JP4317439B2 - Method and apparatus for operating an internal combustion engine - Google Patents

Description

  The present invention relates to a combustion engine equipped with an internal combustion engine, and more particularly to a method and apparatus for operating a vehicle combustion engine.

A method for operating an internal combustion engine, in particular a vehicle equipped with an internal combustion engine, is already known.
Furthermore, turbocharging of an internal combustion engine is known as an effective measure for increasing output and reducing fuel consumption.

  It is an object of the present invention to provide a method and apparatus for operating a combustion engine with an internal combustion engine, in particular a vehicle combustion engine, which allows a direct start without a starter.

According to the present invention, a combustion engine having an internal combustion engine, in particular a method of operating a definitive combustion engine during the stop of the internal combustion engine of a vehicle, at least one first cylinder to stop in compression stage or in the operating phase Once but the first step that will be identified, the filling of at least one first cylinder, a second step that will be adjusted to pre-given value, is compression cylinder can no longer longer exceed the peak of the compression an intake valve or an exhaust valve is opened, a third step of at least one second cylinder Ru is selected, the filling rate of the at least one second cylinder, advance before one of cylinders after the ignition top dead center And a fourth step adjusted to stop in the operating phase at a given first crank angle.

Further, according to the present invention, a combustion engine having an internal combustion engine, in particular operating system of a combustion engine for use in a stop of the internal combustion engine of a vehicle, a first of the at least one stop at compression stage or in the operating phase the identification means for identifying a cylinder, and means for adjusting the pre-given value of the filling ratio of the at least one first cylinder, when the compression cylinder is no longer able longer exceed the peak of the compression an intake valve or an exhaust valve is opened, and selecting means for selecting at least one second cylinder, the filling rate of the at least one second cylinder, one of the cylinders is given in advance before the after ignition top dead center Means for adjusting the filling rate for adjusting to stop in the operating phase at the set first crank angle.

  According to the present invention, in the internal combustion engine, if the first crank angle given in advance after the ignition top dead center is appropriate, the cylinder in the operation stage is stopped when the internal combustion engine is stopped. Can be used for direct start by injection and ignition after formation of the air-fuel mixture. In this case, the engine is started up without starting the starter. By doing so, it is possible to support the start and rise behavior when the internal combustion engine is directly started.

The method of the present invention can be further enhanced and improved.
It is particularly advantageous if the at least one first cylinder is determined according to the speed cylinder filling factor of the internal combustion engine and the oil temperature. In this way, at least one first cylinder is reliably identified.

  The predetermined value for the filling rate of at least one first cylinder is such that the cylinder in operation stops at a first crank angle given in advance after the ignition top dead center. It is particularly advantageous if adjusted to. In this way, when a cylinder that stops in the operating phase is finally stopped at a first crank angle given in advance after the top ignition dead center by filling at least one second cylinder. A predetermined starting position can be obtained.

  Another advantage is obtained by the fact that the filling factor of the at least one second cylinder is adjusted by a compressor on the intake side of the internal combustion engine or in the secondary air conduit. In this way, existing compressors can be used together to prepare a cylinder that stops in the operating phase for a simplified direct start without the operation of a starter. In addition, the use of a compressor provides a higher pressure in the suction pipe compared to the ambient pressure, so that a second applied in advance after ignition top dead center for the cylinder that stops in the operating phase. The filling factor necessary to reach the crank angle is reliably achieved.

  It is particularly advantageous if the compressor described above is electrically actuated. In this way, the filling factor required for the at least one second cylinder can be adjusted reliably without being influenced by the operating state of the internal combustion engine and, for example, by the mass flow of the exhaust gas. Is done.

  Another advantage is that depending on the difference between the first crank angle given in advance by the compressor and the second crank angle given in advance, the piston of the cylinder in operation is pre-adjusted before its stop. It is obtained by being controlled to be moved from a given second crank angle to a given first crank angle after ignition top dead center. In this way, the compressor is limitedly controlled to adjust the required filling rate for at least one second cylinder.

  It is particularly advantageous if the compressor is set with the supercharging pressure to be adjusted according to the difference. In this way, the control device of the compressor is realized in a particularly simple manner with respect to the supercharging pressure adjustment, and the existing supercharging pressure sensor arranged in the suction pipe can be used, and therefore no additional No hardware costs are required.

  Another advantage arises from the fact that the filling factor of at least one first cylinder is adjusted using a compressor, a throttle valve and / or an adjustable camshaft. In this way, the filling factor of the at least one first cylinder is adjusted in a particularly simple and flexible manner and within a wide range of values. This achieves almost any fill factor value for the at least one first cylinder.

  One embodiment of the invention is illustrated in the drawings and is explained in detail in the following description.

