing 101, which is ultimately closed by a cover 107 relative to the armature 37. The intermediate storage 101 is supported by his

Outer circumference on the inside of the pole tube 28 from. The armature 37 has on the end facing away from the commutator 52 end of the drive shaft 13 has a further shaft journal 110, which is also received in a sliding bearing 113, from. The sliding bearing 113 in turn is received in a central bore of the planet carrier 98. The planetary carrier 98 is integrally connected to the output shaft 116. These

Output shaft is supported at its end 119 facing away from the intermediate bearing 101 in a further bearing 122 which is fixed in the drive end plate 19.

The output shaft 116 is divided into different sections. Thus, the section which is arranged in the sliding bearing 104 of the intermediate bearing 101, a portion with a so-called spur toothing 125 (internal teeth), which is part of a so-called shaft-hub connection. This shaft-hub connection 128 in this case allows the axially rectilinear sliding of a driver 131. This driver 131 is a sleeve-like extension which is integrally connected to a cup-shaped outer ring 132 of the freewheel 137. This freewheel 137 (Richtgesperre) further consists of the inner ring 140 which is disposed radially within the outer ring 132. Between the inner ring 140 and the outer ring 132 clamping body 138 are arranged. These clamp bodies 138, in cooperation with the inner and outer rings, prevent relative rotation between the outer ring and the inner ring in a second direction. In other words, the freewheel 137 allows a circumferential relative movement between inner ring 140 and outer ring 134 in one direction only. In this embodiment, the inner ring 140 is formed integrally with the starter pinion 22 and its helical teeth 143 (external helical teeth). The starter pinion 22 may alternatively be designed as a straight toothed pinion. Instead of electromagnetically excited pole pieces 31 with exciter winding 34, permanent magnetically excited poles could also be used.

However, the electric Vorspuraktuator 16 and the armature 168 also has the task of a traction element 187 a drive bearing plate 19th

to move rotatably arranged lever. This lever 190, usually designed as a fork lever, surrounds with two "tines" not shown here on its outer circumference two discs 193 and 194 to move a trapped between these driver ring 197 to the freewheel 137 back against the resistance of the spring 200 and thereby the starter pinion 22 einzuspuren in the ring gear 25.

Subsequently, the Einspurmechanismus will be discussed. The electric

Vorspuraktuator 16 has a bolt 150 which is an electrical contact and in the case of Einbausein in the vehicle to the positive pole of an electric

Starter battery, which is not shown here, is connected. This bolt 150 is passed through a lid 153. A second bolt 152 is a connection for the electric starter motor 13, which is supplied via the power supply 61 (thick wire). This cover 153 includes a housing 156 made of steel, which is fastened by means of a plurality of fastening elements 159 (screws) on the drive end plate 19. In the electric Vorspuraktuator 16 is a pushing device 160 for

Exercise a pulling force on the fork lever 190 and a switching device 161 arranged. The pusher 160 has a winding 162 and the

Switching device 161 a winding 165. The winding 162 of the thruster 160 and the winding 165 of the switching device 161 each cause in the on state an electromagnetic field which flows through various components. The shaft-hub connection 128 can instead of with a 125 spline also with be equipped with a coarse thread toothing. The combinations are possible, according to which a) the starter pinion 22 is helically toothed and the shaft-hub connection 128 has a straight toothing 125, b) the starter pinion 22 is helically toothed and the shaft-hub connection 128 has a helical thread toothing or c) the Andrehritzel 22 is spur-toothed and the shaft-hub connection 128 has a coarse thread toothing.

FIG. 2 shows a schematic view of an internal combustion engine 210. This internal combustion engine 210 has the already mentioned ring gear 25, of which a so-called pitch circle 213 is shown in FIG. While the pitch circle 213 is the pitch circle 213 of a toothing of the toothed rim 25, the pitch circle 216 is the pitch circle of the toothing of the twisting pinion 22. The pitch circle 216 is not part of FIG

