KR20120032445A - Method and apparatus for controlling an engine - Google Patents

Abstract

PURPOSE: A method and a device for controlling an open circuit of an engine are provided to increase the reliability for restarting an engine and enlarge a range of the number of rotation to successfully restart the engine. CONSTITUTION: A method for starting a multi-cylinder engine in the exhaust state comprises followings. A fuel/air mixer is ignited inside a working cylinder located in a working stroke. The ignition inside a compression cylinder is performed at an ignition angle of the compression cylinder which can be set up in advance. The ignition inside the working cylinder is performed at an ignition angle of the working cylinder which can be set up in advance. The ignition angle of the working cylinder which can be set up in advance is selected to maximize torque applied on a crank shaft(50). The ignition angle of the compression cylinder which can be set up in advance is selected to maximize torque applied on the crank shaft.

Description

METHOD AND APPARATUS FOR CONTROLLING AN ENGINE}

The present invention relates to a method and apparatus for open circuit control of an engine.

In a start-stop system, the state during which the driver makes a start request, for example through the operation of an accelerator pedal, is called a "change of mind" state. This "remorse" condition is problematic for driving comfort, because the engine must be started quickly even though the engine is still running.

In the prior art, systems are generally known in which an attempt is made to re-ignite the engine when the engine is exhausted. In such a system, engine injection and ignition, which are shut off at the engine exhaust, are resumed. The open circuit control device detects the cylinder currently located in the compression stroke. Fuel is injected and ignited into this cylinder.

However, if the engine speed is too low at present, the torque generated during this ignition process may be insufficient to re-accelerate the engine, ie the engine must be stopped and started externally, for example using a starter. To do this, some time is felt that is disturbing the driver.

It is an object of the present invention to provide a method and apparatus for open circuit control of an engine, in which the reliability of a new start of the engine is increased.

In contrast to the prior art, the present invention has the advantage that the reliability of a new start of the engine is increased. Thus, the speed range in which the exhausted engine can be successfully restarted is enlarged.

The injection is interrupted upon the discharge of combustion power, ie there is no ignitable fuel / air mixture in the cylinders. The direct injection engine enables injection at a freely selectable time point. Thus, the injection does not need to be carried out in particular synchronous with the crankshaft. Since the engine is still running, the state of charge of the air in the cylinders is replaced by the inlet and outlet valves connected via the camshaft, i.e. the filling of fresh air is always carried out. Accordingly, upon detection of the start request, it is possible to produce an ignitable fuel / air mixture by performing injection in any cylinder of the engine, so that ignition can be executed in these cylinders.

According to the present invention, in addition to the ignition of the fuel / air mixture in the compression cylinder positioned at the compression stroke at the time of the start request, the ignition is also performed in the operation cylinder positioned at the operating stroke. The combustion efficiency in the working cylinder is not as high as the combustion efficiency in the compression cylinder because the combustion center is located relatively late. Nevertheless, this combustion has the advantage of generating additional torque, which increases the likelihood that the engine will be restarted successfully.

When the fuel / air mixture is ignited in the working cylinder at a preset ignition angle of the working cylinder, combustion in the working cylinder is particularly well controlled. When the fuel / air mixture is ignited in the compression cylinder at a preset ignition angle of the compression cylinder, combustion in the compression cylinder is particularly well controlled.

If a preset ignition angle of the compression cylinder is selected so that the torque generated by combustion in the compression cylinder is maximized, restarting is maximized because the maximized torque maximizes the likelihood of successfully stopping the engine speed drop of the exhausted engine. The method is particularly reliable. If a preset ignition angle of the working cylinder is selected such that the torque generated through the working cylinder and acting on the crankshaft is maximized, this offers a particularly high possibility of the engine restarting successfully.

