JP2014062546A - Device and method for starting engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device and a method for starting an engine.SOLUTION: Components of an engine may be damaged when the engine is started while it is not sufficiently lubricated. The disclosed method and apparatus may facilitate improved protection against such damage to the components of an engine by priming the engine lubrication pressure for a period of time before starting the engine if, when an engine start is demanded by the operator, a measured engine lubricant pressure is below a threshold value. This may result in better lubrication of the engine before it is turned on, and consequently the engine components may have an improved lifespan.

Description

  The present disclosure relates to an apparatus and method for starting an engine.

  The various moving parts of the internal combustion engine and devices around the internal combustion engine, such as turbochargers, may require lubrication to reduce friction and heat, thereby extending the life of the part. While the engine is running, lubricating oil can be circulated around the engine and its peripheral devices by various means, such as by a pump. However, while the engine is stopped, the means for pumping the lubricant does not operate and the lubricant can gradually flow out of the moving parts that need to be lubricated and collect in the lubricant sump.

  As a result, when starting an engine that has been stopped for a long period of time, the moving parts may initially not be adequately lubricated. After the engine is started, the lubricant pressure in the engine system can gradually increase as the lubricant pump begins to operate, for example. As the lubricating oil pressure increases, it can reach a height at which the moving parts of the engine and its peripherals can be well lubricated.

  Before the engine and its peripherals are well lubricated, they can be susceptible to damage caused by friction and heat. For example, immediately after starting and before the engine and its peripherals are properly lubricated, if the engine requires a rapid acceleration of the engine, there will be permanent damage to the poorly lubricated parts of the engine and its peripherals. Can be given.

  For example, high pressure turbochargers may require well lubricated parts such as bearings and may tend to cause failures caused by poor lubrication. If a high load is applied to the engine immediately after start-up and before the turbocharger is properly lubricated, or if a high engine speed is required, the turbocharger will be very fast, for example permanent within about 10 seconds Possible damage.

  U.S. Pat. No. 6,089,089 discloses a method for controlling the lubrication of an internal combustion engine, in which a battery-powered oil pump can inject lubricating oil into the engine cylinder before the engine is started. Oil injection can be preemptively started at various cycles depending on the engine start history and the injection request timing.

  By periodically initiating preemptive oil injection, if a number of preemptive oil injection events occur before the ignition request, the power is exhausted to the extent that the battery is completely exhausted and the engine can no longer be started. Can be gradually drained from the battery.

US Patent Application Publication No. 2010/0018805

  The present disclosure is a method of starting an engine comprising: a) priming an engine lubricant pressure for a period of time if the engine lubricant pressure is below a lubricant pressure threshold after the engine is requested to start; b) starting the engine after a period of priming engine lubricant pressure.

  The present disclosure is also a controller for starting an engine that primes the engine lubricant pressure for a period of time if the engine lubricant pressure is below a lubricant pressure threshold after the engine is requested to start, A controller is provided that is configured to start the engine after a period of priming engine lubricant pressure.

  Embodiments of the present disclosure will now be described by way of example only with reference to the following drawings.

The schematic diagram of an engine device is shown. Fig. 2 shows method steps that may be used when starting the engine device of Fig. 1; Fig. 2 shows method steps that can be used after starting the engine arrangement of Fig. 1; 2 illustrates an example vehicle in which the engine apparatus shown in FIG. 1 may be used.

  FIG. 1 shows an example of an engine 110, for example, an internal combustion engine. The starting of engine 110 may be controlled by controller 120. The controller 120 receives the engine start request signal 161. The engine start request signal 161 may be generated, for example, by an engine operator turning an ignition key, or by some other means that may require an engine start. Upon receiving the engine start request signal 161, the controller 120 may initiate an engine start routine.

  Starting the engine can be performed by any means well known to those skilled in the art. For example, an engine start request may cause the starter motor to start cranking the engine 110, i.e., rotate the engine 110. When controller 120 activates engine fuel injector 140 using fuel injector control signal 172, fuel is injected into the cylinder of engine 110. Fuel is injected into the cylinder during engine cranking, resulting in combustion in the cylinder and engine 110 to operate. If the controller 120 stops the engine fuel injector 140, combustion in the cylinder does not occur and engine cranking continues.