Internal combustion engine 210, but here for clarity and understanding because of illustrated. In a turning center, which is represented here by two intersecting dot-dash lines, a rotation axis 219 of a drive shaft 222 of the internal combustion engine 210 is shown. This drive shaft 222 is designed here as a so-called crankshaft. From a central, purely rotationally moving part of the drive shaft 222 is a crank part 225 and crank section goes out. At a crank pin 228, a connecting rod 231 is articulated. While one end of the connecting rod 231 is articulated on the crank pin 228, another end of the connecting rod 231 is articulated by means of a piston pin 234 on a piston 237. This piston 237, in turn, is arranged to be linearly slidable in a cylinder 240. Between a piston head 243 and a surface 246 of an unspecified

Cylinder head is a combustion chamber 249. Depending on the design of the internal combustion engine 210, a plurality of connecting rods 231 and thus also a plurality of pistons 237 can be articulated on the drive shaft 222 (multi-cylinder engine or internal combustion engine). The arrow 252 shown in FIG. 2 indicates a direction of rotation of the drive shaft 222 in the driving state of the internal combustion engine 210.

Such an internal combustion engine 210 is usually controlled by a control unit 255. If this control unit 255 now receives a signal 258 which informs the control unit 255 that the internal combustion engine 210 is to be switched off, then, for example, a fuel supply (not shown here) is interrupted, so that the Internal combustion engine 210 comes to a standstill after a short time. Such an outlet 261 is shown in more detail in FIG.

FIG. 3 shows, by way of example and in sections, a curve k, which represents an outlet of an internal combustion engine 210. This curve k has several characteristic points. These include the three relative ones

Maxima labeled UT1, UT2 and UT3. Two more eye-catching

Points are the two relative minima designated OTl and OT2. The abbreviation UT stands for "bottom dead center", the abbreviation OT stands for "top dead center". In connection with FIG. 2, a bottom dead center 1 is present if an angle β between the connecting rod 231 and the crank part 225 is exactly 0 degrees. If a piston 237 is in a so-called top dead center, the angle β is equal to 180 °. The location of UT and OT is assumed only for this example at the positions of maxima and minima.

In fact, a UT and also an OT may be next to a maximum or a minimum. The respective actual position is dependent, for example, on valve timing, compression states and other influences. The latter also includes, for example, the influence of the generator

generated load, if this as usual via a belt drive with the

Internal combustion engine 210 is coupled. As shown in Figure 3, is at the bottom

Dead center UT1 the state of motion of the drive shaft 222 BZn-2, in the bottom dead center UT2 the state of motion BZn present at UT3 the movement state BZn + 2, at the top dead center 1, the movement state BZn-1 and at the top dead center OT2 the movement state BZn + 1. For the individual states of motion, the respective times are tn-2, tn-1, tn + 1 and tn + 2 as well as those assigned to the respective movement state BZ

Angular speeds of the drive shaft 222 ωη-2 ωη-1, ωη, ωη + l and ωη + 2 assigned. Further, in FIG. 3, there are three entries which specify an angular distance between the lower dead centers and UT1 and UT2, and also UT2 and UT3 as well as an angular distance of the bottom dead centers UT1 and UT2.

In the case of the crank mechanism of the internal combustion engine 210, the angle φΖ corresponds to an angular distance between two top dead centers TDC adjacent to the passage of time, to which ignition would theoretically be provided if the internal combustion engine 210 were not in the outlet in this region. In other words, at the here adjusting top dead center OTl is a top dead center, in which a compression of the gas located in the combustion chamber 249 takes place. The same state is at the top dead center OT2, in which also a piston 237 compresses gas in the combustion chamber 249. In a conventional 4-cylinder in-line engine, this firing interval in quasi-stationary operation φ Z is exactly 180 °. For a six-cylinder in-line engine, this angle φ Z would be equal to 120 °. As can be seen, the representation in FIG. 3 is universal. The bottom dead centers UT1, UT2 and UT3 shown in FIG. 3 are correspondingly bottom dead centers, in which pistons 237 are currently in the first part of the gas exchange process (ejection of the fuel cells)

Combustion gases).

