EP3604778B1 - 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
EP3604778B1
EP3604778B1 EP19189516.8A EP19189516A EP3604778B1 EP 3604778 B1 EP3604778 B1 EP 3604778B1 EP 19189516 A EP19189516 A EP 19189516A EP 3604778 B1 EP3604778 B1 EP 3604778B1
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EP
European Patent Office
Prior art keywords
rotation speed
speed
internal combustion
combustion engine
intervention
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.)
Active
Application number
EP19189516.8A
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German (de)
English (en)
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EP3604778A1 (fr
Inventor
Clemens Klatt
Johannes Lang
Michael Unterkircher
Ulf Bannick
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.)
Andreas Stihl AG and Co KG
Original Assignee
Andreas Stihl AG and Co KG
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Publication of EP3604778A1 publication Critical patent/EP3604778A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/02—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for hand-held tools
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • 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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • F02N15/026—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the centrifugal type
    • 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
    • F02N3/00—Other muscle-operated starting apparatus
    • F02N3/02—Other muscle-operated starting apparatus having pull-cords
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F02P9/005—Control of spark intensity, intensifying, lengthening, suppression by weakening or suppression of sparks to limit the engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/06—Small engines with electronic control, e.g. for hand held tools
    • 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
    • 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
    • F02N2200/022—Engine speed

Definitions

  • the invention relates to a method for starting an internal combustion engine in a hand-held, portable implement, a tool of the implement being drive-connected to the crankshaft of the internal combustion engine via a centrifugal clutch.
  • the centrifugal clutch drives the tool when the speed of the internal combustion engine exceeds a clutch speed of the centrifugal clutch.
  • a control unit is provided which intervenes in the ignition as a function of the determined speed of the internal combustion engine.
  • WO 2017/097331 A1 discloses a starting speed limitation and its deactivation based on time window criteria.
  • defects in the mixture formation device can cause undesired operating states of the internal combustion engine, which can result in an excessive speed of the internal combustion engine when it is started.
  • the invention is based on the object of specifying a method for starting an internal combustion engine with which undesired operating states of the internal combustion engine are recognized in order to ensure a reliable start of the internal combustion engine.
  • a starting speed limiter is active at the start and intervenes in the ignition of the internal combustion engine if the internal combustion engine speed exceeds an activation speed above the engagement speed of the centrifugal clutch.
  • the starting speed limitation remains switched off or remains in a 'stand by' mode in which it does not intervene in the operation of the internal combustion engine.
  • the start speed limitation remains inactive.
  • the starting speed limiter intervenes in the ignition for at least one working cycle of the internal combustion engine in such a way that the speed of the internal combustion engine drops.
  • the ignition is intervened again in such a way that the speed of the internal combustion engine increases again.
  • the lower engagement speed lies with a speed difference below an upper engagement speed.
  • the upper engagement speed can be equal to or less than the activation speed.
  • the starting speed limiter intervenes in the ignition again in such a way that the speed drops again.
  • the starting speed limitation can set the speed of the internal combustion engine within the speed corridor between the upper engagement speed and the lower engagement speed. It is advantageously provided that with an increasing number of successive work cycles, the upper engagement speed and / or the lower engagement speed is changed.
  • the upper engagement speed is a limit speed.
  • the upper intervention speed can also be referred to as the upper speed threshold, which, when exceeded, changes the ignition to reduce the speed.
  • the lower engagement speed is a limit speed.
  • the lower intervention speed can also be referred to as the lower speed threshold, below which the ignition is changed to increase the speed.
  • the method according to the invention enables the internal combustion engine to be started reliably while avoiding undesired operating states.
  • the upper engagement speed and / or the lower engagement speed are reduced.
  • the upper engagement speed is lowered below the engagement speed.
  • the ignition can be changed by adjusting the ignition timing.
  • the ignition is advantageously changed by switching the ignition off and on.
  • the upper engagement speed can be a clocking speed which advantageously forms an upper speed threshold.
  • the ignition is switched off.
  • the lower engagement speed can advantageously be a single-stroke speed, which advantageously forms a lower speed threshold.
  • the ignition is switched on when the speed falls below the single stroke.