  In FIG. 1, a combustion engine 1 including an internal combustion engine 5 is shown. The internal combustion engine 5 can include a plurality of cylinders, one of which is shown in FIG. 1 as an example. Outside air is fed into the combustion chamber 110 of the cylinder 90 from the suction pipe 95 through the intake valve 30. Here, the intake pipe refers to a part of the air supply path 115 between the throttle valve 55 and the intake valve 30. The direction of the flow of the outside air to be sent is indicated by an arrow in the air supply path 115 in FIG. The compressor 40 is arranged in the air supply path 115 according to the example shown in FIG. 1 before the throttle valve 55 in the flow direction. The compressor 40 may be, for example, a compressor that is electrically operated exclusively, or may be a compressor of an exhaust gas turbocharger or a compressor with an additional electric drive. . In the following description, as an example, it is assumed that the compressor 40 is a compressor that is electrically operated exclusively. This compressor can additionally be connected in series with an exhaust gas turbocharger or compressor compressor.

  The compressor 40 can be bypassed by a bypass path with a bypass valve, not shown in FIG. At that time, the opening degree of the bypass valve can be controlled by the engine control device 70 in accordance with the charge pressure to be adjusted, and accordingly in accordance with the operating point of the compressor 40 to be adjusted. Alternatively, the engine controller 70 can control the rotational speed of the compressor 40 to adjust the desired charge pressure. In the case of an exhaust gas turbocharger, a bypass path is also arranged in the exhaust gas line 100 of the internal combustion engine 1 to bypass the exhaust gas turbocharger turbine and a waste gate for charge pressure control. Can be provided in a manner known to those skilled in the art.

  According to FIG. 1, a charge pressure sensor 75 is disposed in the intake pipe 95 in front of the throttle valve 55 when viewed in the flow direction, and the sensor measures the charge pressure to the engine control device 70. Send it in. Through the injection valve 80, the fuel is injected directly into the combustion chamber 110 of the cylinder 90. The air / fuel mixture formed in the combustion chamber 110 is ignited by the spark plug 85. Therefore, in the embodiment described here, the internal combustion engine is a gasoline direct injection type Otto engine (spark ignition engine) and can be used, for example, for driving a vehicle. Combustion of the air / fuel mixture in the combustion chamber 110 drives the piston 50 of the cylinder 90, which in turn drives the crankshaft in a manner known to those skilled in the art. At that time, the rotational speed of the internal combustion engine 5 is measured by the rotational speed sensor 65 and given to the engine control device 70. The combustion exhaust gas is pushed into the exhaust gas line 100 through the exhaust valve 35, where it is subject to exhaust gas aftertreatment. A secondary air conduit 105 may be drawn into the exhaust gas line 100 as shown in FIG. This secondary air conduit allows post-combustion of unburned fuel in the exhaust gas line 100 and thereby allows an exhaust gas aftertreatment device not shown in FIG. It serves to send outside air into the exhaust gas line 100 to heat the catalyst. In doing so, the secondary air is compressed through a second compressor 45 in the secondary air conduit 105. This second compressor 45 is also electrically actuated and can be formed, for example, in the form of a secondary air pump. However, the second compressor 45 may alternatively be a secondary air charger compressor in which the compressor turbine is disposed in the air supply path 115. This is not shown in FIG. 1 to avoid complications. If the second compressor 45 is a secondary air charger compressor, the latter compressor can also be electrically driven additionally. However, in the following description, it is assumed that the second compressor 45 is exclusively electrically driven and is made, for example, as a secondary air pump. Only the first compressor 40 or the second compressor 45 is required for the realization of the method according to the invention and the device according to the invention. Nevertheless, both compressors 40, 45 can also be used to implement the present invention. The intake valve 30 and the exhaust valve 35 can be operated by a camshaft in a manner known to those skilled in the art. The position of the camshaft is measured by the camshaft sensor 60 and sent to the engine controller 70. In FIG. 1, the camshaft is not shown to avoid complications. As an alternative method, the intake valve 30 and the exhaust valve 35 can also be variably controlled by the engine control device 70 as shown in FIG. This is possible in a manner known to those skilled in the art, for example in the framework of a fully variable electrohydraulic valve control.

The direction of the exhaust gas flow in the exhaust gas line 100 is also indicated by arrows.
The engine control device 70 further controls the injection valve 80 to adjust an appropriate injection time point and an appropriate injection time length. The engine controller 70 further controls the spark plug 85 for proper ignition timing adjustment. The engine control device 70 further controls the position of the throttle valve 55. The engine controller 70 further controls the first compressor 40 for adjustment of the charge pressure applied in advance. The engine controller 70 further controls the second compressor 45 for adjustment of the pre-applied charge pressure in the secondary air conduit 105.