  The engine 110 may be lubricated, for example with oil, and the controller 120 may take into account the measured engine lubricant pressure 162 when controlling the starting of the engine 110. The controller 120 may also receive measurements of air pressure 163, engine coolant temperature 164, air inlet temperature 165, and air intake manifold air temperature 166. Some or all of them can be considered when controlling the starting of the engine 110. Any type of sensor that would be well known to those skilled in the art may be used to perform these readings.

  In the example shown in FIG. 1, a turbocharger 150 is disposed on the engine 110 as a peripheral device. Turbocharger 150 components may also be lubricated by the same lubrication system used to lubricate engine 110. As a result, the measured engine lubricant pressure 162 may also indicate the turbocharger 150 lubricant pressure. Turbocharger 150 is merely intended to be an example of a peripheral device that requires lubrication that may be used with engine 110. Alternatively, engine 110 may be a standard intake engine without a turbocharger. Additional or alternative peripheral devices that require lubrication may also be used with engine 110.

  FIG. 2 illustrates an exemplary method of starting the engine 110 according to an embodiment of the present disclosure.

  Upon receiving a request to start engine 110, it may be determined in step S210 whether the measured engine lubricant pressure 162 is less than a lubricant pressure threshold.

  If step S210 determines that the measured engine lubricant pressure 162 exceeds the lubricant pressure threshold, engine 110 and any peripheral devices can be sufficiently lubricated to avoid damage, and engine 110 is started. Can be considered safe. As a result, the control method may proceed to step S230 and start the engine 110 by enabling the engine fuel injector 140 such that, for example, cranking of the engine 110 causes combustion in the engine cylinder.

  If step S210 determines that the measured engine lubricant pressure 162 is less than the lubricant pressure threshold, starting engine 110 may damage engine 110 and any peripheral devices due to insufficient lubrication. Can be considered. In this case, the control method may proceed to step S220 for lubricating oil pressure priming.

  Lubricating oil pressure priming can be performed using a number of different techniques. For example, the electric lubrication pump of the lubrication system of engine 110 may be activated by drawing power from the engine battery. Alternatively, engine 110 can be started, i.e. cranked, and the mechanical connection between the crankshaft and the mechanical lubricant pump can drive the mechanical lubricant pump to increase the lubricant pressure. Alternatively, a small electric priming pump can be used in addition to the mechanical pump. However, the use of an electric pump alone or in combination with a mechanical pump can increase costs compared to using only a mechanical pump. Accordingly, it may be preferable to prime engine lubricant pressure by cranking engine 110 to operate a mechanically driven lubricant pump.

  The cranking of the engine 110 is prevented by the controller 120 from shutting down the engine fuel injector 140, thus preventing the engine 110 from fully starting when the engine 110 is cranked in response to an engine start request, This can be done by setting the fuel injector control signal 172 so that only engine cranking occurs.

  The lubricant pressure threshold is set to a level below which the engine 110 and any peripherals to be lubricated, such as the turbocharger 150, are considered to be damaged as a result of insufficient lubrication when the engine 110 is started. Can be done. The lubricant pressure threshold may be fixed at a predetermined value deemed appropriate for the size and type of engine 110 and peripheral devices, for example, between 50 kPaG and 150 kPaG (ie, 50 kPa to 150 kPa gauge pressure), such as 80 kPaG. .

  Alternatively, the lubricant pressure threshold may be determined by considering the operating condition of engine 110 when engine start is required. The operating conditions may include, but are not limited to, at least one of atmospheric pressure 163, engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold.

  For example, when the atmospheric pressure is low because the engine 110 is at a high altitude, the lubrication of the engine 110 and all surrounding components is more difficult and can therefore be expected to be more concerned. As a result, the lubricant pressure threshold can be set higher for low pressure to improve the possibility of good lubrication before the engine 110 is started.

  Conversely, at high atmospheric pressures, the lubrication of engine 110 and all surrounding components can be expected to be relatively simple, so it is less concerned that high lubricant pressure is guaranteed to be achieved before engine 110 is started. May not be. Accordingly, the lubricant pressure threshold may be set lower with respect to high pressure so that the user is not disturbed too hard by extending the duration of the lubricant pressure priming.

  Accordingly, the lubricating oil pressure threshold can be set at a level that is inversely proportional to atmospheric pressure.