The method for predetermining a movement state BZn + 1 of the drive shaft 222 of the internal combustion engine 210 preferably determines after the system (vehicle, internal combustion engine, control of

Internal combustion engine) is known that the internal combustion engine 210th

is switched off or is to be switched off, the movement state BZn-2 and thus a first past movement state. This includes that the properties assigned to this first past movement state BZn-2, that is to say a time tn-2 and also an angular velocity ωη-2, are determined. For example, while the determination of time tn-2 may simply be any point in time of the system, that is, a time that began to run significantly before the engine 201 shuts off

for example, is a time that began to run high with a signal which is identical to a stop signal of the internal combustion engine 201, or indeed only at this time tn-2, to which the then queried or to be calculated properties at the specific angular position φη -2 starts to run. Another property of this motion state BZn-2 is the angular velocity ωη-2 present at this time tn-2. There are two ways of determining this:

A first option is to have an actually known one

Angular velocity, which prevails at this moment tn-2, to remove the system. A second option is to use tn-2 at this time

to calculate the prevailing angular velocity ωη-2. This calculation of the angular velocity ωη-2 can be done, for example, by evaluating a specific sensor signal. As indicated in FIG. 2, the system has a rotational speed sensor 300 which, for example, has a rotational speed sensor 300

Rotary movement of the ring gear 25 or the directly associated rotational movement of a sensor wheel or a donor contour recognizes. This signal, which is generated by this speed sensor, is transmitted to the control unit 255, for example. This time-variable signal becomes the

assigned to corresponding times, so that over the

Time variation Δt and the type of signal supplied by the rotational speed sensor 300, the calculation of the angular velocity ωη-2 at

Operating status BZn-2 enabled. As with this movement state BZn-2, the future state of motion BZn and its properties, which are still to be determined at time tn-2, are also determined. This occurs after the drive shaft 222, starting from the drive shaft position φη-2 in the state of motion BZn-2, has additionally passed through a rotation angle Δφ to the

Movement state BZn take. This state of motion for

Time tn with the angular velocity ωη is analogous to that

Movement state BZn-2 and the associated properties calculated or determined.

Based on the two past movement states BZn-2 and BZn, it is provided that a future movement state BZn + 1 is calculated and therefore the properties tn + 1 and ωη + 1 are calculated. This future movement state BZn + 1 has a further past movement state BZn-1 a rotation angle difference, the one

The angular distance corresponds in magnitude to Δφ, which is as large as an ignition period φΖ. In FIG. 3, these two points or states BZn + 1 are present in a top dead center OT2 and the one in this regard is one

Ignition period φΖ past movement state BZn-1 also in a top dead center, here OT1. The evaluated state of motion BZn + 1 could just as well be shifted, for example, by 60 ° after the top dead center OT2 in the point A2. Then the corresponding point or state of motion of the past would be seen at point AI, which is also 60 ° after OT1 lies. At this point, it should be mentioned that the two past first and second movement states can, for example, also be 60 ° after an OT, see also the corresponding points Cl and C2 in FIG. 3.

Based on this situation, the further procedure is as follows:

The first past movement state BZn-2 can be described, for example, by the angular velocity ωη-2, the instantaneous drive shaft angle φη-2, the time tn-2 at which the first past movement state BZn-2 is present. Furthermore, the energetic state of the movement state BZn-2 can be specified. The total energy En-2 is

(Eq. 1) 'E n-, 2 = - 2 Jβ> n ² -, 2 + E k, omp, n-2' where the first summand indicates the rotational energy and the second summand indicates the potential energy stored by the gas compression.

The second past state of motion BZn can be described, for example, by the angular velocity ωη, the instantaneous drive shaft angle φη, the time tn at which the second past state of motion BZn is present. Furthermore, the energetic state of the movement state BZn can also be specified here. The total energy is En

(Equation 2) 'E' = -2 Yes> ² + E k, omp, n 'where the first summand again indicates the rotational energy and the second summand the potential energy stored by the gas compression.

As expected, for the future movement state BZn + 1, for example, the angular velocity ωη + 1, the instantaneous drive shaft angle φη + 1, the time tn + 1, at which the future movement state BZn + 1 should be present. Furthermore, here too the energetic state of the

Moving state BZn + 1 will be given. The total energy En + 1 is wherein the first summand again indicates the rotational energy and the second summand indicates the potential energy stored by the gas compression.