  • the upper engagement speed is advantageously mapped as a characteristic curve over successive work cycles.
  • the lower engagement speed can be designed as a characteristic curve over successive work cycles.
  • a characteristic curve is understood to mean not only a stored characteristic curve, but also a characteristic curve field stored in a memory and / or characteristic curves predetermined or generated by algorithms. So by entering z. B. the determined speed can be checked in a predetermined algorithm, depending on a variable such as the counted number of work cycles after the start and start of the internal combustion engine, a limit speed such as an upper and / or a lower intervention speed is exceeded or undershot.
  • the characteristics of the upper engagement speed and the lower engagement speed run parallel to one another, in particular largely parallel, at least in sections. Provision is advantageously made to change the characteristics of the upper engagement speed and / or the lower engagement speed with the number of continuous work cycles.
  • the characteristics of the upper engagement speed and the lower engagement speed are expediently reduced by the same amount.
  • the characteristic curves are preferably changed together. It can be advantageous to lower the characteristics of the upper engagement speed and the lower engagement speed by a different amount. In particular, it is provided that after a predetermined number of work cycles the upper engagement speed is below the engagement speed of the centrifugal clutch with a safe speed difference.
  • the activation speed which can in particular be designed as a characteristic curve plotted over continuous work cycles, can be equal to or greater than the upper engagement speed.
  • the characteristic curve is preferably constant and, in particular, runs horizontally to the X-axis.
  • the activation speed preferably forms an invariable activation threshold.
  • the activation speed is preferably not changed during the course of the method.
  • the activation speed is a fixed speed value. It can be useful to provide a variable activation speed over the work cycles.
  • the activation speed is advantageously not below the upper engagement speed.
  • the upper intervention speed can be allowed to be exceeded if the condition has been met that the speed of the internal combustion engine is below the upper intervention speed for the entire duration of the first time window.
  • the first time window preferably starts with the first revolutions of the crankshaft when the internal combustion engine is started, in particular with the first revolution of the crankshaft.
  • the start of the first time window occurs when a first voltage is applied to a generator driven by the crankshaft.
  • the starting speed limitation can advantageously be switched off when individual or more operating parameters are met to deactivate the starting speed limitation, for example as a function of an operating change signal of the internal combustion engine or its ignition control, as described in the patent application DE 10 2011 010 069 A1 by the applicant, the disclosure of which is incorporated herein by reference.
  • a second time window is started.
  • the internal combustion engine is switched off when the speed of the internal combustion engine is not safely below the upper intervention speed for the duration of a third time window.
  • the duration of the second time window is advantageously longer than the duration of the first time window and / or the duration of the third time window.
  • the duration of the second time window is at least a multiple longer than the duration of the third time window.
  • the duration of the first time window is longer than the duration of the third time window.
  • the third time window is restarted each time the lower intervention speed is undershot and the ignition is intervened.
  • the upper intervention speed can be allowed to be exceeded if there is no renewed intervention in the ignition to lower the speed during the third time window.
  • the method according to the invention is particularly advantageous in the case of internal combustion engines to be started using a pull-wire starter.
  • the working device shown schematically has a housing 2 with an internal combustion engine 3 arranged therein.
  • the working device 1 shown as an example is a brush cutter which drives a tool 6 (not shown in detail) via a drive shaft 5 mounted in a guide tube 4.
  • the drive shaft 5 of the tool 6 is drivingly connected to the crankshaft 8 of the internal combustion engine 3 via a centrifugal clutch 7.
  • the crankshaft 8 rotates around an axis of rotation 9 at a speed n.
  • the speed n corresponds to the speed of the internal combustion engine 3.
  • the internal combustion engine 3 is advantageously started by a pull-wire starter 19, by a spring starter or by an electric starter motor.
  • hand-held, in particular portable, hand-held tools can be chain saws, hedge trimmers, pole pruners, blowers, drills, sprayers or the like.
  • the centrifugal clutch 7 produces a torque-transmitting connection between the crankshaft 8 and the drive shaft 5 of the tool 6 and drives the tool 6.
  • the internal combustion engine 3 has a control unit 10 for controlling the speed n of the internal combustion engine 3, the control unit 10 controlling the ignition 11 of the internal combustion engine 3 for setting the speed n.