If the preset ignition angle of the actuating cylinder is preset to be greater than the detected crankshaft angle of the actuating cylinder, there is an advantage that injection can be carried out directly into this actuating cylinder. In this case, this method is particularly simple since the presence of an ignitable fuel / air mixture in the cylinder in which the ignition is carried out does not have to be ensured by further means. If the preset ignition angle of the compression cylinder is greater than the detected crankshaft angle of the compression cylinder, a new start of the engine is executed particularly quickly, in which the additional cylinder enters the compression stroke and moves angularly by the ignition angle of the compression cylinder. Because you do not have to wait until.

When fuel is injected into the working cylinder at a preset injection angle of the working cylinder, the formation of the mixer in the working cylinder is particularly well controlled.

When fuel is injected into the compression cylinder at a preset injection angle of the compression cylinder, combustion in the compression cylinder is particularly well controlled.

The present invention provides a method and apparatus for open circuit control of an engine, in which the reliability of a new start of the engine is increased.

In the drawings particularly preferred embodiments of the method according to the invention are shown.
1 schematically illustrates the structure of an engine;
2 illustrates injection angle and ignition angle in various multi-cylinder engines.
3 shows the ignition sequence of a four-cylinder engine.
4 shows the ignition sequence of a six-cylinder engine.
Fig. 5 shows the ignition sequence of an eight cylinder engine.
6 shows the progress of the method according to the invention.

1 shows a cylinder 10 of an engine having a combustion chamber 20 and a piston 30 connected to the crankshaft 50 by a connecting rod 40. The piston 30 performs the up and down movements in a known manner. The turning point of this movement is called dead point. The transition from the upward movement to the downward movement is called top dead center, and the transition from the downward movement to the upward movement is called bottom dead center. The angular position of the crankshaft 50, ie the so-called crankshaft angle, is typically defined with respect to top dead center. The crankshaft sensor 220 measures the crank angle of the crankshaft 50.

In a known manner through the intake pipe 80, air to be burned in the downward motion of the piston 30 is sucked into the combustion chamber 20. This is called an intake stroke or an intake stroke. Through the exhaust pipe 90, the combusted air is pressurized from the combustion chamber 20 during the upward movement of the piston 30. This is commonly called an exhaust stroke. The amount of air sucked through the intake pipe 80 is set via the air metering device, in this embodiment throttle valve 100, the position of this throttle valve being determined by the open circuit control device 70.

Through the direct injection valve 110 disposed in the combustion chamber 20, fuel is injected into the air sucked from the intake pipe 80, and a fuel / air mixer is generated in the combustion chamber 20. The amount of fuel injected through the direct injection valve 110 is determined by the open circuit control device 70, typically by the duration and / or intensity of the triggering signal. Spark plug 120 generates sparks and thus ignites the fuel / air mixer. In general, this ignition is carried out in a compression stroke or compression stroke in which the fuel / air mixture is compressed through the upward movement of the piston 30. If the ignition is carried out just before the top dead center, the combustion center is located at the start of the operating stroke following the compression stroke. The angle position of the crankshaft at the time of in-cylinder injection is called the injection angle, and the angle position of the crankshaft at the time of ignition is called the ignition angle.

The intake valve 160 located in the supply portion of the intake pipe 80 to the combustion chamber 20 is driven from the camshaft 190 via the cam 180. Similarly, the discharge valve 170 located in the supply portion of the exhaust pipe 90 to the combustion chamber 20 may be driven from the camshaft 190 through the cam 182. The camshaft 190 is coupled with the crankshaft 50. Typically the camshaft 190 rotates once per two revolutions of the crankshaft 50. The camshaft 190 is formed such that the discharge valve 170 is opened at the exhaust stroke and closed near the top dead center. Intake valve 160 is opened near top dead center and closed at the exhaust stroke.

That is, the cylinder executes four operating strokes in the order of the suction stroke, the compression stroke, the operating stroke, and the exhaust stroke. In multi-cylinder engines the cylinder is usually arranged such that the working strokes are periodically distributed to the cylinders.

In an engine with four cylinders, the operating stroke moves by 720 ° / 4 = 180 ° of the crankshaft angle, in an engine with six cylinders by 720 ° / 6 = 120 ° of the crankshaft angle, 8 In an engine with two cylinders, it moves by 720 ° / 8 = 90 ° of the crankshaft angle. The method according to the invention may be carried out when the spacing between the working strokes of the cylinders does not have the same spacing for the crankshaft angle.