For the movement state BZn-1, here z. B. between the movement states BZn-2 and Bzn, can be expected, for example, the angular velocity con-l, the current drive shaft angle φη-l and the time tn-1 indicate. Furthermore, the energetic state of the movement state BZn-1 can also be specified here. The total energy En-1 is wherein the first summand again indicates the rotational energy and the second summand indicates the stored by the gas compression potential energy in the movement state BZn-1.

Furthermore, it should be true that the energy state present at the movement state BZn + 1 can be described by the following equation:

(Equation 5)

The energy state En + 1 thus corresponds to the energy state En-1 minus the energy loss Ereib, by which the energy state En-1 differs from the energy state En + 1. The summand

(Eq.6) describes the loss energy EReib given between the two states of motion BZn + 1 and BZn-1. Furthermore, it should be true that the energy state present at the movement state BZn can be described by the following equation:

(Equation 7) E = E - E ", (co - co _Ί )

The energy state En thus corresponds to the energy state En-2 minus the loss energy EReib, by which the energy state En differs from the energy state En-2. The summand

(Eq. 8) E _{Re ib} (Q) _n - ü) _n _ ₂ ) describes the loss energy EReib given between the two states of motion BZn-2 and BZn.

Furthermore, it is formulated as a condition according to which the respective energy losses are equal, d. H.

(Eq. 9) E _EIB _{n co - co _ _n ₂₎ = E _{Re ib} (co _{n + l} - _ω η _,) = E _friction (co _{n + 2} - co _n) = E _EIB

Another condition is that the compression energies are equal at positions of the drive shaft (222), which are exactly one ignition period spaced. Accordingly, (Eq 10) E _{comp, n} = E _{comp, n} - ₂ and

(Equation 11) E _{comp ^ n + l} = E _{comp ^ n} _ _x

If the equation 3 to ωη + l converted and with the aid of the above

If equations are solved, we get ωη + 1

(Equation 12) ω _{η + ι} = Ιω " ² - ω" ² _ ₂ + ωΙ _ι The calculation method for determining the angular velocity is independent of the position of the considered points.

To calculate the time tn + 1 is first analogous to equation 2, the

Equation 13 formulates:

1

(Eq. 13) ^ n + 2 n + 2 + E comp, n + 2

2 converted to ωη + 2, this results in Equation 14,

For the energy state En + 2, an equation Eq. 15 analogous to Eq. 5, then for Eq. 15

(Equation 15) Ε _{η + 2} = Ε _η - Ε ^ {ω _{η + 2} - ω _η ).

Substituting En + 2 from Eq. 15 and En from Eq. 2, the assumption is that the compression or loss components Ekomp, n + 2 and Ekomp.n are the same size, as well as consideration of the squared equation 12, the relationship according to Eq. 16

(Equation 16) ω _{η + 2} = 2ω _η ² - ω _η ² _ ₂ .

The time tn + 2 is calculated by assuming, see Figure 4, the slope of a straight line gl between the two points at BZn-2 and BZn is equal to the slope of a balancing line g2 between the two points at BZn-2 and BZn. Consequently, the balancing lines gl and g2 are represented by the balancing line g passing through the points UT1, UT2 and UT3. A slope m of this regression line g can thus be described by equation 17, (Equation 17)

tn + 2 thus results from the transformation of Equation 17

(Equation 18) _{tn + 2 =} ^ ^ ( _tn - t _n _ ₂ ) _{+ tn}

On the basis of the assumptions for the constant decrease of the energy between two adjacent bottom dead centers or between a first and a second past movement state BZn-2 and BZn, FIG. 4 shows the relationship according to equation 19,

(Equation 19)

t

After substituting equation 18 into equation 19, the relationship according to equation 20 results,

Equation 16 thus yields equation 21 for tn + 1

From the above-mentioned steps, the angular velocity ωη + 1 of the drive shaft 222 (Equation 12) and also the instant tn + 1 at which the angular velocity ωη + 1 is present result for the motion state BZn + 1, Equation 21. This procedure is also easy on the past

Movement states BZn-2 and BZn in Cl and C2 and AI applicable to determine the state of motion in A2. From the foregoing, therefore, a method for predicting a

Moving state BZn + 1 of a drive shaft 222 of an internal combustion engine 210 on the basis of past movement states BZn, BZn-2 of the drive shaft 222 disclosed, with a first past state of motion BZn-2 associated properties tn-2, ωη-2 and a second past