  • the ignition 11 is changed as a function of the speed n of the internal combustion engine 3. If the speed n exceeds a predetermined upper engagement speed 49 ( Fig. 2 ), the control unit 10 intervenes in the ignition 11 in such a way that the speed drops. If the speed n falls below a lower engagement speed 47 ( Fig. 2 ), the ignition 11 is intervened in such a way that the speed n increases again.
  • a starting speed limiter 12 is formed in the control unit 10.
  • the starting speed limiter 12 can also be provided as a separate unit.
  • the starting speed limiter 12 will intervene in the ignition as a function of an activation speed ADZ.
  • the starting speed limitation is on "Stand by" when the internal combustion engine is started, but only intervenes in the ignition 11 when the speed n of the internal combustion engine 3 exceeds the activation speed ADZ. If the speed n of the internal combustion engine 3 has exceeded the activation speed ADZ once, the starting speed limiter 12 is active. The speed limiter intervenes in the ignition.
  • the speed n of the internal combustion engine 3 is controlled according to predetermined criteria of the method according to the invention, which is described in detail below.
  • the starting speed limiter 12 will intervene in the ignition 11 when the speed n of the internal combustion engine 3 exceeds an activation speed ADZ which is above the coupling speed EKD.
  • the starting speed limiter 12 intervenes in the ignition 11 of the internal combustion engine 3 for at least one working cycle ASP of the internal combustion engine 3 such that the speed n of the internal combustion engine 3 drops. If the speed n of the internal combustion engine 3 falls below the lower engagement speed 47, the ignition 11 is intervened in such a way that the speed n increases again.
  • the ignition 1 is again intervened in order to reduce the speed n in such a way that the speed n drops again.
  • the upper engagement speed 49 and / or the lower engagement speed 47 is changed ( Fig. 2 ).
  • the method according to the invention is described below on the basis of a clock speed ATD and a single cycle speed ETD, which are designed in particular as characteristic curves.
  • the characteristic curves can be stored characteristic curves or characteristic curve fields or they can also be represented by an algorithm.
  • the clock speed ATD forms the upper engagement speed.
  • the single-stroke speed forms the lower engagement speed.
  • n [1 / min] of the internal combustion engine 3 is plotted on the Y axis.
  • the number of successive work cycles ASP after the internal combustion engine 3 has started and started is plotted on the X axis.
  • One ASP work cycle in a two-stroke engine corresponds to a crankshaft rotation of 360 ° kW.
  • one ASP cycle corresponds to two crankshaft rotations, i.e. 720 ° kW.
  • the speed n can be high within the first working cycles ASP increase and exceed the activation speed ADZ. If the speed n of the internal combustion engine 3 exceeds the activation speed ADZ, the starting speed limiter 12 becomes active and intervenes in the ignition to reduce the speed.
  • the activation speed ADZ is in Fig. 2 shown and is above the engagement speed EKD.
  • the clock speed ATD is also mapped as a characteristic curve 14 over successive work cycles ASP.
  • the single-stroke speed ETD is shown as a characteristic curve 16 over successive work cycles ASP.
  • the characteristic curves 14 and 16 of the clock speed ATD and the single cycle speed ETD fall after the start of the internal combustion engine 3.
  • the characteristic curves 14 and 16 of the single-stroke speed ATD and single-stroke speed ETD change and decrease.
  • the characteristic curves advantageously drop by approximately the same amount.
  • the characteristic curve 15 of the activation speed ADZ plotted over the work cycles ASP can advantageously remain the same over the work cycles ASP.
  • the activation speed ADZ is advantageously also changed, in particular lowered, via the work cycles ASP.
  • the starting speed limiter 12 is activated and on the other hand the ignition 11 is changed for at least one work cycle ASP of the internal combustion engine 3.
  • the ignition 11 is switched off. The ignition 11 is then changed again, preferably switched on, when the speed n of the internal combustion engine 3 falls below the characteristic curve 16 of the single-stroke speed ETD.