  In the following description, as an example, it is assumed that the internal combustion engine 5 is a four-cylinder engine. From FIG. 2a) to FIG. 2d) four cylinders are shown according to the firing sequence. Here, in FIGS. 2a) to 2d), the same reference numerals indicate the same elements as in FIG. FIG. 2a) shows the first cylinder 10 in the compression stroke. The intake valve 30 and the exhaust valve 35 of this cylinder are closed. In FIG. 2b) a second cylinder 15 is shown, which is in the intake stroke, whose intake valve 30 is open while its exhaust valve 35 is closed. FIG. 2c) shows a third cylinder 20, which is in the exhaust stroke, whose intake valve 30 is closed, while its exhaust valve 35 is open. FIG. 2d) shows the fourth cylinder 25 in the operating stroke, the intake valve 30 and the exhaust valve 35 of which are both closed.

  The stoppage of the internal combustion engine 5 is characterized by the fact that the energy stored in the kinetic mass is no longer sufficient to exceed the compression peak in the first cylinder 10 that is exactly in the compression stroke. . In this case, the kinetic mass is formed in particular by the pistons 50 of the four cylinders 10, 15, 20, 25, crankshafts, connecting rods, flywheels and the like. By means of a simplified illustration, the four cylinders from FIGS. 2a) to 2d) can be represented by the spring damper system (model) from FIGS. 3a) to 3d). At that time, the cylinder in which both the intake valve 30 and the exhaust valve 35 are closed is represented by a spring and friction. The cylinder in which the intake valve 30 or the exhaust valve 35 is opened is represented by the force generated for each piston 50 and friction as before. Thus, the first cylinder 10 according to FIG. 3a) represents a spring damper system with a first spring 120 and a first friction 125 and thus has a first spring constant. The second cylinder 15 according to FIG. 3 b) has a first resultant force Fzyl 2 and a second friction 130. The third cylinder 20 according to FIG. 3 c) has a second resultant force Fzyl 3 and a third friction 135. The fourth cylinder 25 according to FIG. 3 d) has a second spring 140 with a second spring constant and a fourth friction 145.

  The oscillatable system of the four cylinders 10, 15, 20, 25 shown in FIG. 3 now has two spring constants and two resultant forces Fzyl2 and Fzyl3, and four Depending on the friction, it remains stopped at the reversal point. Friction 125, 130, 135, 145, which represents the damping of the system among the values listed above, is only limitedly affected. The spring constant is affected by the amount of air in the assigned cylinder 10, 25. The spring constant depends on the position of the corresponding camshaft when the internal combustion engine 5 is stopped or by the corresponding control of the intake valve 30 and the exhaust valve 35, by appropriate control of the throttle valve 55 and / or the first compression. Adjustment can be made by appropriate control of the compressor 40 and / or the second compressor 45.

  The forces Fzyl2, Fzyl3 that are generated are affected by a suitable pressure increase in the suction pipe 95 and / or in the exhaust gas line 100. Within the suction pipe 95, the pressure working there can be raised using the first compressor 40 and possibly using other series connected compressors in the air supply path 115. . In the exhaust gas line 100, the pressure working there can be raised using the second compressor 45. With the appropriate and defined control of the first compressor 40 and / or the second compressor 45, the individual cylinders 10 can be controlled with respect to the spring damper system depicted in FIGS. 3a) to 3d). , 15, 20 and 25 can be influenced so that a direct start without a starter is possible. Such a direct start is only achieved when the crankshaft of one of the cylinders 10, 15, 20, 25 remains in an advantageous position after the internal combustion engine 5 is stopped. This is the case, for example, when the fourth cylinder 25 in the operating phase after the internal combustion engine 5 is stopped has a piston 50 position with a crank angle of approximately 100 ° to 110 ° after ignition top dead center. apply. In the fourth cylinder 25, the injection in the stopped internal combustion engine 5 is then performed at the start time. Ignition takes place after the formation of the air / fuel mixture in the combustion chamber 110. Thus, the engine is started up without operating the starter.

  When the internal combustion engine 5 has been stopped so far, the fourth cylinder 25 in the operating phase does not always reach the position of such an advantageous piston 50, so that the method according to the invention and the invention Such an advantageous position adjustment is ensured by the device on which it is based. In doing so, first the two spring constants of the first cylinder 10 and the fourth cylinder 25 achieve the stopping of the spring damper system shown in FIGS. 3a) to 3d) at the desired reversal point. In order to be adjusted appropriately. At that time, the first cylinder 10 and the fourth cylinder 25 cancel each other when the internal combustion engine 5 is stopped. This is because these cylinders have almost the same filling rate. Thus, these cylinders have approximately the same spring constant. In the following description, two such reversal points are described as an example. The first reversal point is given in advance by 90 ° after the ignition top dead center, without the fourth cylinder 25 having an additional pressure increase in the suction pipe 95 and / or in the exhaust gas line 100. It is characterized by stopping at the first crank angle. This means that the first cylinder 10 is at a stop position with a crank angle of 90 ° before the ignition top dead center. According to a second example, the reversal point for the second cylinder 25 is reached at a first crank angle given in advance of 120 ° after ignition top dead center, which angle is For one cylinder 10, it means a crank angle of 60 ° before ignition top dead center.