Moving state BZn associated properties tn, ωη serve and the

Drive shaft 222 periodically repeating angular positions φη-2, φη, φη + 2; φη-1, φη + 1 occupies. The method further comprises the steps of determining a future one by means of the first evaluated past movement state BZn-2 and the second evaluated last movement state BZn

Moving state BZn + 1 and its associated properties tn + 1, ωη + 1 of the drive shaft 222 in an angular position φη + l are determined, the

Angular position φη + l of the determined future movement state BZn + 1 of the drive shaft 222 is not equal to an angular position φη-2 and φη of the first and second past movement state BZn, BZn-2.

It is provided that the first past movement state Bzn-2 and the second past movement state Bzn between them include a rotation angle Δφ of the drive shaft 222, which corresponds to the amount of an ignition period φΖ.

For the calculation of the future movement state BZn + 1 of the drive shaft 222, properties tn-1, ωη-1 of a third past movement state BZn-1 are used.

The third past movement state BZn-1 and the future movement state BZn + 1 of the drive shaft 222 to be determined include therebetween a rotation angle Δφ of the drive shaft 222 corresponding to an ignition period φΖ. After the calculation of a first future movement state BZn + 1, a further future movement state BZn + x is determined in which properties tn + x, ωη + χ of a further third past movement state BZn-x are used.

The further third past movement state BZn-x and the further future movement state BZn + x close a rotation angle Δφ between them

Drive shaft 222, which corresponds to an ignition period φΖ.

In the pre-determination of a movement state BZn + 1, it is assumed that a loss energy EReib over the course of a rotation angle Δφ of the

Drive shaft is basically constant. Furthermore, in the prediction of a motion state BZn + 1, it is assumed that one in the

Internal combustion engine 210 stored compression energy Ekomp, n-2, Ekomp, n-l, Ekomp.n, Ekomp, n + l at different angular positions φη-2, φη-1, φη, φη + l of the drive shaft 222 is assumed to be the same

Angular positions φη-2 and φη, φη and φη + l and φη-l and φη + l with a

Angle of rotation Δφ are spaced, which is an integer multiple V of a

Ignition period φΖ corresponds, wherein the multiple is at least 1.

In the pre-determination of a movement state BZn + 1, it is assumed that an inertia J of the drive shaft 222 and the operatively connected to it moving parts such as connecting rod 231, piston 237 and unillustrated parts such as camshafts, a generator, one or more belt drives, with the Drive shaft 222 are connected, over a swept angle φ or

Angular range or angle of rotation Δφ is constant.

The first past state of motion BZn-2 and the second past

Moving state BZn includes therebetween a state of motion BzOT in which a piston 237 connected to the drive shaft 222 is in a position corresponding to a top dead center TDC. According to the method it is provided that the energetic state of a

Moving state BZn-2, BZn-1, BZn, BZn + 1, BZn + 2, BZn + x, BZn-x, ... the drive shaft 222 and the moving parts operatively connected to it at any moment a sum of kinetic energy and compression energy is.

An energy difference between two different angular positions,

For example, between φη-2 and φη or φη-l and φη + l, which are spaced at a rotational angle Δφ, which corresponds to an ignition period φΖ corresponds to one

Loss energy EReib corresponds.

Different states of motion, such. B. BZn-2, BZn and BZn + 2 and BZn-1 and BZn + 1 each form a group, within a group two directly adjacent states of motion such as BZn-2 and BZn or BZn and BZn + 2 or BZn-1 and BZn +1 between them include a rotation angle Δφ, which corresponds to an ignition period φΖ. Between every two such immediately adjacent

Moving states such as BZn-2 and BZn or BZn and BZn + 2 or BZn-1 and BZn + 1 should hold that a quotient m of a difference of

Angular velocity and a difference of time is constant.