  • the characteristic curve 14 of the clock speed ATD and the characteristic curve 16 of the single-cycle speed ETD are at a speed distance 13 from one another. With an increasing number of work cycles ASP, the characteristic curve 14 of the clock speed ATD and the characteristic curve 16 of the single-cycle speed ETD fall. After a predetermined number of consecutive following work cycles, the characteristic curves 14, 16 advantageously run parallel to one another at least over one characteristic curve section. A speed corridor 17 extending over the work cycles is advantageously formed between the characteristic curves 14, 16. The characteristic curves 14 and 16 limit the speed corridor 17. The speed corridor 17 advantageously becomes narrower with an increasing number of successive work cycles ASP. The speed difference is halved over the first work cycles. The mentioned speed values are given as examples.
  • the sequence of the method according to the invention is shown in the schematic flow diagram in FIG Fig. 3 shown.
  • the starting speed limiter 12 is in the “stand-by mode” as indicated in the field 21.
  • a counter I is initialized in the following field, as a result of which a first time window 40 with the duration T1 is started.
  • the time window 40 is started with the start of the internal combustion engine 3. With the initialization, the counter I is set to "zero".
  • the current count of the counter I is queried in decision diamond 23.
  • the duration T1 of the time window 40 is determined by a predetermined target value of the counter I. If the duration T1 of the time window 40 has not yet expired, the counter I has not yet reached its target value.
  • Decision diamond 23 branches to the NO branch, and the count of counter I is incremented by the value "1" (field 24). The counter reading is increased by one increment. Then, in decision diamond 25, it is queried whether the activation speed ADZ has been exceeded. If this is not the case, the decision diamond 25 leads back via the NO branch 26 to the query of the current counter reading of the counter I. Is during the entire duration T1 of the time window 40 ( Fig. 4 ) the speed n of the internal combustion engine 3 is below the clock speed ATD, the counter I is increased by one increment until the counter I has reached its predetermined target value. If the target value in the counter I is reached, proper operation of the internal combustion engine 3 is assumed. Decision diamond 23 branches via branch 27 (YES branch) to field 28.
  • Field 28 allows the speed n of internal combustion engine 3 to be increased above the stop speed (upper intervention speed) so that the internal combustion engine goes into regular operation.
  • the The user can increase the speed n of the internal combustion engine via the throttle lever beyond the upper engagement speed and the engagement speed EKD in order to work with the implement 1 as intended.
  • the decision diamond 25 branches to a further counter II.
  • a target value specified for the counter II determines the duration T2 of a second time window 42 ( Fig. 5 , 6th ).
  • the counter II in field 29 is initialized when the activation speed ADZ is exceeded. With the initialization the counter reading is set to "zero".
  • the count of counter II is queried in decision diamond 30. If the duration T2 of the time window 42 has expired, the counter II has reached its predetermined target value. If the count of counter II has reached the target value, decision diamond 30 branches via the YES branch to field 18 “engine stop”. If this is the case, the internal combustion engine 3 is switched off. There may be an undesirable function which can interfere with the proper operation of the internal combustion engine 3.
  • the predetermined target value of the counter II corresponds to the duration T2 of the second time window 42.
  • the speed curve 43 can oscillate between the clock speed ATD and the single cycle speed ETD, which indicates an undesirable operating state.
  • the clock speed ADZ is exceeded in each case and the ignition 11 is switched off and - after the speed drop - the single cycle speed ETD is fallen below and the ignition 11 is switched on again.
  • the count in counter II has not yet reached its target value, the count of counter II in field 31 ( Fig. 3 ) increased by one increment.
  • the decision diamond 32 is then queried as to whether the ignition 11 was switched off, that is, an intervention in the ignition, for example by clocking the ignition 11 off. If the ignition 11 has been switched off, the yes branch 33 of the decision diamond 32 leads back to the decision diamond 30 in order to query the count of the counter II again. In the yes branch 33 to the decision diamond 30 there is also the field 39 in which a further counter III is initialized.
  • the decision diamond 32 branches via the yes branch 33 back to the decision diamond 30 until the target value of the counter II is reached.
  • Decision diamond 30 then branches off to field engine stop 18. Internal combustion engine 3 is switched off accordingly.
  • the counter III is set to "zero". The counter III is given a target value which corresponds to the duration T3 of a third time window 44 ( Fig. 4 , 5 ).