  Similarly, at low temperatures, the lubrication of engine 110 and all surrounding components is more difficult and can therefore be expected to be more concerned. As a result, the lubricant pressure threshold can be set higher for low temperatures to improve the possibility of good lubrication before the engine 110 is started. Conversely, the lubricant pressure threshold can be set lower for high temperatures, so that when there is less concern about lubricant pressure, the user is severely disturbed by extending the duration of lubricant pressure priming There is nothing.

  Accordingly, the lubricant pressure threshold can be set at a level that is inversely proportional to temperature.

  When considering temperature, at least two of the engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold may be used to determine the lubricant pressure threshold. This may reduce the possibility that the lubricant pressure threshold is set to a dangerously low level by accidentally high temperature measurements.

  The lubricant pressure threshold may also be determined taking into account at least two of atmospheric pressure 163 and engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold. This can be accomplished, for example, using a look-up table or map with two inputs, atmospheric pressure and temperature, and one output, lubricant pressure threshold. In this way, a lubricant pressure threshold can be set that most effectively balances the conflicting requirements of improving the safe start of engine 110 and minimizing lubricant pressure priming interference to the operator.

  Engine lubricant pressure can increase rapidly as a result of the operation of the lubricant pump during priming. The measured engine lubricant pressure 162 may be monitored during priming of the lubricant pressure in step S222, and once the measured engine lubricant pressure 162 exceeds the lubricant pressure threshold, the control method proceeds to step S230. The engine 110 can be started. Engine 110 may be configured by controller 120 to set fuel injector control signal 172 to enable engine fuel injector 140, thereby initiating combustion in the cylinder of engine 110, or any known to those skilled in the art. It can be triggered by other techniques.

  Alternatively, in step S224, the period during which the lubricant pressure priming has been performed can be monitored, and the engine 110 can be started after the lubricant pressure priming has been performed for a predetermined period (the lubricant pressure priming time threshold). . This threshold may be a fixed time, eg, 5-25 seconds, such as 10 seconds, or it may be set based on the operating state of engine 110 at the time of an engine start request. The operating conditions may include, but are not limited to, at least one of atmospheric pressure 163, engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold.

  When the atmospheric pressure is low, for example because the engine 110 is at a high altitude, it may take longer for the lubricant to reach a pressure at which the engine 110 can start without causing damage. As a result, the lubricant pressure priming time threshold can be set longer for low atmospheric pressure, thereby providing longer time for the engine lubricant pressure to reach a safe level.

  Conversely, at high atmospheric pressures, it can be expected that it will be relatively easy for the lubricant to reach a pressure at which the engine 110 can be started without causing damage. Accordingly, the priming of the lubricant pressure prior to starting the engine 110 may not be of much concern. As a result, the lubricant pressure priming time threshold can be set to a shorter period so that the user is not severely disturbed by extending the period of lubricant pressure priming.

  Thus, the lubricant pressure priming time threshold can be inversely proportional to atmospheric pressure.

  Similarly, at low temperatures, it may take longer for the engine lubricant pressure to reach a pressure at which the engine 110 can start without causing damage. Accordingly, the lubricant pressure priming time threshold may be set longer for low temperatures, thereby providing longer time for the engine lubricant pressure to rise to a safe level. Conversely, the lubricant pressure priming time threshold can be set shorter for high temperatures, so that when there is less concern about lubricant pressure, the user can be severely disturbed by extending the duration of the lubricant pressure priming. It will never be done.

  Thus, the lubricant pressure priming time threshold can be inversely proportional to temperature.

  When considering temperature, at least two of the engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold may be used to determine the lubricant pressure priming time threshold. This may reduce the possibility that the lubricant pressure priming time threshold is set to a dangerously short period due to an erroneously high temperature measurement.

  The lubricant pressure priming time threshold may also be determined taking into account at least two of atmospheric pressure 163 and engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold. . This may be accomplished, for example, using a look-up table or map with two inputs, atmospheric pressure and temperature, and one output, a lubricant pressure priming time threshold. In this way, a lubricant pressure priming time threshold can be set that most effectively balances the conflicting requirements of improving the safe start of engine 110 and minimizing lubricant pressure priming interference to the operator. .