  In the case of this second example, the fourth cylinder 25 is stopped at a crank angle of 120 ° after the ignition top dead center, and the first cylinder 10 is stopped at a crank angle of 60 ° before the ignition top dead center. In order to stop, for the fourth cylinder 25 in the operating phase, a higher spring constant must be realized than in the first cylinder 10 in the compression phase.

  The required spring constants of the first cylinder 10 and the fourth cylinder 25 are then achieved by the cylinder filling rate assigned to each. This depends on the corresponding position of the camshaft, or in the case of variable or fully variable valve control, by direct control of the intake valve 30 and / or the exhaust valve 35 and in addition or as an alternative to the appropriate throttle valve 55. This can be achieved by simple adjustments and by appropriate control of the first compressor 40 and / or the second compressor 45 in addition or alternatively. At that time, the engine control device 70 adjusts the desired spring constant and thus the filling rate to achieve the reversal point between the first cylinder 10 and the fourth cylinder 25 when the internal combustion engine 5 is stopped. Can be done based on. In this case, this characteristic map is obtained depending on the desired reversal point, the camshaft or the intake valve 30 and / or the exhaust valve 35, the throttle valve 55 and / or the first compressor 40 and / or the second compressor. The necessary adjustment value for 45 control is output. In this case, this characteristic map can be applied on a test bench. In that case, it is also possible to set a plurality of adjustment values suitable for adjusting various desired reversal points.

  The first crank angle given in advance for the fourth cylinder 25 at the reversal point is 90 ° after ignition top dead center, and in the first cylinder 10 the crank angle is before ignition top dead center. In the case of the first example being 90 °, the spring constants of the first cylinder 10 and the fourth cylinder 25 are selected equally, and therefore the filling factor of those cylinders is also selected equally. In the second and all examples where the first crank angle given in advance of the fourth cylinder 25 is not equal to 90 ° after the ignition top dead center, the first cylinder 10 and the fourth cylinder 25 For this, different spring constants and therefore different filling rates are selected. In this case, the adjustment of the filling rate of the first cylinder 10 and the fourth cylinder 25 must be performed selectively according to the cylinder, whereas in the first example, the filling rate is the first filling rate. The cylinder 10 and the fourth cylinder 25 can be equal. In order to be able to adjust the desired filling rate of the first cylinder 10 and the fourth cylinder 25, at least one of the two cylinders 10, 25 is stopped when the internal combustion engine 5 is stopped. Must be identified. 2a) to 2d) show the cylinders 10, 15, 20, 25 in the last stroke cycle before the stop of the internal combustion engine 5 in this example in the order of ignition. In order to adjust the desired spring constants for the first cylinder 10 and the fourth cylinder 25 at the reverse rotation point reached when the internal combustion engine 5 is stopped, the internal combustion engine 5 is stopped at the compression stage or at the operation stage. At least one of these expected cylinders must then be identified, which in this case is the first cylinder 10 that stops in the compression phase or stops in the operating phase This is the fourth cylinder 25. If one of the two cylinders 10, 25 is identified, the other cylinder will be apparent from the known firing sequence. At least one of the two cylinders 10 and 25 is identified by the number of revolutions of the internal combustion engine 5 obtained by the engine controller 70 through the crankshaft sensor 65, the actual cylinder filling rate of the cylinders 10, 15, 20, and 25. And depending on the oil temperature. The actual filling rate is a measure of the compression peak that a cylinder in the process of compression at any given time should overcome. The oil temperature is a measure of the friction when driving the crankshaft. When the engine is cold, engine oil is relatively viscous and therefore has high friction. Thus, depending on the oil temperature, the filling rate, and the engine speed, the engine control device 70 determines the number of stroke cycles remaining until the internal combustion engine 5 is stopped, so that which cylinders are stopped when the internal combustion engine 5 is stopped. It detects which cylinder is the compression cylinder and which cylinder is the operating stage. Then, the adjustment of the desired spring constant for the first cylinder 10 and the fourth cylinder 25 by the corresponding cylinder filling rate takes place during the last stroke cycle. In this case, if the filling rate has to be reduced, the filling rate can be reduced only by appropriate adjustment of the throttle valve 55 and / or by adjustment of the camshaft, in particular electrical adjustment, and thus the intake valve 30 and / or Alternatively, it can be effected only by adjusting the exhaust valve 35, in which case the use of a variable or fully variable valve control device is particularly advantageous in the last case. If the filling factor has to be raised, this can be done by the first compressor 40.

