Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N19/00—Starting aids for combustion engines, not otherwise provided for
  • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
• • 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
  • F02D41/02—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
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0803—Circuits or control means specially adapted for starting of engines characterised by means for initiating engine start or stop
  • F02N11/0811—Circuits or control means specially adapted for starting of engines characterised by means for initiating engine start or stop using a timer
• • 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
  • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
• • 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
  • 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
  • F02D2250/06—Reverse rotation of 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
  • F02N19/00—Starting aids for combustion engines, not otherwise provided for
  • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
  • F02N2019/007—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation using inertial reverse rotation
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2300/00—Control related aspects of engine starting
  • F02N2300/30—Control related aspects of engine starting characterised by the use of digital means
  • F02N2300/302—Control related aspects of engine starting characterised by the use of digital means using data communication
  • F02N2300/304—Control related aspects of engine starting characterised by the use of digital means using data communication with other systems inside the vehicle

Definitions

• the present invention relates a method for starting an internal combustion engine of a vehicle and system thereof.
• Vehicles utilizing a power source such as an Internal Combustion (IC) engine, to generate power are typically equipped with a transmission system to transmit power generated by the power source to one or more wheels of the vehicle.
• IC Internal Combustion
• a crankshaft of the IC engine is rotated.
• ISG integrated starter generator
• the ISG system includes an ISG machine which includes a stator and a rotor connected to the crankshaft of the IC engine.
• the ISG system further includes an ISG controller which is operatively connected to the ISG machine.
• the ISG controller controls the ISG machine, for example by causing the ISG machine to work as engine starter or as a generator.
• the ISG system While working as the engine starter, the ISG system rotates the crankshaft firstly in a reverse direction to acquire a desired momentum and thereafter in a forward direction.
• air fuel mixture is injected inside the IC engine.
• ignition takes place only during forward rotation.
• air fuel mixture injected during reverse rotation will add up with the air fuel mixture injected during forward rotation.
• combustion of the fuel does not happen completely and therefore, higher hydrocarbon emissions are emitted.
• additional injection inhibiting means are installed in the existing engine control systems. These inhibiting means inhibit the fuel injection when the crankshaft rotates in the reverse direction. Therefore, whenever the crankshaft rotates in the reverse direction, both injection and ignition are disabled. Other engine control systems disable the starter switch input during reverse rotation of the crankshaft.
• One of the major drawbacks associated with the existing engine control systems is that the crank position sensor processes the signal corresponding to the reverse rotation and starts engine synchronization. Once the completion of reverse rotation takes place, the engine control unit (ECU) schedules pre-injection.
• ECU engine control unit
• the present invention is directed to a method for starting an Internal Combustion (1C) engine connected to a crankshaft coupled with an Integrated Starter Generator.
• the method comprises the steps of receiving a start signal by an Engine Control Unit, communicating the start signal to an Integrated Starter Generator controller communicatively coupled with the Integrated Starter Generator. Thereafter, the crankshaft is cranked in a reverse direction by the Integrated Starter Generator in response to a first signal, corresponding to the start signal, from the Integrated Starter Generator controller, followed by monitoring position of the crankshaft by the Engine Control Unit.
• the Engine Control Unit continuously communicates the start signal to the Integrated Starter Generator controller for a predetermined time.
• the predetermined time is in between 1.5 seconds to 5 seconds.
• a crank position sensor in the IC engine continuously monitors the position of the crankshaft, said crank position sensor being coupled to the Engine Control Unit.