In the context of this method presented here, it is provided that a suitable for engaging a Andrehritzels 22 in a sprocket 25

Angular velocity ωΖ is defined, which is possibly in an allowable for the meshing of a Andrehritzels 22 angular velocity range coZb, and that if one of the plurality of predetermined movement states BZn + x, here in Figure 3, for example, denoted by B2, the appropriate angular velocity, whether as a special target angular velocity ωΖ or a special

Target angular velocity range coZb with a maximum allowable

Target angular velocity ωΖο and a minimum allowable target angular velocity coZu, achieved, a time (tStart) is calculated, to which a starting device 10 starts to pre-track with its starter pinion 22. For this purpose, a starter-specific meshing time AtStart is subtracted from the calculated target time t target, at which a meshing of the starting pinion 22 in the ring gear 25 is expected, in order to determine the thus calculated start time tStart. For the sake of clarity, a schematic representation of FIG

Motor vehicle 310 with the internal combustion engine 210, the starting device 10, the Vorspuraktuator 16, a control unit 255 with a processor 313 and a program memory 303 shown. Programmatically contiguous program instructions 306 (computer program product) are stored in the program memory 303, which enable implementation of the method described here according to one of the embodiments described here. The control unit is equipped with a

Connection device 309 (eg cable) connected to the internal combustion engine 210, for example, allows the transmission of signals from the speed sensor 300 to the control unit 255. A connection device 312 is used to control the Vorspuraktuators 16, after which a suitable start time tStart is determined.

The program instructions 306 (computer program product) can be loaded, for example, into the program memory 303 via an interface (eg plug connection).

Thus, there is disclosed a computer program product that is incorporated into at least one

Program memory 303 with program instructions 306 loadable to allow execution of all steps of the method according to one of the embodiments described herein, when the program is executed in at least one controller 255.

FIG. 5 shows a control unit 255 for a start-stop operation of a

Internal combustion engine 210 in a motor vehicle 310 for short-term stopping and starting of the internal combustion engine 210, wherein the internal combustion engine 210 can be started by means of an electric starting device 10, wherein the control unit 255 a

Processor 313 having a program memory 303. The processor 313 is designed as a detection, evaluation and control device to control the starting device 10 defined, wherein in the program memory 303 a aforementioned computer program product is loaded to perform a method according to one of the steps described above. The methods mentioned here are applicable, inter alia, to three-cylinder inline engines with a firing interval φΖ = 240 °, four-cylinder in-line engines with a firing interval φΖ = 180 °, and boxer engines with two, four, six, eight and more cylinders ( straight cylinder number) and with a firing interval φΖ = 180 °, five-cylinder in-line engines with a firing interval φΖ = 144 °, six-cylinder

In-line engines with a firing interval φΖ = 120 °, six-, eight- and twelve-cylinder V engines with a firing interval of φΖ = 120 ° (six-cylinder), a firing interval of φΖ = 90 ° (eight-cylinder) and a firing interval of φΖ = 60 ° (twelve-cylinder). It is intended to use the above-described method steps in a motor vehicle that is equipped with a start-stop mode. The start-stop mode of operation allows an automated meshing of the starting pinion 22 as soon as the control unit 255 receives a signal 316 from a triggering device 319, which represents a desire of the driver to continue driving with the motor vehicle. The triggering device 319 may be a so-called clutch pedal or a

Accelerator pedal or a circuit control part, which is used in manual transmissions (driving gear between the clutch and the drive wheel or wheels) for selecting a Getriebeüber- or reduction.

Claims

claims

Method for predetermining a state of motion (BZn + 1) of a drive shaft (222) of an internal combustion engine (210) on the basis of past states of motion (BZn, BZn-2) of the drive shaft (222), a first preceding one

Servomotor (BZn-2) associated properties (tn-2, con-2) and a second past state of motion (BZn) associated properties (tn, con) serve and the drive shaft (222) periodically recurring angular positions (φη-2, φη, φη +2, φη-1, φη + 1), characterized in that by means of the first evaluated past movement state (BZn-2) and the second evaluated past movement state (BZn) a future movement state (BZn + 1) and the associated Properties (tn + 1, φη + l) of the drive shaft (222) in an angular position (φη + l) are determined, wherein the angular position (φη + l) of the determined future movement state (BZn + 1) of the drive shaft (222) unequal to one Angular position (φη-2, φη) of the first and second past moving states (BZn, BZn-2).