  Both steps S222 and S224 may be performed as shown in FIG. 2, where the lubricant pressure priming is performed until the measured engine lubricant pressure 162 exceeds the lubricant pressure threshold or the lubricant pressure priming is the lubricant pressure. Whichever is done earlier may continue until it is done for a period exceeding the priming time threshold. In most circumstances, the measured engine lubricant pressure 162 can be expected to exceed the lubricant pressure threshold very quickly, for example, within about 3 seconds. When the measured engine lubricant pressure 162 remains below the lubricant pressure threshold after the lubricant pressure priming has been performed for a period exceeding the lubricant pressure priming time threshold, the engine lubricant pressure is sufficiently high but the measured engine It can generally be expected that the lubricant pressure 162 is incorrect, for example due to a failed sensor.

  Lubricating oil pressure priming cannot be performed for an indefinite period of time, otherwise the engine battery may drain power by cranking the engine 110 or the engine 110 operator may be frustrated. In such a case, after exceeding the lubricant pressure priming time, starting the engine 110 even if the measured engine lubricant pressure 162 is below the lubricant pressure threshold, and the lubricant pressure is actually And it may be preferable to trust that it is high enough to avoid damage to peripheral devices. In order to alert the operator that the engine 110 has been started even if the measured engine lubricant pressure 162 is low, a warning indicator to the operator, such as a warning lamp or sound, may also be activated.

  For example, if the measured engine lubricant pressure 162 exceeds the lubricant pressure threshold, once it is determined that the engine 110 should be started, the start of the engine 110 may be delayed by a delay period in step S230. During that time, lubricant pressure priming continues. The lubricant pressure sensor used to determine the measured engine lubricant pressure 162 may be located near the engine 110 lubricant filter. The rise in the measured engine lubricant pressure 162 at the lubricant pressure sensor takes some time to ensure proper lubrication throughout the lubrication system, especially when many peripheral devices such as turbochargers are connected to the lubrication system. Can bring In step 230, the engine 110 and peripheral devices are configured to introduce a delay time between the lubricant pressure sensor indicating the engine lubricant pressure exceeding the lubricant pressure threshold and starting the engine 110. , Before engine 110 is started, it is more likely to be well lubricated.

  The delay time can be a predetermined period and is set based on the size and type of engine 110 and peripheral devices. The time can be set to a period of up to 10 seconds, for example 2 seconds.

  Alternatively, it can be determined by considering the operating state of the engine 110. The operating conditions may include, but are not limited to, at least one of atmospheric pressure 163, engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold.

  Delay time considers atmospheric pressure 163 and / or temperature in the same way that those engine operating conditions are used to set the lubricant pressure threshold and lubricant pressure priming time threshold as described above. Can be set. Higher pressures and / or higher temperatures can result in shorter delay times, and lower atmospheric pressures and / or lower temperatures can result in longer delay times.

  After the engine 110 is started, the engine 110 can then be stopped by the operator. When the engine 110 is first started, the engine 110 and its peripherals can be well lubricated thanks to lubricant pressure priming. During operation of the engine 110, the engine lubricant pressure can be kept high as well, thanks to the lubricant pump, and a good level of lubrication is consequently maintained. After the engine 110 stops, the engine lubricating oil pressure may gradually decrease, and the engine 110 and its peripheral devices may gradually become less well lubricated. However, for a period of time after the engine 110 is shut down, the engine lubricant pressure and the lubrication of the engine 110 may still be sufficient for the engine 110 to return without the need for lubricant pressure priming.

  If an engine start request is received within this period after the engine 110 has stopped, it may be arranged that the engine 110 is restarted immediately. By doing so, computation and time can be saved, and it can be assured that the engine 110 operator is not inconvenienced by a false decision to begin lube pressure priming when it is apparent that it is not actually required.

  The period during which the engine 110 can be restarted immediately after the engine 110 is stopped (stop period) may be a fixed predetermined period, for example, 15 minutes after the engine 110 is stopped, such as 15 minutes after the engine 110 is stopped. Can be up to minutes. The stop period may be set in consideration of the size and type of engine 110 and surrounding components. If an engine start request signal is received after the stop period has elapsed, the start method previously described and shown in FIG. 2 may be performed by proceeding to step S210.