• a crank position signal received by the Engine Control Unit from the crank position sensor indicates any one of the forward direction of rotation of the crankshaft or the reverse direction of rotation of the crankshaft.
• the Engine Control Unit delays the injection and ignition of air fuel mixture inside the IC engine when it receives the crank position signal indicating the reverse direction of rotation of the crankshaft.
• the Integrated Starter Generator controller generates the second signal in response to the Engine Control Unit communicating the start signal to the Integrated Starter Generator controller for the predetermined time.
• the Engine Control Unit is configured to process the crank position signal indicating the forward direction of rotation of the crankshaft.
• starting the IC engine comprises scheduling injection and ignition of air fuel mixture based on position of the crankshaft during rotation in forward direction, determining by the Engine Control Unit whether the crankshaft rotates at a speed greater than a threshold engine start rotation speed, and entering by the Integrated Starter Generator controller in a generator mode if the crankshaft rotates at a speed greater than the threshold engine start rotation speed.
• the present invention is directed to starting system of an
• Figure 1 illustrates a block diagram of a system for starting an internal combustion (IC) engine in accordance with an embodiment of the present invention.
• Figure 5 illustrates the delay in injection and ignition of air fuel mixture during reverse rotation of the crankshaft in accordance with the method of Figure 4.
• Figure 6 illustrates a state-of-the-art method with injection and ignition of air fuel mixture during reverse rotation of the crankshaft.
• the vehicle is a two wheeled vehicle.
• the disclosure in the present invention may be applied to any automobile capable of accommodating the present subject matter without defeating the spirit of the present invention.
• FIG. 2 illustrates a block diagram of the engine management system (EMS) showing the engine control unit or ECU 140.
• the ECU 140 is coupled with a plurality of sensors, such as but not limited to, a throttle position sensor 170, a manifold pressure sensor 180, an intake air temperature sensor 190, an engine temperature sensor 200, a crank position sensor 160, and a lambda sensor 210.
• a plurality of actuators are also coupled to the ECU 140, each of the actuators are actuated by the ECU 140 upon receiving input from the plurality of sensors described herein below.
• the throttle position sensor 170 measures a throttle opening percentage.
• the ECU 140 is configured to process the throttle opening percentage and detect an engine load and optimize the fuel quantity and ignition timing.
• the engine temperature sensor 200 measures an engine block temperature based on which the ECU 140 is configured to optimize the fuel quantity and ignition timing.
• the plurality of actuators coupled with the ECU 140 has different functions. For instance, an injector 220 is configured to inject a desired quantity of fuel to a combustion chamber.
• the idle air control valve 230 is a bypass valve configured to provide sufficient air for the IC engine 110 to idle.
• the cannister purge valve 240 is configured to purge the fuel vapors stored in a canister to an intake system, thereby reducing evaporative emission.
• pre-drive process refers to the normal functioning of the plurality of sensors and plurality of actuators, as confirmed by the ECU 140. Said otherwise, since the plurality of sensors and the plurality of actuators are coupled to the ECU 140.
• Stop Start switch status 340 from a display screen or speedometer 310 of the vehicle, based on input received from Idle Stop Start switch 290.
• the ECU 140 and the ISG controller 150 are configured to communicate with each other as shown in Figure 3.
• the ECU 140 is configured to communicate EMS start status 320 with the ISG controller 150.
• the ISG controller 150 is configured to communicate with the ECU 140, for instance, malfunction or error 330 in ISG 130, ISG status 330, user-operable input switch 280 status 330, and the likes.
• a user (interchangeably referred to as rider) actuates an ignition key of the vehicle. The actuation of the ignition key powers the ECU 140.
• step 302 the ECU 140 is configured to check whether the pre-drive process has been completed. If the pre-drive process is incomplete and some of the plurality of sensors and/or the plurality of actuators are yet to report normal functioning, the ECU 140 waits until the same is concluded. This is shown in step 303.
• the ECU 140 is configured to receive a corresponding input and inform the user of the same by way of an indication on the display screen or speedometer 310 of the vehicle. Consequently, the ECU 140 does not perform any of the further steps described in Figure 4 and therefore, the vehicle is not started.