  • the decision diamond 32 branches via the NO branch 34 to field 35, in which the counter reading of counter III is increased by one increment. Then it is queried via the decision diamond 36 whether the count of the counter III has reached the set target value.
  • the target value of the counter III corresponds to the duration T3 of the third time window 44. If the duration T3 has expired, which is recognized by reaching the target value of the counter reading of the counter III, the decision diamond 32 branches via the YES branch to field 38 Increase in the speed n of the internal combustion engine 3 above the clock speed (upper engagement speed), so that the internal combustion engine 3 goes into regular operation.
  • a switch-off criterion can be an operating change signal of the internal combustion engine or its ignition control, as exemplified in the patent application DE 10 2011 010 069 A1 the applicant is described. If there is a switch-off criterion, a switch is made to an operating mode of the internal combustion engine 3 for working with the implement 1.
  • the decision diamond 36 branches to the NO branch and leads back to the input of the decision diamond 30.
  • another query is made whether the target value of the counter II has been reached, that is to say the duration T2 of the second time window 42 has expired.
  • the counter III forms a third time window 44 with the duration T3 and is reinitialized each time the ignition 11 has been switched off. This follows from Fig. 3 , in which the decision diamond 32 branches via the YES branch 33 to the field 39. In this branch 33, the count of the counter III is reset to "zero".
  • the second time window 42 is started with the duration T2 and, after the ignition 11 is switched on, when the speed curve 43 falls below the single-stroke speed ETD, the third time window 44 is started with the duration T3. If the speed curve 43 exceeds the stop speed ATD after activation of the second time window 42, the ignition 11 is switched off.
  • the decision diamond 32 branches back to the input of the decision diamond 30 via the YES branch 33, the counter reading of the counter III being deleted or the counter III being reinitialized at the same time. Of the Counter III counts up again from "zero" if the ignition 11 is switched on again.
  • the duration T3 of the third time window 44 starts again.
  • FIG. 5 If the speed curve 43 exceeds the clock speed ATD after the ignition 11 has been switched on, so that the third time window 44 cannot expire.
  • Fig. 6 If the speed curve 45 levels off below the clock speed ATD, so that the duration T3 of the third time window 44 can expire, which speaks for a stable operation of the internal combustion engine 3.
  • the duration T2 of the second time window 42 is longer than the duration T1 of the first time window 40 and / or the duration T3 of the third time window 44.
  • the duration T2 of the second time window 42 is many times longer than the duration T3 of the third time window.
  • the duration T2 of the second time window is three times to ten times as great, in particular eight times as great as the duration T3 of the third time window 44.
  • the duration T1 of the first time window 40 is longer than the duration T3 of the third time window 44.
  • the duration T1 of the first time window 40 is twice to four times as great Duration T3 of the third time window 44.
  • the duration T1 of the first time window 40 is twice as long as the duration T3 of the third time window 44.
  • the target values of the counters I, II and II are specified in accordance with the selected duration T1 of the first time window 40, the duration T2 of the second time window 42 and the duration T3 of the third time window 44.
  • the target value of the second counter II is greater than the target value of the first counter I and / or the target value of the third counter III.
  • the target value of the second counter II is many times greater than the target value of the third counter III.
  • the first time window 40 can also be referred to as a start window.
  • the second time window 42 can also be referred to as a control window.