  After the engine is started in step S230, the engine speed can be limited for a period of time according to the steps shown in FIG. The rotational speed may be limited to, for example, a low idling rotational speed or, if it is lower, an adjustable engine rotational speed threshold.

  Damage to engine 110 and peripheral devices such as turbocharger 150 caused by inadequate lubrication tends to become more severe at higher engine speeds. During low speed operation of the engine 110, the engine lubricant pressure can quickly rise from the pressure obtained by the lubricant pressure priming because the lubricant pump should be driven with more power. Thus, low speed operation after engine 110 has been started for a period of time causes engine 110 and any peripheral devices to be further lubricated, resulting in damage when engine 110 is allowed to operate freely at higher rotational speeds. It becomes difficult to do.

  As a result, by imposing an engine speed limit after engine startup, engine 110, and any peripheral devices, can be protected from damage that might otherwise occur at high engine speeds.

  After engine 110 is started in step S230, it may be determined in step S320 whether measured engine lubricant pressure 162 is less than a second lubricant pressure threshold. If the measured engine lubricant pressure 162 is low after the engine 110 is started, it can be expected that the engine 110 and any peripheral devices are not sufficiently lubricated to protect against damage caused by high engine speeds. Conversely, after engine 110 is started, if measured engine lubricant pressure 162 is high, engine 110 and any peripheral devices may be expected to be sufficiently lubricated to protect against damage caused by high engine speed. .

  If step S320 determines that the measured engine lubricant pressure 162 exceeds the second lubricant pressure threshold, the engine 110 and any peripheral devices may be sufficiently lubricated to avoid damage, so that the engine Can be considered safe to operate normally (potentially at high rotational speeds). As a result, the control method may proceed to step S340 and allow standard operation of the engine.

  If step S320 determines that the measured engine lubricant pressure 162 is less than the second lubricant pressure threshold, engine 110 and any peripheral devices may be damaged if engine 110 operates at a high rotational speed. Can be considered. In this case, the control method proceeds to step S330, where the engine speed is limited.

  If the second lubricant pressure threshold is below that, the engine 110 and any peripheral devices to be lubricated, such as the turbocharger 150, may be damaged if the engine 110 is allowed to operate at high rotational speeds. It can be set to a level that can be considered. The second lubricating oil pressure threshold level is fixed at a predetermined value deemed appropriate for the size and type of engine 110 and peripheral devices, for example, between 100 kPaG and 300 kPaG (ie, 100 kPa to 300 kPa gauge pressure), such as 150 kPaG. obtain.

  Alternatively, the second lubricant pressure threshold may be determined by considering the operating condition of engine 110. The operating conditions may include, but are not limited to, at least one of atmospheric pressure 163, engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold.

  For example, when the atmospheric pressure is low because the engine 110 is at a high altitude, the lubrication of the engine 110 and any peripheral devices is more difficult and can therefore be expected to be more concerned. As a result, the second lubricant pressure threshold can be set higher for low pressure to improve the possibility of good lubrication before the engine 110 is allowed to operate at higher rotational speeds. .

  Conversely, at high atmospheric pressures, the lubrication of the engine 110 and all peripheral devices may be expected to be relatively simple, so it may not be so concerned that it is guaranteed that high engine lubricant pressure is achieved. Thus, the second lubricating oil pressure threshold may be set lower for high pressure so that the user is not disturbed too severely by extending the period of engine speed limitation.

  Therefore, the second lubricating oil pressure threshold can be set at a level that is inversely proportional to the atmospheric pressure.

  Similarly, at low temperatures, the lubrication of engine 110 and all surrounding components is more difficult and can therefore be expected to be more concerned. As a result, the second lubricant pressure threshold can be set higher for low temperatures to improve the possibility of good lubrication before the engine 110 is allowed to operate at high rotational speeds. Conversely, the second lubricant pressure threshold can be set lower for high temperatures, so that when there is less concern about the lubricant pressure, the user is severely disturbed by extending the engine speed limit period. Never happen.

  Therefore, the second lubricating oil pressure threshold can be set at a level that is inversely proportional to temperature.

  When considering temperature, at least two of the engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold may be used to determine the second lubricant pressure threshold. This may reduce the possibility that the second lubricant pressure threshold is erroneously set to a dangerously low level due to high temperature measurements.