Figure 2a shows a conventional fuel injection and ignition in a four cylinder engine. In FIG. 2A, a first injection angle KWe1 and a first ignition angle KWz1 are shown. The first injection angle KWe1 and the first ignition angle KWz1 are located immediately before the top dead center OT. The first injection angle KWe1 is located immediately before the first ignition angle KWz1. FIG. 2A also shows the crankshaft angle of the first cylinder Z1_4 of the four-cylinder engine located on the compression stroke and the crankshaft angle of the fourth cylinder Z4_4 of the four-cylinder engine located on the working stroke. During the rotational motion of the engine, the crankshaft angle of the cylinder is angularly shifted by an angular position.

When the crankshaft angle of the first cylinder Z1_4 of the four-cylinder engine is angularly moved by the first injection angle KWe1, the direct injection valve 110 injects fuel into the combustion chamber 20 of the first cylinder Z1_4. When the crankshaft angle Z1_4 of the first cylinder Z1_4 of the four-cylinder engine is angularly moved by the first ignition angle KWz1, the spark plug 120 generates a spark, that is, the spark plug is a four cylinder The fuel / air mixer is ignited in the combustion chamber 20 of the first cylinder Z1_4 of the engine. Through internal combustion of the first cylinder Z1_4 of the four-cylinder engine, which has a center in the region of the top dead center OT, the rotational movement of the crankshaft is accelerated.

2b shows fuel injection and ignition according to the invention in a four-cylinder engine. The first injection angle KWe1 and the first ignition angle KWz1 and the second injection angle KWe2 and the second ignition angle KWz2 are shown. FIG. 2B also shows the crankshaft angle of the first cylinder Z1_4 of the four-cylinder engine located on the compression stroke and the crankshaft angle of the fourth cylinder Z4_4 of the four-cylinder engine located on the working stroke. The first injection angle KWe1 and the first ignition angle KWz1 are located immediately before the top dead center OT. The first injection angle KWe1 is located immediately before the first ignition angle KWz1. The second injection angle KWe2 and the second ignition angle KWz2 are located immediately after the crankshaft angle Z4_4 of the fourth cylinder Z4_4 of the four-cylinder engine. The second injection angle KWe2 is located immediately before the second ignition angle KWz2.

When the crankshaft angle of the first cylinder Z1_4 of the four-cylinder engine is angularly moved by the first injection angle KWe1, the direct injection valve 110 is the combustion chamber 20 of the first cylinder Z1_4 of the four-cylinder engine. When fuel is injected into the cylinder and the crankshaft angle Z1_4 of the first cylinder Z1_4 of the four-cylinder engine is angularly moved by the first ignition angle KWz1, the spark plug 120 is configured as the first cylinder of the four-cylinder engine. Ignite the fuel / air mixture in the combustion chamber 20 of Z1_4. When the crankshaft angle of the fourth cylinder Z4_4 of the four-cylinder engine is angularly moved by the second injection angle KWe2, the direct injection valve 110 is the combustion chamber 20 of the fourth cylinder Z4_4 of the four-cylinder engine. When fuel is injected into the cylinder and the crankshaft angle Z4_4 of the fourth cylinder Z4_4 of the four-cylinder engine is angularly shifted by the second ignition angle KWz2, the spark plug 120 makes the fourth cylinder of the four-cylinder engine. Ignite the fuel / air mixture in the combustion chamber 20 of Z4_4. Not only combustion in the first cylinder Z1_4 of the four-cylinder engine, but also combustion in the fourth cylinder Z4_4 of the four-cylinder engine allows torque to be transmitted to the crankshaft 50. The torque transmitted to the crankshaft 50 is greater than the torque to be transmitted when ignited only within the first cylinder Z1_4 of the four cylinder engine. That is, the combustion in the fourth cylinder Z4_4 of the four-cylinder engine raises the torque transmitted to the crankshaft 50 as compared with the conventional injection method and the ignition method shown in FIG. For example, depending on the engine speed, the first injection angle KWe1, the first ignition angle KWz1, the second injection angle KWe2, and the second ignition angle ( KWz2) can be selected. In particular, these variables can be selected such that the torque transmitted to the crankshaft 50 through combustion is maximized.