A method according to claim 1, characterized in that the first past

Moving state (Bzn-2) and the second past movement state (Bzn) between them include a rotation angle (Δφ) of the drive shaft (222), which corresponds to the amount of an ignition period (φΖ).

Method according to Claim 1 or 2, characterized in that properties (tn-1, con-1) of a third past movement state (BZn-1) are used to calculate the future movement state (BZn + 1) of the drive shaft (222).

A method according to claim 3, characterized in that the third past

Moving state (BZn-1) and to be determined future movement state (BZn + 1) of the drive shaft (222) between them include a rotation angle (Δφ) of the drive shaft (222), which corresponds to an ignition period (φΖ).

5. Method according to claim 4, characterized in that, after the calculation of a first future movement state (BZn + 1), a further future movement state (BZn + x) is determined in which properties (tn + x, con + x) of a further third past movement state (BZn-x).

6. The method according to claim 5, characterized in that the further third past movement state (BZn-x) and the further future movement state (BZn + x) between them include a rotation angle (Δφ) of the drive shaft (222), the ignition period (φΖ ) corresponds.

7. The method according to claim 6, characterized in that in the predetermination of a movement state (BZn + 1) is assumed that a loss energy (EReib) over the course of a rotation angle (Δφ) of the drive shaft is constant.

8. The method according to claim 6 or 7, characterized in that in the prediction of a movement state (BZn + 1) is assumed that in the internal combustion engine (210) stored compression energy (Ecomp, n-2, Ekomp, nl, Ekomp.n , Ekomp, n + l) at different angular positions (φη-2, φη-1, φη, φη + l) of the drive shaft (222) is assumed to be the same, the different angular positions (φη-2, φη-1, φη, φη + 1) are spaced apart by a rotation angle (Δφ) corresponding to an integer multiple (V) of an ignition period (φΖ), the multiple being at least one.

9. The method according to any one of the preceding claims, characterized in that in the predetermination of a movement state (BZn + 1) is assumed that an inertia (J) of the drive shaft (222) and the operatively connected with her moving parts over a swept angle (φ ) is constant.

10. The method according to any one of the preceding claims, characterized in that the first past state of motion (BZn-2) and the second past

Moving state (BZn) between them include a state of motion BzOT, in which a with the drive shaft (222) connected to the piston (237) is in a position corresponding to a top dead center (TDC).

11. The method according to any one of the preceding claims, characterized in that the energetic state of a movement state (BZn-2, BZn-1, BZn, BZn + 1, BZn + 2, BZn + x, BZn-x, ...) in each moment is a sum of kinetic energy and compression energy.

12. The method according to any one of the preceding claims, characterized in that an energy difference between two different angular positions (φη-2, φη-1, φη, φη + 1), which are spaced apart by a rotation angle (Δφ), the ignition period (φΖ ) corresponds to a loss energy (EReib).

13. The method according to any one of the preceding claims, characterized in that

different movement states (BZn-2, BZn, BZn + 2, BZn-, BZn + 1) each form a group, wherein within a group two directly adjacent movement states 0 between them include a rotation angle (Δφ), which corresponds to an ignition period (φΖ) and between every two such immediately adjacent states of motion, it should hold that a quotient of a difference of the angular velocity and a difference of the time is constant.

14. The method according to any one of the preceding claims, characterized in that for engaging a Andrehritzels (22) in a ring gear (25) suitable angular velocity (coZ, coZb) is determined, and that when a predetermined movement state (BZn + x) the suitable angular velocity (coZ, coZb) has been calculated as a time (tStart) at which a starter device (10) begins to pre-track with its starter pinion (22).

15. Computer program product, which in at least one program memory (303) with

Program instructions (306) is loadable to perform all the steps of the method according to at least one of the preceding claims, when the program in at least one

Control unit (255) is executed.

16. Control unit for a start-stop operation of an internal combustion engine (210) in one

A motor vehicle (310) for short-term stopping and starting of the internal combustion engine (210), wherein the internal combustion engine (210) is startable by means of an electric starting device (10), wherein the control device (255) has a processor (313) with a program memory (303) , characterized in that the processor (313) as detection, evaluation and control device is designed to control the starting device (10) defined, wherein in the program memory (303) a computer program product according to claim 16 is loaded to the method according to a to carry out of claims 1 to 15.