  The second lubricant pressure threshold is also determined taking into account at least two of atmospheric pressure 163 and engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold. obtain. This may be accomplished, for example, using a look-up table or map with two inputs, atmospheric pressure and temperature, and one output, a second lubricant pressure threshold. In this way, a second lubricant pressure threshold is set that most effectively balances the conflicting requirements of improving the safe start of engine 110 and minimizing engine speed limit interference to the operator. obtain.

  In step S330, the maximum engine speed may be limited to a low engine speed, eg, a low idling engine speed, or if it is lower, to an adjustable engine engine speed threshold. One skilled in the art will recognize that the rotational speed limit can be achieved in a number of different ways, such as using a mechanical governor or by the controller 120.

  The maximum engine speed is, after start-up, until the measured engine lubricant pressure 162 exceeds the second lubricant pressure threshold (the engine 110 and any surrounding components can be expected to be well lubricated). Alternatively, it may be limited which occurs earlier, until the time after startup of engine 110 (ie, the period during which the maximum engine speed was limited) exceeds the engine speed limit time threshold. In most circumstances, after engine 110 is started, the measured engine lubricant pressure 162 can be expected to exceed the second lubricant pressure threshold very quickly, for example, within about 2 seconds. After engine 110 has been started for a period exceeding the engine speed limit time threshold, when measured engine lubricant pressure 162 remains below the second lubricant pressure threshold, the engine lubricant pressure is sufficiently high but measured It can generally be expected that the engine oil pressure 162 applied is incorrect, for example due to a faulty sensor.

  Limiting the maximum engine speed cannot be done indefinitely without significantly interfering with the operation of the engine 110 and without causing major inconvenience to the operator. In such a case, after exceeding the engine speed limit time threshold, the engine 110 operates normally even if the measured engine lubricant pressure 162 is less than the second lubricant pressure threshold, and the lubricant It is preferable to trust that the pressure is actually high enough to avoid damage to the engine 110 and peripheral devices. A warning indicator to the operator, such as a warning light or a warning sound, may also be activated to alert the operator that the measured engine lubricant pressure 162 is low when normal operation of the engine is allowed. .

  Thus, as shown in FIG. 3, during step S332, the measured engine lubricant pressure 162 may be compared to a second lubricant pressure threshold during the maximum engine speed limit. If the measured engine lubricant pressure 162 exceeds the second lubricant pressure threshold, the control method may proceed to step S340, where the engine speed limit is removed so that the engine 110 can operate normally.

  If, in step S332, it is determined that the measured engine lubricant pressure 162 is less than the second lubricant pressure threshold, the control method may proceed to step S334 where whether the engine speed limit time threshold has been exceeded. Is determined. If the amount of time since engine startup is less than the engine speed limit time threshold, the control method may return to step S332. However, if the amount of time since engine startup exceeds the engine speed limit time threshold, the control method can proceed to step S340 where the engine speed limit is removed so that the engine 110 can operate normally.

  Thus, the maximum engine speed is the engine speed limit after the engine 110 is started, until the measured engine lubricant pressure 162 exceeds the second lubricant pressure threshold or after the engine 110 has been started. Whichever happens earlier can be limited until the time threshold is exceeded.

  The engine speed limit time threshold may be set based on the size and type of engine 110 and peripheral devices, which may be set, for example, to 5-25 seconds, for example, 10 seconds. Or it can be set based on the operating state of the engine 110. The operating conditions may include, but are not limited to, at least one of atmospheric pressure 163, engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold.

  When the atmospheric pressure is low, for example because the engine 110 is at a high altitude, it may take longer for the lubricant to reach a pressure at which the engine 110 can operate freely without causing damage. As a result, the engine speed limit time threshold can be set longer for low pressure, resulting in longer time for the engine lubricant pressure to rise.

  Conversely, at high pressures, it can be expected that the engine lubricant pressure will reach a pressure that allows the engine 110 to operate freely without causing damage. As a result, the engine speed limit time threshold can be set shorter so that when the engine lubricant pressure is less concerned, the user is not severely disturbed by extending the speed limit period.

  Therefore, the engine speed limit time threshold value can be inversely proportional to the atmospheric pressure.