2 c shows fuel injection and ignition according to the invention in a six-cylinder engine similar to b in FIG. 2. The first injection angle KWe1 and the first ignition angle KWz1, the third injection angle KWe3 and the third ignition angle KWz3, and the fourth injection angle KWe4 and the fourth ignition angle KWz4 are Is shown. 2 c shows the crankshaft angle of the first cylinder Z1_6 of the six-cylinder engine located on the compression stroke, the crankshaft angle of the fifth cylinder Z5_6 of the six-cylinder engine located on the operating stroke, and the working stroke. Also shown is the crankshaft angle of the sixth cylinder Z6_6 of the six-cylinder engine located. The first injection angle KWe1 and the first ignition angle KWz1 are located immediately before the top dead center OT. The first injection angle KWe1 is located immediately before the first ignition angle KWz1. The third injection angle KWe3 and the third ignition angle KWz3 are located immediately after the crankshaft angle Z4_4 of the sixth cylinder Z6_6 of the six-cylinder engine. The third injection angle KWe3 is located immediately before the third ignition angle KWz3. The fourth injection angle KWe4 and the fourth ignition angle KWz4 are located immediately after the crankshaft angle of the fifth cylinder Z5_6 of the six-cylinder engine. The fourth injection angle KWe4 is located immediately before the fourth ignition angle KWz4.

When the crankshaft angle of the first cylinder Z1_6 of the six-cylinder engine is angularly shifted by the first injection angle KWe1, the direct injection valve 110 is the combustion chamber 20 of the first cylinder Z1_6 of the six-cylinder engine. When fuel is injected into the cylinder and the crankshaft angle of the first cylinder Z1_6 of the six-cylinder engine is angularly shifted by the first ignition angle KWz1, the spark plug 120 performs the first cylinder Z1_6 of the six-cylinder engine. Ignite the fuel / air mixture in the combustion chamber (20). When the crankshaft angle of the sixth cylinder Z6_6 of the six-cylinder engine is angularly shifted by the third injection angle KWe3, the direct injection valve 110 is the combustion chamber 20 of the sixth cylinder Z6_6 of the six-cylinder engine. When fuel is injected into the cylinder and the crankshaft angle of the fifth cylinder Z5_6 of the six-cylinder engine is angularly shifted by the fourth ignition angle KWz4, the spark plug 120 performs the fifth cylinder Z5_6 of the six-cylinder engine. Ignite the fuel / air mixture in the combustion chamber (20). Not only combustion in the fifth cylinder Z5_6 of the six-cylinder engine, but also combustion in the sixth cylinder Z6_6 of the six-cylinder engine causes the torque transmitted to the crankshaft 50 to increase. Combustion in only the first cylinder Z1_6 of the six-cylinder engine and the sixth cylinder Z6_6 of the six-cylinder engine is also possible. Similarly, it is also possible to carry out combustion in the first cylinder Z1_6 of the six-cylinder engine and the fifth cylinder Z5_6 of the six-cylinder engine. For example, depending on the engine speed, the first injection angle KWe1, the first ignition angle KWz1, the third injection angle KWe3, and the third ignition angle KWz3 to maximize the reliability of the new start of the engine. ), The fourth injection angle KWe4, and the fourth ignition angle KWz4 may be selected. In particular, these variables can be selected such that the torque transmitted to the crankshaft 50 through combustion is maximized.