• the ECU 140 Upon receiving satisfactory input during the pre-drive process, in step 304, the ECU 140 is configured to receive a start signal in response to the user-operable input switch 280 being pressed.
• the user-operable input switch 280 is located on the vehicle, preferably on the handlebar.
• the ECU 140 has received the start signal, the ECU 140 is configured to continuously communicate the start signal to the ISG controller 150 for a predetermined time.
• the predetermined time ranges in between 1.5 seconds to 5 seconds.
• the communication between various controllers is preferably carried out by means of CAN or hardwired.
• the ISG 130 is configured to crank the crankshaft 120 in a reverse direction in response to a first signal received from the ISG controller 150.
• the ISG controller 150 is configured to generate the first signal in response to the ECU 140 communicating the start signal to the ISG controller 150 for the predetermined time.
• step 308 the position of the crankshaft is monitored by the ECU 140. This is done by means of the crank position sensor 160 in the IC engine 110.
• the crank position sensor 160 is configured to continuously monitor the position of the crankshaft 120 and generate a crank position signal which is received by the ECU 140.
• the crank position signal is configured to indicate the forward rotation of the crankshaft 120 or the reverse rotation of the crankshaft 120, as is the case. [038] When the crank position signal indicates the reverse rotation of the crankshaft
• the ISG controller 150 is configured to generate a second signal in response to the ECU 140 communicating the start signal to the ISG controller 150 for the predetermined time. As show in step 310, the forward rotation of the crankshaft 120 results in starting the IC engine 110. Said otherwise, the crank position signal indicating the forward rotation of the crankshaft 120 results in starting the IC engine 110.
• the ECU 140 is configured to process the crank position signal indicating the forward rotation of the crankshaft 120.
• the crank position signal indicating the forward rotation of the crankshaft 120.
• the starting of the IC engine 110 comprises scheduling injection and ignition of air fuel mixture based on position of the crankshaft 120 during forward rotation; determining by the ECU 140 whether the crankshaft 120 rotates at a speed greater than a threshold engine start rotation speed; and entering by the ISG controller 150 in a generator mode if the crankshaft 120 rotates at a speed greater than the threshold engine start rotation speed.
• the crankshaft 120 rotation speed determined by engine RPM sensor
• the threshold engine start rotation speed or predetermined threshold engine RPM
• IC engine 110 has started. This is shown in step 310c.
• the threshold engine start rotation speed is 700 RPM to 1000 RPM. In case the crankshaft 120 rotation speed is less than the threshold engine start rotation speed, the step 310b is continuously repeated.
• the system 100 of the present invention as illustrated in Figure 1 is capable of performing the method as described herein.
• the ECU 140 is configured to: receive a start signal and communicate the start signal to the ISG controller 150.
• the ISG 130 cranks the crankshaft 120 in a reverse direction in response to a first signal, corresponding to the start signal, received from the ISG controller 150.
• the ECU 140 is configured to receive signal from the crank position sensor 160 and monitor position of the crankshaft 120, and delay injection and ignition of air fuel mixture inside the IC engine 110 during reverse rotation of the crankshaft 120.
• the ISG 130 rotates the crankshaft 120 in a forward direction after the delay thereby starting the IC engine 110.
• the curves depicted by 401 , 402, 403, 404, 405 and 406 refer to engine speed, crank position sensor (160) output, ignition, injection, engine synchronization status and status bit indicating direction of rotation, respectively, for the present invention.
• the curves depicted by 501, 502, 503, 504, 505 and 506 refer to engine speed, crank position sensor 160 output, ignition, injection, engine synchronization status and status bit indicating direction of rotation, respectively, for the state of the art method.

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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)
• Combined Controls Of Internal Combustion Engines (AREA)

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• 2022
  • 2022-02-07 WO PCT/IN2022/050098 patent/WO2022172287A1/en active Application Filing
  • 2022-02-07 EP EP22704013.6A patent/EP4291768A1/de active Pending
  • 2022-02-14 CN CN202210131614.8A patent/CN114922760A/zh active Pending

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