  Similarly, at low temperatures, it may take longer for the engine lubricant pressure to reach a pressure that allows the engine 110 to operate freely without causing damage. Thus, the engine speed limit time threshold can be set longer for low temperatures, resulting in longer time for the engine lubricant pressure to rise. Conversely, the engine speed limit time threshold can be set shorter for high temperatures, so that when engine lubricant pressure is less of a concern, the user is severely disturbed by extending the speed limit period There is nothing.

  Therefore, the engine speed limit time threshold value can be inversely proportional to the temperature.

  When considering temperature, at least two of the engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold may be used to determine the engine speed limit time threshold. This can reduce the possibility of the engine speed limit time threshold being set to a dangerously short time due to an erroneously high temperature measurement.

  The engine speed limit time threshold is also determined by considering at least two of atmospheric pressure 163 and engine coolant temperature 164, air inlet temperature 165, and air temperature 166 in the air intake manifold. obtain. This may be accomplished, for example, using a look-up table or map with two inputs, atmospheric pressure and temperature, and one output, engine speed limit time threshold. In this way, an engine speed limit time threshold can be set that most effectively balances the conflicting requirements of improving the safe start of engine 110 and minimizing speed limit interference to the operator.

  In step S340, the maximum engine speed limit is removed in a number of different ways to allow the engine 110 to operate normally.

  For some engine types and machine applications, such as power generation sets, it may be preferable to immediately get rid of the maximum engine speed in step S340. The reason for this is that the machine may be effectively inoperable during the period of maximum engine speed limit, in which case the maximum engine speed limit is set as high as possible in step S340 so that the machine may be allowed to operate. This is because it may be preferable to remove it quickly.

  With respect to some other engine types and machine applications, such as excavators, the machine may be operable, possibly with limited functionality, during the maximum engine speed limit period. In this case, a step change in engine speed caused by immediately removing the maximum engine speed limit can cause an unexpected spike in machine power or speed, which can be either to the operator or to people or appropriately Can pose a danger to people near the machine.

  To reduce this risk, in step S340, the maximum engine speed limit can be removed by a ramp-type function that limits the rate of change of engine speed and machine power. Alternatively, the maximum engine speed limit may be properly maintained until it is determined that the machine remains in the low speed idle state even when no maximum engine speed limit is imposed. At this time, it may be safe to get rid of the maximum engine speed limit based on the fact that once removed, engine 110 will remain at low speed anyway. The low rotational speed idle condition may cause the engine 110 to run at a higher rotational speed, such as when the operator reduces the speed requirement to a predetermined safe level, or, for example, the transmission is neutral, the boom is not operated, or The inability to activate a system that can be powered can be identified by the controller 120.

  Various modifications to the above disclosure will be apparent to those skilled in the art.

  For example, one or more of the various thresholds described above (eg, lubricant pressure threshold, engine speed limit time threshold, etc.) may take into account engine operating conditions of engine 110, such as barometric pressure and / or temperature. , The threshold may not be set to be inversely proportional to the operating state. Instead, they can be set to have some form of relationship with the operating state, eg, they can be proportional to the operating state. This may be beneficial if the pressure and / or temperature is low and it is expected that the engine 110 will never reach a high lubricant pressure threshold during lubricant pressure priming or maximum engine speed limit. As a result, normal operation of engine 110 due to low pressures and / or low temperatures tends to be very low in any case for an extended period after startup, during which time the engine lubricant pressure gradually increases. In the hope that the lubrication can be improved before high engine speeds occur, the threshold is set so that the operator does not become inconvenient for an extended period of time and the engine 110 is typically started and / or Or it may be set proportionally lower so that it can be activated.

  Further, the method steps shown in FIG. 3 are performed independently of the method steps shown in FIG. 2 so that a maximum engine speed limit may be imposed after engine 110 is started without any consideration of lubricant priming. May be. Therefore, there may be the following method of operating the engine. That is, after the engine is started, if the engine lubricating oil pressure is below the lubricating oil pressure threshold, the step of limiting the maximum engine speed for a period of time, and after the period of limited maximum engine speed, The period of limited maximum engine speed is a period of time until the engine lubricant pressure exceeds the lubricant pressure threshold, or the time elapsed after engine start-up. This is the method that will continue to occur sooner until the time limit threshold is exceeded.