2d shows fuel injection and ignition according to the invention in an eight-cylinder engine similar to that of FIG. 2 and c of FIG. 2. The first injection angle KWe1 and the first ignition angle KWz1, the fifth injection angle KWe5 and the fifth ignition angle KWz5, the sixth injection angle KWe6 and the sixth ignition angle KWz6 are Is shown. 2d shows the crankshaft angle of the first cylinder Z1_8 of the eight-cylinder engine located on the compression stroke, the crankshaft angle of the eighth cylinder Z8_8 of the eight-cylinder engine located on the operating stroke, and the working stroke. The crankshaft angle of the seventh cylinder Z7_8 of the eight-cylinder engine located and the crankshaft angle of the sixth cylinder Z6_8 of the eight-cylinder engine located in the compression stroke are also shown. The first injection angle KWe1 and the first ignition angle KWz1 are located immediately before the top dead center OT. The first injection angle KWe1 is located immediately before the first ignition angle KWz1. The fifth injection angle KWe5 and the fifth ignition angle KWz5 are located immediately after the crankshaft angle of the eighth cylinder Z8_8 of the eight-cylinder engine. The fifth injection angle KWe5 is located immediately before the fifth ignition angle KWz5. The sixth injection angle KWe6 and the sixth ignition angle KWz6 are located immediately after the crankshaft angle of the seventh cylinder Z7_8 of the eight-cylinder engine. The sixth injection angle KWe6 is located immediately before the sixth ignition angle KWz6.

When the crankshaft angle of the first cylinder Z1_8 of the eight-cylinder engine is angularly moved by the first injection angle KWe1, the direct injection valve 110 is the combustion chamber 20 of the first cylinder Z1_8 of the eight-cylinder engine. When fuel is injected into the cylinder and the crankshaft angle of the first cylinder Z1_8 of the eight-cylinder engine is angularly shifted by the first ignition angle KWz1, the spark plug 120 performs the first cylinder Z1_8 of the eight-cylinder engine. Ignite the fuel / air mixture in the combustion chamber (20). When the crankshaft angle of the eighth cylinder Z8_8 of the eight-cylinder engine is angularly moved by the fifth injection angle KWe5, the direct injection valve 110 is the combustion chamber 20 of the eighth cylinder Z8_8 of the eight-cylinder engine. When fuel is injected into the cylinder and the crankshaft angle of the seventh cylinder Z7_8 of the eight-cylinder engine is angularly shifted by the sixth ignition angle KWz6, the spark plug 120 performs the seventh cylinder Z7_8 of the eight-cylinder engine. Ignite the fuel / air mixture in the combustion chamber (20). Not only combustion in the eighth cylinder Z8_8 of the eight-cylinder engine, but also combustion in the seventh cylinder Z7_8 of the eight-cylinder engine causes the torque transmitted to the crankshaft 50 to increase. Combustion in only the first cylinder Z1_8 of the eight-cylinder engine and the eighth cylinder Z8_8 of the eight-cylinder engine is also possible. Similarly, combustion in only the first cylinder Z1_8 of the eight-cylinder engine and the seventh cylinder Z7_8 of the eight-cylinder engine is also possible. For example, the first injection angle KWe1, the first ignition angle KWz1, the sixth injection angle KWe6, and the sixth ignition angle KWz6 so as to depend on the engine speed and maximize the reliability of the new start of the engine. ), A seventh injection angle KWe7, and a seventh ignition angle KWz7 may be selected. In particular, these variables can be selected such that the torque transmitted to the crankshaft 50 through combustion is maximized.

3 shows the ignition sequence upon restarting the four-cylinder engine. 3A shows the ignition sequence when only the first injection angle KWe1 and the first ignition angle KWz1 are defined as shown in a of FIG. 2. Fig. 3A shows the crankshaft angle of the first cylinder Z1_4 of the four-cylinder engine located on the compression stroke, the crankshaft angle of the second cylinder Z2_4 of the four-cylinder engine located on the suction stroke, and the compression stroke. The crankshaft angle of the third cylinder Z3_4 of the four-cylinder engine located and the crankshaft angle of the fourth cylinder Z4_4 of the four-cylinder engine located in the working stroke are shown. Fuel injection into each cylinder is performed when the corresponding crankshaft angle is angularly shifted by the first injection angle KWe1 of the compression stroke, respectively, and the ignition is correspondingly by the first ignition angle KWz1 of the compression stroke. It is executed when the angle moves. Accordingly, the engine is first ignited in the first cylinder Z1_4 of the four-cylinder engine corresponding to the rotational direction of the engine, and then ignited in the second cylinder Z2_4 of the four-cylinder engine, and then the third cylinder Z3_4 of the four-cylinder engine. Ignition), then ignition in the fourth cylinder Z4_4 of the four-cylinder engine, ignition in the first cylinder Z1_4 and so forth.