  As a result, depending on the rotational speed of the internal combustion engine 5, the actual cylinder filling rate, and the oil temperature, when the internal combustion engine 5 is stopped, the cylinders 10, 15, 20, It can be determined whether 25 stops. At this time, when one camshaft is used for each cylinder 10, 15, 20, 25, the engine control device is used when the intake valve 30 and the exhaust valve 35 are opened and closed by the camshaft sensor 60. At 70, it can be identified at which stroke stage the individual cylinders 10, 15, 20, 25 are in an operating cycle. From this, the engine control device 70 can predict which cylinder is in the compression stage when the internal combustion engine is stopped and which cylinder is in the operation stage. When fully variable valve control is realized on the side of the engine controller 70 instead of the camshaft, the individual cylinders 10, 15, 20, 25 are actually operated at any stroke stage in the engine controller 70 already. Since it is known whether the engine is in a cycle, it is possible to predict the stroke stage of each cylinder when the internal combustion engine is stopped in the same manner as described above. FIG. 1 shows both the control of the intake valve 30 and the exhaust valve 35 by the engine control device 70 and the use of the camshaft sensor 60. In doing so, it should be noted that an alternative is necessary here. That is, when the camshaft, and hence the camshaft sensor 60, is used, the intake valve 30 and the exhaust valve 35 are not controlled by the engine control device 70, and the intake valve 30 and the exhaust valve 35 are controlled by the engine control device 70. In this case, neither the camshaft sensor 60 nor the camshaft is used.

  The identification of the first cylinder 10 and / or the fourth cylinder 25 can also be performed in the manner previously described during the last stroke cycle before the internal combustion engine 5 is stopped, In order to obtain the desired spring constant at that moment, simultaneously with the identification, the filling factor of the momentary cylinder must be adjusted accordingly. Therefore, in order to reliably obtain this spring constant, the first cylinder 10 and / or the fourth cylinder 25 are determined during a stroke cycle prior to the last stroke cycle before the stop of the internal combustion engine 5. It is recommended.

  The actual cylinder filling rate can be determined by a supercharging pressure sensor 75 that measures the supercharging pressure and gives it to the engine control device 70. The filling rate can be derived from the determined supercharging pressure using a suction pipe model in a manner known to those skilled in the art.

  Additionally or alternatively, a suction pipe pressure sensor that measures the suction pipe pressure can be considered, and based on this, the filling factor in the cylinder can be calculated using a suction pipe model. In this case, the suction pipe pressure sensor will be moved behind the throttle valve 55 in the suction pipe 95 as seen in the direction of flow.

  During the stroke cycle, the cylinders 10, 15, 20, 25 can be formed, for example, as absolute angle sensors when using camshafts for opening and closing the intake valve 30 and / or the exhaust valve 35. For example, the camshaft sensor 60 is used to identify individual cylinders in their assigned stroke stages. The camshaft angle allows a clear assignment of the individual cylinders 10, 15, 20, 25 to the respective stroke stages. This is because the camshaft rotates at half the number of revolutions relative to the crankshaft and therefore only rotates once per stroke cycle or operating cycle of the cylinder 10, 15, 20, 25.

  According to the present invention, the engine controller 70 is now also in the last stroke cycle before the stop of the internal combustion engine 5, and thus immediately before the stop of the internal combustion engine 5, the cylinder in the compression process is now the peak of compression. It is devised to select at least one cylinder 15, 20 in which the intake valve or exhaust valve 30, 35 is positively opened when it cannot be exceeded. In this case, the last stroke cycle before the stop of the internal combustion engine 5 is determined by the engine control device in the manner already described, depending on the rotational speed of the internal combustion engine 5, the cylinder filling rate, and the oil temperature. In this case, the cylinders 15 and 20 in which the intake valves or exhaust valves 30 and 35 are open are similarly used when the camshaft is used or the intake valves 30 for the individual cylinders 10, 15, 20 and 25. In the case of variable or full variable valve control by actual control of the exhaust valve 35, it can be obtained by the engine control device 70 based on the camshaft position. At that time, the selection of the second cylinder 15 or the third cylinder 20 is also performed in the stroke cycle when the internal combustion engine 5 is stopped, which precedes the final stroke cycle before the internal combustion engine 5 is stopped. Can be prepared. In this case, the second cylinder 15 or the third cylinder 20 depends on the rotational speed of the internal combustion engine 5, the cylinder filling rate, and the oil temperature and uses a camshaft by the above-described method. Depending on the camshaft position, or in the case of variable or fully variable valve control, depending on the control of the intake valve 30 or the exhaust valve 35 performed by the engine controller 70. it can.

  When the first compressor 40 is provided, the second cylinder 15 in which the intake valve 30 is opened is selected in the last stroke cycle before the internal combustion engine 5 is stopped. When the second compressor 45 is provided, the third cylinder 20 in which the exhaust valve 35 is opened is selected in the last stroke cycle before the internal combustion engine 5 is stopped. If both compressors 40, 45 are provided, either the second cylinder 15 or the third cylinder 20 can be selected. This selection is made in the last stroke cycle before stopping the internal combustion engine 5 or in the stroke cycle preceding the last stroke cycle when the internal combustion engine 5 is stopped, as already explained. In general, the engine control device 70 opens the intake or exhaust valves 30, 35 just before the internal combustion engine 5 is stopped, at the point in time when the cylinder in the compression process can no longer exceed the compression peak. The selection of at least one cylinder 15, 20 is made. Therefore, this point is in the last stroke cycle of the cylinders 10, 15, 20, 25 before the internal combustion engine 5 is stopped. As shown in FIGS. 2a) to 2c), the cylinder in the compression process at that time is the first cylinder 10, the cylinder at which the intake valve is opened is the second cylinder 15, and at that time The cylinder in which the exhaust valve 35 is opened is the third cylinder 20.