  There may also be a controller that operates the engine, which limits the engine's maximum speed for a period of time after engine startup when the engine lubricant pressure is below the lubricant pressure threshold; After a period of maximum engine speed, the engine is configured to allow normal operation of the engine, and the limited maximum engine speed period is either until the engine lubricant pressure exceeds the lubricant pressure threshold or the engine Whichever occurs after the start continues until the time that has passed exceeds the engine speed limit time threshold.

  Performing the method steps related only to the maximum engine speed limit without performing the method steps related to lubricant pressure priming (shown in FIG. 2) The protection from damage caused by speed can still be improved.

  FIG. 1 shows a controller 120 according to an embodiment of the present disclosure.

  Controller 120 may be configured to perform the method steps described in this disclosure.

  Controller 120 may have a number of inputs that can be used to determine engine lubricant pressure and engine operating conditions. For example, the inputs include, but are not limited to, engine lubricant pressure measurement 162 from the lubricant pressure sensor, barometric reading 163, engine coolant temperature reading 164, air inlet temperature reading 165, and air temperature of the air intake manifold. Readings 166 may be included. Controller 120 may also have an engine start request signal 161 input to indicate when an operator wishes to start engine 110.

  The controller 120 may also have a number of outputs that can be used to control lubricant pressure priming, engine 110 startup, and maximum engine speed limits. For example, the output can include, without limitation, a fuel injector control signal 172.

  FIG. 1 also shows an engine apparatus that includes an engine 110 and a controller 120.

  FIG. 3 shows a vehicle that may use the engine apparatus shown in FIG.

  The present disclosure finds use in improving engine lubrication prior to starting the engine, which may result in extended life of lubricated engine components.

110 Engine 120 Controller 140 Engine fuel injector 150 Turbocharger 161 Engine start request signal 162 Engine lubricating oil pressure 163 Atmospheric pressure 164 Engine coolant temperature 165 Air inlet temperature 166 Air temperature of air intake manifold 172 Fuel injector control signal

Claims (14)

A method for starting an engine,
a) priming the engine lubricant pressure for a period of time if the engine lubricant pressure is below a lubricant pressure threshold after an engine start is requested;
b) starting the engine after the period of priming the engine lubricant pressure;
Including methods.   The method of claim 1, wherein the engine lubricant pressure is primed by cranking the engine with the engine fuel injector stopped.   The method of claim 1 or 2, wherein the lubricant pressure threshold is determined by considering at least one of atmospheric pressure, engine coolant temperature, air inlet temperature, and air temperature in the air intake manifold. .   The period of priming the engine lubricant pressure exceeds a lubricant pressure priming time threshold until the engine lubricant pressure exceeds the lubricant pressure threshold or the time spent priming the engine lubricant pressure 4. A method according to any one of claims 1 to 3, wherein which continues to occur whichever occurs earlier.   5. The engine lubricant pressure priming time threshold is determined by considering at least one of atmospheric pressure, engine coolant temperature, air inlet temperature, and air temperature in an air intake manifold. Method. Step b)
6. The method of any one of claims 1-5, further comprising waiting for a delay period after the period of priming the engine lubricant pressure and before starting the engine.   The method of claim 6, wherein the delay period is determined by considering at least one of atmospheric pressure, engine coolant temperature, air inlet temperature, and air temperature in the air intake manifold. c) limiting the maximum speed of the engine for a period of time after the engine is started;
The method according to any one of claims 1 to 7, further comprising:   The period of limiting the maximum engine speed is either until the engine lubricant pressure exceeds another lubricant pressure threshold or until the time after starting the engine exceeds the engine speed limit time threshold. 9. The method of claim 8, which continues to occur earlier.   The method of claim 9, wherein the another lubricant pressure threshold is determined by considering at least one of atmospheric pressure, engine coolant temperature, air inlet temperature, and air temperature in the air intake manifold. .   11. The engine speed limit time threshold is determined by considering at least one of atmospheric pressure, engine coolant temperature, air inlet temperature, and air temperature in an air intake manifold. the method of. A controller for starting the engine,
After engine start is requested, if the engine lubricant pressure is below the lubricant pressure threshold, prime the engine lubricant pressure for a period of time;
A controller configured to start the engine after the period of priming the engine lubricant pressure.   An engine device including the controller according to claim 12.   A vehicle comprising the engine device according to claim 13.

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