3b, when the second injection angle KWe2 and the second ignition angle KWz2 are defined in addition to the first injection angle KWe1 and the first ignition angle KWz1 as in b of FIG. 2. The firing order of is shown similarly to a of FIG. In this case, it is first ignited in the first cylinder Z1_4 of the four-cylinder engine and then ignited in the fourth cylinder Z4_4 of the four-cylinder engine. Depending on the relative angular positions of the injection angle and the ignition angle, it is also possible to first ignite in the fourth cylinder Z4_4 of the four-cylinder engine and then to ignite in the first cylinder Z1_4 of the four-cylinder engine. It is also possible to ignite simultaneously in these two cylinders. After ignition in the fourth cylinder Z4_4 of the four-cylinder engine, the second injection angle KWe2 and the second ignition angle KWz2 are deactivated, that is, when additional cylinders are angularly moved by the angular position of the working stroke. It is not sprayed or ignited. In other words, this ignition order continues in the usual order. After ignition in the first cylinder and the fourth cylinder, immediately afterwards is ignited in the second cylinder Z2_4 of the four-cylinder engine, and then ignition in the third cylinder Z3_4 of the four-cylinder engine, and then the fourth cylinder ( Ignition and the like in Z4_4) are executed.

4 shows an ignition sequence upon restart of the six-cylinder engine similar to FIG. 3. Fig. 4a shows only the ignition sequence when the first injection angle KWe1 and the first ignition angle KWz1 are defined. Similar to a in FIG. 3, an ignition sequence is obtained in which first ignition is performed in the first cylinder Z1_6, then ignition in the second cylinder Z2_6, then ignition in the third cylinder Z3_6, and the like. In addition, when the third injection angle KWe3 and the third ignition angle KWz3 and the fourth injection angle KWe4 and the fourth ignition angle KWz4 are defined, the ignition sequence defined in FIG. Obtained. Similar to the embodiment of the six-cylinder engine, the third injection or ignition angle and the fourth injection or ignition angle are deactivated when injected or ignited into the cylinder when the third injection or ignition angle and the fourth injection or ignition angle are moved. Appears. In this case, as the ignition sequence, the first cylinder Z1_6, the fifth cylinder Z5_6, the sixth cylinder Z6_6, the second cylinder Z2_6, the third cylinder Z3_6, and the like are obtained. In the ignition order of the first cylinder Z1_6, the fifth cylinder Z5_6, and the sixth cylinder Z6_6, any permutation of these three cylinders can be obtained according to the angular position of the injection and ignition angles. have.

4 c shows the ignition sequence for the case where only the third injection angle KWe3 and the third ignition angle KWz3 are defined together with the first injection angle KWe1 and the first ignition angle KWz1. . In this case, the first cylinder Z1_6, the sixth cylinder Z6_6, the second cylinder Z2_6, the third cylinder Z3_6, and the like are obtained in the ignition order. The ignition order of the first cylinder Z1_6 and the sixth cylinder Z6_6 may be exchanged according to the angular positions of the injection and ignition angles.

In FIG. 4d, the ignition sequence for the case where only the fourth injection angle KWe4 and the fourth ignition angle KWz4 is defined together with the first injection angle KWe1 and the first ignition angle KWz1 is shown. . In this case, the first cylinder Z1_6, the fifth cylinder Z5_6, the second cylinder Z2_6, the third cylinder Z3_6, and the like are obtained in the ignition order. The ignition order of the first cylinder Z1_6 and the fifth cylinder Z5_6 may be exchanged according to the angular positions of the injection and ignition angles.