  Here again, at least one cylinder in which the intake valve 30 or the exhaust valve 35 is opened in the last stroke cycle before the internal combustion engine 5 is stopped is already connected before the last stroke cycle when the internal combustion engine 5 is stopped. It is advantageous to select and to be able to adjust the filling rate of this at least one cylinder 15, 20 as accurately as possible for the last stroke cycle. The filling rate of the second cylinder 15 and / or the third cylinder 20 during the last stroke cycle is then determined according to the invention by the fourth cylinder 25 in the operating phase during the last stroke cycle. Is adjusted to stop at another crank angle given in advance after ignition top dead center. This crank angle given in advance can be, for example, approximately between 100 ° and 110 ° after ignition top dead center.

  In this case, if the fuel is injected into the fourth cylinder 25 after the internal combustion engine 5 is stopped and the air / fuel mixture formed is ignited by the spark plug 85, the subsequent direct start is particularly appropriate. Executed. In this case, a starter is not necessary. In this example, the spring constants of the first cylinder 10 and the fourth cylinder 25 for the last stroke cycle before the stop of the internal combustion engine 5 and therefore the reversal points of these two cylinders are known. In order to reach the crank angle given in advance from about 100 ° to 110 °, the position of the piston 50 of the fourth cylinder 25 at the last stroke stage before the stop of the internal combustion engine 5 depends on the crank angle. I also know how many times I have to be moved. In the first example described, the spring constant is adjusted so that the fourth cylinder 25 stops at a crank angle of about 90 ° after ignition top dead center. In this case, in order to reach the crank angle of about 100 ° to 110 °, which is given in advance for stopping the internal combustion engine, the piston 50 of the fourth cylinder 25 is still only 10 ° to 20 ° in crank angle. It must be moved further down. If the second cylinder 15 in the intake phase is selected for the last stroke cycle before the internal combustion engine 5 is stopped, the filling rate of this cylinder is determined in order to achieve the desired movement of the fourth cylinder 25. It must be pulled up accordingly. This pulling up is performed by starting the first compressor 40. At that time, the required filling rate can be converted into the corresponding supercharging pressure according to the suction pipe model. In order to achieve the required supercharging pressure, the engine controller 70 achieves the desired filling rate of the second cylinder 15 and thereby causes the fourth cylinder 25 to move approximately 100 ° to 110 ° after ignition top dead center. In order to achieve a given crank angle up to, the first compressor 40 can be controlled using a boost pressure regulator for proper compression adjustment. At that time, the supercharging pressure required for the necessary movement of the piston 50 of the fourth cylinder 25 can be applied on the test table and stored in the characteristic map. In this way, the first cylinder 40 can achieve the crank angle of the fourth cylinder 25 when the internal combustion engine 5 is stopped, which can be achieved by the spring constant, and in this case about 100 ° to 110 °. Depending on the difference between the pre-given crank angle to be achieved, the piston 50 of the fourth cylinder 25 in the operating phase before stopping is determined by the spring constant as follows: In the case of this example after ignition top dead center from the crank angle, control is performed so that the crank angle is moved from 100 ° to 110 ° in advance. Thus, based on the spring constants of the first cylinder 10 and the fourth cylinder 25, the crank angle of the fourth cylinder 25 after the ignition top dead center and the internal combustion engine 5 that can be achieved when the internal combustion engine 5 is stopped. Depending on the difference between the crank angle after the ignition top dead center to be adjusted for the fourth cylinder 25 when the engine is stopped, the response of the first compressor 40 by appropriate adjustment by the engine controller 70 The corresponding supercharging pressure converted by the control is adjusted. At that time, the engine control device 70 adjusts the rotational speed of the first compressor 40 and / or the opening degree of the bypass valve provided in the compressor according to circumstances in order to adjust the necessary supercharging pressure ( Because the supercharging pressure depends on the rotational speed of the first compressor 40 and / or the opening of the bypass valve that is optionally provided in the compressor, it is adjusted accordingly.