  • the third time window 44 can also be referred to as a monitoring window.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Claims (18)

  1. Procédé pour démarrer un moteur à combustion interne (3) dans un appareil de travail portatif à main (1), dans lequel un outil (6) de l'appareil de travail (1) est en relation d'entraînement avec le vilebrequin (8) du moteur à combustion interne (3) par un embrayage centrifuge (7), et l'embrayage centrifuge (7) entraîne l'outil (6) lorsque la vitesse de rotation (n) du moteur à combustion interne (3) dépasse une vitesse de rotation d'embrayage (EKD) de l'embrayage centrifuge (7), et avec une unité de commande (10) pour commander la vitesse de rotation (n) du moteur à combustion interne (3), dans lequel l'unité de commande (10), pour régler la vitesse de rotation (n), commande un allumage (11) du moteur à combustion interne (3) et, en fonction de la vitesse de rotation (n) du moteur à combustion interne (3), modifie l'allumage (11)
    caractérisé
    (i) en ce qu'il est prévu une limitation de vitesse de rotation de démarrage (12) qui intervient dans l'allumage (11) si la vitesse de rotation (n) du moteur à combustion interne (3) dépasse une vitesse de rotation d'activation (ADZ) située au-dessus de la vitesse de rotation d'embrayage (EKD),
    (ii) en ce que la limitation de vitesse de rotation de démarrage (12), pour au moins un cycle de fonctionnement (ASP) du moteur à combustion interne (3), intervient dans l'allumage (11) du moteur à combustion interne (3) de telle sorte que la vitesse de rotation (n) du moteur à combustion interne (3) baisse,
    (iii) et en ce qu'après la baisse de la vitesse de rotation (n) du moteur à combustion interne (3) sous une vitesse de rotation d'intervention inférieure (47) située avec un écart de vitesse de rotation (13) au-dessous d'une vitesse de rotation d'intervention supérieure (49), on intervient dans l'allumage (11) de telle sorte que la vitesse de rotation (n) augmente,
    (iv) et en ce qu'à un dépassement de la vitesse de rotation (n) du moteur à combustion interne (3) au-dessus de la vitesse de rotation d'intervention supérieure (49) on intervient dans l'allumage (11) de telle sorte que la vitesse de rotation (n) baisse à nouveau
    (v) et en ce qu'avec un nombre croissant de cycles de fonctionnement (ASP) successifs, la vitesse de rotation d'intervention supérieure (49) et/ou la vitesse de rotation d'intervention inférieure (47) est modifiée.
  2. Procédé selon la revendication 1,
    caractérisé en ce que la vitesse de rotation d'intervention supérieure (49) et/ou la vitesse de rotation d'intervention inférieure (47) est réduite.
  3. Procédé selon la revendication 1,
    caractérisé en ce que la vitesse de rotation d'intervention supérieure (49) est une vitesse de rotation d'arrêt (ATD) au dépassement de laquelle l'allumage (11) est interrompu.
  4. Procédé selon la revendication 1,
    caractérisé en ce que la vitesse de rotation d'intervention inférieure (47) est une vitesse de rotation de mise en action (ETD) au-dessous de laquelle l'allumage (11) est enclenché.
  5. Procédé selon la revendication 1,
    caractérisé en ce que la vitesse de rotation d'intervention supérieure (49) est représentée comme courbe caractéristique (14) sur des cycles de fonctionnement (ASP) successifs et la vitesse de rotation d'intervention inférieure (47) est représentée comme courbe caractéristique (16) sur des cycles de fonctionnement (ASP).
  6. Procédé selon la revendication 5,
    caractérisé en ce qu'après un démarrage du moteur à combustion interne (3) sur des cycles de fonctionnement (ASP) successifs, les courbes caractéristiques (14, 16) de la vitesse de rotation d'intervention supérieure (49) et de la vitesse de rotation d'intervention inférieure (47) s'étendent au moins par sections parallèlement l'une à l'autre.
  7. Procédé selon la revendication 5,
    caractérisé en ce qu'avec des cycles de fonctionnement (ASP) continus, les courbes caractéristiques (14, 16) de la vitesse de rotation d'intervention supérieure (49) et/ou de la vitesse de rotation d'intervention inférieure (47) sont modifiées.
  8. Procédé selon la revendication 7,
    caractérisé en ce que les courbes caractéristiques (14, 16) de la vitesse de rotation d'intervention supérieure (49) et de la vitesse de rotation d'intervention inférieure (47) sont réduites d'une même valeur.
  9. Procédé selon la revendication 7,
    caractérisé en ce que les courbes caractéristiques (14, 16) de la vitesse de rotation d'intervention supérieure (49) et de la vitesse de rotation d'intervention inférieure (47) sont réduites de valeurs différentes.
  10. Procédé selon la revendication 1,
    caractérisé en ce que la vitesse de rotation d'activation (ADZ) est supérieure ou égale à la vitesse de rotation d'intervention supérieure (49).