5 shows an ignition sequence upon restart of the eight-cylinder engine similar to FIGS. 3 and 4. FIG. 5A shows the ignition sequence only when the first injection angle KWe1 and the first ignition angle KWz1 are defined. Similar to Figs. 3A and 4A, an ignition sequence in which ignition is performed first in the first cylinder Z1_8, then ignition in the second cylinder Z2_8, then ignition in the third cylinder Z3_8, and the like. Is obtained. In addition, when the fifth injection angle KWe5 and the fifth ignition angle KWz5 and the sixth injection angle KWe6 and the sixth ignition angle KWz6 are defined, the ignition sequence defined in FIG. Obtained. Similar to the embodiment of the six-cylinder engine or the four-cylinder engine, the fifth injection or ignition angle and the sixth injection or ignition when the injection or ignition into the cylinder when the angle of the fifth injection or ignition angle and the sixth injection or ignition angle move. It appears that the angle is deactivated. In this case, as the ignition sequence, the first cylinder Z1_8, the seventh cylinder Z7_8, the eighth cylinder Z8_8, the second cylinder Z2_8, the third cylinder Z3_8, and the like are obtained. In the ignition order of the first cylinder Z1_8, the seventh cylinder Z7_8, and the eighth cylinder Z8_8, any permutation of these three cylinders can be obtained according to the angular position of the injection and ignition angles.

FIG. 5C shows the ignition sequence for the case where only the fifth injection angle KWe5 and the fifth ignition angle KWz5 are defined together with the first injection angle KWe1 and the first ignition angle KWz1. . In this case, the first cylinder Z1_8, eighth cylinder Z8_8, second cylinder Z2_8, third cylinder Z3_8, and the like are obtained in the ignition order. The ignition order of the first cylinder Z1_8 and the sixth cylinder Z6_8 may be exchanged according to the angular positions of the injection and ignition angles.

In FIG. 5d, the ignition sequence for the case where only the sixth injection angle KWe6 and the sixth ignition angle KWz6 is defined together with the first injection angle KWe1 and the first ignition angle KWz1 is shown. . In this case, the first cylinder Z1_8, the seventh cylinder Z7_8, the second cylinder Z2_8, the third cylinder Z3_8, and the like are obtained in the ignition order. The ignition order of the first cylinder Z1_8 and the seventh cylinder Z7_8 may be exchanged according to the angular positions of the injection and ignition angles.

6 shows the progress of the method according to the invention for restarting the engine. In step 1000 a stop request is detected, for example, because the vehicle is at an idling speed for longer than a predefined duration. In a subsequent step 1010 a method for stopping the engine is executed. In particular, the injection and ignition in the cylinder are turned off. The engine speed now begins to fall. Step 1020 follows. In step 1020 a start request is detected because the fact that the driver has activated the accelerator pedal is still detected before the engine is stopped, ie when the engine is rotating.

Step 1030 is followed by the detection of the angular position of the individual cylinders. In particular, it is detected which cylinder ZK is in the compression stroke and which cylinder ZA is in the working stroke. In an embodiment of a four-cylinder engine, the first cylinder Z1_4 is in the compression stroke and the fourth cylinder Z4_4 is in the working stroke. In an embodiment of a six-cylinder engine, the first cylinder Z1_6 is in the compression stroke and the fifth cylinder Z5_6 and the sixth cylinder Z6_6 are in the working stroke. In an embodiment of the eight-cylinder engine, the first cylinder Z1_8 is in the compression stroke and the seventh cylinder Z7_8 and the eighth cylinder Z8_8 are in the working stroke. It is also possible to detect cylinders ZK and ZA located in the compression stroke or the operating stroke according to the preset angle of rotation of the crankshaft 50 or according to the first preset time interval. Step 1040 follows.