  In the second example where the fourth cylinder 25 stops at about 120 ° after ignition top dead center based on the spring constant, it is given in advance from about 100 ° to 110 ° after ignition top dead center. In order to reach the crank angle, it is necessary to feed back the piston by about 10 ° to 20 °. In the case where the second compressor 45 is provided as shown in FIG. 1, this sending back is performed when the exhaust valve 35 is opened in the last stroke cycle before the internal combustion engine 5 is stopped. This can be done by selection of the third cylinder 20 and control corresponding to that of the second compressor 45. In this way, the piston 50 of the third cylinder 20 faces downward and the piston of the fourth cylinder 25 rises to reach the pre-given crank angle after ignition top dead center. It is pushed toward. Adjustment of the required supercharging pressure in the exhaust gas line 100 by the second compressor 45 can also be realized by using the supercharging pressure control by the engine control device 70. For this purpose, another boost pressure sensor is preferably provided in the exhaust gas line 100 for measuring the boost pressure and delivering it to the engine control unit 70. In this case, the filling rate of the third cylinder 20 causes the exhaust gas in the secondary air pipe 105 and on the second compressor 45 side to bring the piston 50 of the fourth cylinder 25 to the desired position. It is raised by generating a boost pressure corresponding to line 100. Here again, the supercharging pressure in the secondary air pipe 105 and in the exhaust gas line 100 necessary to achieve the necessary crank angle difference of the fourth cylinder 25 is determined on the test bench, and the engine control It can be stored in a characteristic map stored in the device 70.

  FIG. 4 shows a flow diagram illustrating an example of a method flow according to the invention based on the first example described. This program is started when the internal combustion engine 5 is stopped. The start of the stop is detected, for example, by an interruption of a time gradient given in advance with respect to a change in the rotational speed in the engine control device 70. The change in the number is transmitted to the engine control device 70 through the crankshaft sensor 65. After the start of the program, the engine controller 70 identifies in step 200 of the program the first cylinder 10 and / or the fourth cylinder 25 that are in the compression phase or in the operation phase when the internal combustion engine 5 is stopped. To do. The engine control unit 70 sets the filling rate of these cylinders 10 and 25 in the manner already described, with the first cylinder 10 having a crank angle of about 90 ° before ignition top dead center and the fourth cylinder 25. Is adjusted to stop at a crank angle of about 90 ° after ignition top dead center. Subsequently, the program branches to step 205.

  In step 205, the engine control device 70 is in the suction phase in the last stroke cycle in the manner already described, and therefore identifies the second cylinder 15 according to FIG. 2b). Subsequently, the program branches to step 210.

  In step 210, the engine control device 70 checks whether or not the last stroke cycle has been reached based on the actual rotational speed of the internal combustion engine 5, the actual cylinder filling rate, and the actual oil temperature. To do. If this has been reached (y), the program branches to step 215; otherwise (n), the program is sent back to step 210.

  In step 215, the engine controller 70 moves the fourth cylinder 25 in the last stroke cycle from a crank angle position of about 90 ° after its ignition top dead center, for example, a crank angle given in advance of 110 °. The first compressor 40 is controlled to adjust the required supercharging pressure. The program is then terminated and the fourth cylinder 25 is prepared for a direct start without a starter.

  FIG. 5 shows a second flow diagram for explaining the flow of the method according to the invention that can be used in the second example. Also in the case of the flowchart based on FIG. 5, the program is started when the engine control device 70 detects the start of the stop of the internal combustion engine 5 as described in FIG. 4. After the start of the program, the engine controller 70 is in step 300, in the same way as in step 200 in the case of FIG. 4, the cylinder in the compression phase in the last stroke cycle and the operating phase in the last stroke cycle. Identify the cylinder. Furthermore, the engine controller 70 ignites the filling rate of the first cylinder 10 and the fourth cylinder 25 in the compression stage or the operation stage in the last stroke cycle, and hence the spring constant, in accordance with the method already described. It is adjusted so that it stops at a crank angle of about 60 ° before top dead center, and so that the fourth cylinder 25 stops at a crank angle of about 120 ° after ignition top dead center. Subsequently, the program branches to step 305.

  In step 305, the engine controller 70 identifies the cylinder that is in the exhaust phase in the last stroke cycle, i.e. the cylinder 20 according to FIG. Subsequently, the program branches to step 310.

  In step 310, the engine control device 70 checks whether or not the second stroke cycle from the end of the stop of the internal combustion engine 5 has been reached. If this has been reached (y), the program branches to step 315; otherwise (n), the program is sent back to step 310.

  In step 315, the engine controller 70 activates the second compressor 45, and the filling rate of the third cylinder 20 in the last stroke cycle before the internal combustion engine 5 is stopped is increased. The piston 50 of the four cylinders 25 is controlled so as to return from a crank angle of about 120 ° after ignition top dead center to a crank angle of about 110 ° after ignition top dead center in this example. After the end of this subsequent program, the fourth cylinder 25 can be used for a direct start without a starter.

  In the last stroke cycle, the resultant force required to bring the fourth cylinder 25 to the desired position by pulling up the filling rate of the second cylinder 15 with the first compressor 40 is shown in FIG. 3b). Force Fzyl2 is generated. When the filling rate of the third cylinder 20 is increased by the second compressor 45 during the last stroke cycle, the fourth cylinder 25 is brought to a necessary position when the internal combustion engine 5 is stopped. A third resultant force Fzyl3 required for the above is generated.