  11. Procédé selon la revendication 1,
    caractérisé en ce qu'après écoulement d'une première fenêtre de temps (40) après le démarrage du moteur à combustion interne (3), un dépassement de la vitesse de rotation d'intervention supérieure (49) est autorisé si pendant toute la durée (T1) de la première fenêtre de temps (40) la vitesse de rotation (n) du moteur à combustion interne (3) est située au-dessous de la vitesse de rotation d'intervention supérieure (49).
  12. Procédé selon la revendication 11,
    caractérisé en ce qu'avec le dépassement de la vitesse de rotation d'activation (49), une deuxième fenêtre de temps (42) démarre, et en ce que le moteur à combustion interne (3) est arrêté si la vitesse de rotation (n) du moteur à combustion interne (3) pour la durée (T3) d'une troisième fenêtre de temps (44) n'est pas située au-dessous de la vitesse de rotation d'intervention supérieure (49).
  13. Procédé selon la revendication 12,
    caractérisé en ce que la durée (T2) de la deuxième fenêtre de temps (42) est plus longue que la durée (T1) de la première fenêtre de temps (40) et/ou que la durée (T3) de la troisième fenêtre de temps (44).
  14. Procédé selon la revendication 12,
    caractérisé en ce que la durée (T2) de la deuxième fenêtre de temps (40) est au moins plusieurs fois supérieure à la durée (T3) de la troisième fenêtre de temps (44).
  15. Procédé selon la revendication 12,
    caractérisé en ce que la durée (T1) de la première fenêtre de temps (40) est plus longue que la durée (T3) de la troisième fenêtre de temps (44).
  16. Procédé selon la revendication 12,
    caractérisé en ce que lors du fonctionnement de la limitation de vitesse de rotation de démarrage (12), avec chaque passage au-dessous de la vitesse de rotation d'intervention inférieure (47) et avec une intervention dans l'allumage (11) la troisième fenêtre de temps (44) est redémarrée.
  17. Procédé selon la revendication 12,
    caractérisé en ce qu'un dépassement de la vitesse de rotation d'intervention supérieure (49) est autorisé si pendant la durée (T3) de la troisième fenêtre de temps (44) aucune intervention dans l'allumage pour réduire la vitesse de rotation n'a lieu.
  18. Procédé selon la revendication 1,
    caractérisé en ce que le moteur à combustion interne (3) est démarré par un démarreur à câble (19).
EP19189516.8A 2018-08-03 2019-08-01 Procédé de démarrage d'un moteur à combustion interne Active EP3604778B1 (fr)

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DE4326010A1 (de) 1993-08-03 1995-02-09 Stihl Maschf Andreas Zündschaltung für einen Verbrennungsmotor
US6641504B2 (en) * 2001-03-21 2003-11-04 Eaton Corporation Method and system for establishing an engine speed target for use by a centrifugal clutch control system to launch a vehicle
DE102004051259B4 (de) * 2004-10-21 2020-10-22 Andreas Stihl Ag & Co. Kg Drehzahlschutzschaltung für eine Fliehkraftkupplung
JP5352221B2 (ja) 2008-01-11 2013-11-27 アンドレアス シュティール アクチエンゲゼルシャフト ウント コンパニー コマンディートゲゼルシャフト 内燃エンジンの作動方法
US7735471B2 (en) * 2008-07-16 2010-06-15 Walbro Engine Management, L.L.C. Controlling a light-duty combustion engine
DE102011010069A1 (de) * 2011-02-01 2012-08-02 Andreas Stihl Ag & Co. Kg Verfahren zur Steuerung der Drehzahlbegrenzung eines Verbrennungsmotors
DE102011120812B4 (de) * 2011-12-10 2022-06-02 Andreas Stihl Ag & Co. Kg Verfahren zum Betrieb eines handgeführten Arbeitsgeräts
DE102012015034A1 (de) 2012-07-31 2014-02-27 Andreas Stihl Ag & Co. Kg Verfahren zur Abschaltung einer Drehzahlbegrenzung bei einem Verbrennungsmotor
WO2017097331A1 (fr) * 2015-12-07 2017-06-15 Husqvarna Ab Outil de puissance à main et système de commande associé à ce dernier, et utilisation et procédé de commande

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US10774804B2 (en) 2020-09-15
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CN110792519B (zh) 2023-06-20
CN110792519A (zh) 2020-02-14

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