In step 1040 the injection angle KWe and the ignition angle KWz are detected and preset. The first injection angle KWe1 and the first ignition angle KWz1 of the cylinder of the compression stroke are defined. Similarly, the injection angle KWe and the ignition angle KWz in which the injection or ignition should be performed in the cylinders located in the operating stroke are defined. The angular positions of this injection angle or ignition angle can be fixedly preset. For example, the first injection angle KWe1 and the first ignition angle KWz1 may be selected such that the ignition in the first cylinder Z1 generates the maximum torque or the maximum output. In this case, the respective positions of the injection and ignition of the operating stroke can be selected such that the ignition is executed simultaneously in the cylinders of the operating stroke and the compression stroke. However, these angular positions may be chosen such that the combustion centers of the ignited cylinders are achieved simultaneously. However, it is also possible that these angular positions are selected relative to the measured angular position of the cylinders located on the compression stroke or the operating stroke. It is also possible for the respective positions of the injection KWe and the ignition KWz to be defined from the angular position of each cylinder detected in step 1030 to the end of the stroke in which the cylinder is located. It is likewise possible for the ignition angle KWz to be selected such that when the inlet valve 160 and the outlet valve 170 of the cylinder are closed, only the ignition is executed in the cylinder located in the operating stroke. Step 1050 follows.

In step 1050 it is sprayed or ignited for a predetermined angular position in step 1040. Step 1090 follows, in which further means for starting the engine, in particular further injection and ignition corresponding to the normal ignition sequence, are carried out, and the method ends.

Claims (15)

A method of starting an exhausted multi-cylinder engine in which a fuel / air mixture is ignited in a compression cylinder located at a compression stroke,
A method of starting an exhausted multi-cylinder engine, characterized in that the fuel / air mixture is ignited in an operating cylinder positioned at an operating stroke. 2. A method according to claim 1, wherein the ignition in the compression cylinder is carried out at a preset ignition angle (KWz) of the compression cylinder. 2. A method according to claim 1, characterized in that the ignition in the working cylinder is carried out at a preset ignition angle (KWz) of the working cylinder. The exhaust gas multi-cylinder engine according to claim 3, characterized in that the preset ignition angle (KWz) of the working cylinder is selected such that the torque generated through the working cylinder and acting on the crankshaft 50 is maximized. Way of starting. The exhaust gas multi-cylinder engine according to claim 2, characterized in that the preset ignition angle (KWz) of the compression cylinder is selected such that the torque generated through the compression cylinder and acting on the crankshaft 50 is maximized. Way of starting. 4. A method according to claim 3, wherein the preset ignition angle (KWz) of the working cylinder is greater than the detected crankshaft angle of the working cylinder. A method according to claim 2, wherein the preset ignition angle (KWz) of the compression cylinder is greater than the detected crankshaft angle of the compression cylinder. 8. The method according to claim 4, wherein fuel is injected into the working cylinder at a pre-settable injection angle (KWe) of the working cylinder. 9. 8. A method of starting a multi-cylinder engine according to any one of claims 4 to 7, characterized in that fuel is injected into the compression cylinder at a preset injection angle (KWe) of the compression cylinder. In the electrical storage medium for at least one control device 70 of the open circuit control device and the closed circuit control device of the engine,
An electrical storage medium storing a computer program for the application of the method according to any one of the preceding claims. In the electrical storage medium for at least one control device 70 of the open circuit control device and the closed circuit control device of the engine,
An electrical storage medium storing a computer program for the application of the method according to claim 8. In the electrical storage medium for at least one control device 70 of the open circuit control device and the closed circuit control device of the engine,
An electrical storage medium storing a computer program for applying the method according to claim 9. In the control device 70 of at least one of the open circuit control device and the closed loop control device of the engine,
The control device, characterized in that it is programmed for the application of the method according to any one of the preceding claims. In the control device 70 of at least one of the open circuit control device and the closed loop control device of the engine,
The control device, characterized in that it is programmed for the application of the method according to claim 8. In the control device 70 of at least one of the open circuit control device and the closed loop control device of the engine,
The control device, which is programmed for the application of the method according to claim 9.

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