  The invention has been described on the basis of a four-cycle internal combustion engine 5 having four cylinders. The present invention can be applied in a similar manner to an internal combustion engine 5 having a different number of cylinders, in which case at least one for the last stroke cycle before the internal combustion engine 5 is stopped. Two compression cylinders, at least one cylinder in operation, and at least one cylinder in which the intake valve 30 is open or the exhaust valve 35 is open, and in which the intake valve 30 is open or the exhaust valve 35 is open Within one cylinder there is a compressor suitable for producing the required filling factor.

FIG. 1 is a schematic view of an internal combustion engine. 2a) shows the first cylinder of the internal combustion engine, FIG. 2b) shows the second cylinder of the internal combustion engine, FIG. 2c) shows the third cylinder of the internal combustion engine, and FIG. 2d) shows the first cylinder of the internal combustion engine. Four cylinders are shown. 3a) shows the spring damper model for the first cylinder, FIG. 3b) shows the spring damper model for the second cylinder, and FIG. 3c) shows the spring damper model for the third cylinder. FIG. 3d) shows a spring damper model for the fourth cylinder. FIG. 4 shows a flow diagram for a first embodiment of the method according to the invention. FIG. 5 shows a flow diagram for a second embodiment of the method according to the invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Combustion engine 5 ... Internal combustion engine 30 ... Intake valve 35 ... Exhaust valve 40 ... 1st compressor 45 ... 2nd compressor 50 ... Piston 55 ... Throttle valve 60 ... Camshaft sensor 65 ... Speed sensor 70 ... Engine Control device 75 ... Supercharging pressure sensor 80 ... Injection valve 85 ... Spark plug 90 ... Cylinder 95 ... Suction pipe 100 ... Exhaust gas line 105 ... Secondary air conduit 110 ... Combustion chamber 115 ... Air supply path 10 ... First cylinder ( In the compression process)
15 ... second cylinder (the intake valve is open)
20 ... Third cylinder (exhaust valve is open)
25. Fourth cylinder (in operation (explosion) stage)
120 ... first spring 125 ... first friction 130 ... second friction 135 ... third friction 145 ... fourth friction Fzyl2 ... first resultant force Fzyl3 ... second resultant force

Claims (9)

A method of operating an internal combustion engine definitive during stop of the internal combustion engine (5) (5),
At least a first step of a first cylinder (10, 25) is identified to stop in compression stage or in the operating phase,
A second step in which the filling rate of the at least one first cylinder (10, 25) is adjusted to a value given in advance;
Compression cylinder (10) the intake valves at the time is no longer able longer exceed the peak of the compression or exhaust valves (30, 35) is opened, at least one second cylinder (15, 20) is selected the third step, and at least one second filling ratio of the cylinder (15, 20) is operating phases at a first crank angle to one of the cylinders (25) are given in advance before after ignition top dead center is A fourth step adjusted to stop at
Operating method, characterized in that it comprises a.   The operating method according to claim 1, characterized in that at least one first cylinder (10, 25) is determined on the basis of the rotational speed of the internal combustion engine (5), the cylinder filling factor and the oil temperature. Values given previously with respect to filling ratio of the at least one first cylinder (10, 25) is a cylinder (25) that stops at the operating stage second given advance before after ignition top dead center The driving method according to claim 1, wherein the driving method is adjusted to stop at a crank angle.   The filling factor of the at least one second cylinder (15, 20) is adjusted by a compressor (40, 45) on the suction side of the internal combustion engine (5) or in the secondary air conduit. Item 4. The operation method according to any one of Items 1 to 3.   5. The operating method according to claim 4, wherein the compressor (40, 45) is electrically actuated.   Depending on the difference between the first crank angle given in advance and the second crank angle given in advance, the compressor (40, 45) is in the cylinder (25 The piston (50) is controlled to be moved from a pre-given second crank angle to a pre-given first crank angle after ignition top dead center. 5. The driving method according to 5.   7. The operating method according to claim 6, wherein the boost pressure to be adjusted is applied to the compressor (40, 45) in advance according to the difference.   The filling rate of at least one first cylinder (10, 25) is adjusted by at least one of a compressor (40, 45), a throttle valve (55), and an adjustable camshaft. The driving method according to claim 1. A driving device for an internal combustion engine (5) used in the stop of the internal combustion engine (5),
And identification means (60, 65) for identifying at least one first cylinder (10, 25) to stop at a compression stage or stages of operation,
Means (30, 35, 40, 55) for adjusting the filling factor of the at least one first cylinder (10, 25) to a predetermined value;
Compression cylinder (10) the intake valves at the time is no longer able longer exceed the peak of the compression or exhaust valves (30, 35) is open, selecting at least one second cylinder (15, 20) Selection means (70) to perform;
At least filling rate of one second cylinder (15, 20) is adjusted so that one of the cylinders (25) is stopped in the operation step in the first crank angle given advance before after ignition top dead center, Means (40, 45) for adjusting the filling rate;
A driving device comprising:

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