SE1650007A1 - A system and a method for controlling a shutdown of an internal combustion engine - Google Patents

A system and a method for controlling a shutdown of an internal combustion engine Download PDF

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Publication number
SE1650007A1
SE1650007A1 SE1650007A SE1650007A SE1650007A1 SE 1650007 A1 SE1650007 A1 SE 1650007A1 SE 1650007 A SE1650007 A SE 1650007A SE 1650007 A SE1650007 A SE 1650007A SE 1650007 A1 SE1650007 A1 SE 1650007A1
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SE
Sweden
Prior art keywords
engine
internal combustion
combustion engine
predetermined
controlling
Prior art date
Application number
SE1650007A
Other languages
Swedish (sv)
Other versions
SE541986C2 (en
Inventor
Carlsson Ulf
Original Assignee
Scania Cv Ab
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Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1650007A priority Critical patent/SE541986C2/en
Priority to DE102016015596.5A priority patent/DE102016015596A1/en
Publication of SE1650007A1 publication Critical patent/SE1650007A1/en
Publication of SE541986C2 publication Critical patent/SE541986C2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
    • F02D33/006—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge depending on engine operating conditions, e.g. start, stop or ambient conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3005—Details not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F02D9/06—Exhaust brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/021—Engine crank angle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention relates to a method for controlling a shutdown of an internal combustion engine (231), comprising the steps of:. - identifying (s410) a turn off signal; and. - controlling (s420) the engine fuel supply, so as to stop the internal combustion engine (231) in a predetermined engine position.The invention relates also to a computer programme product comprising program code (P) for a computer (200; 210) for implementing a method according to the invention. The invention relates also to a system (289) for controlling a shutdown of an internal combustion engine and a motor vehicle (100) equipped with the system. (289).Figure 2c for publication

Description

A system and a method for controlling a shutdown of an internal combustion engine TECHNICAL FIELD The present invention relates to a method for controlling a shutdown of an internalcombustion engine. The invention also relates to a computer program productcomprising program code for a computer for implementing a method according tothe invention. lt further relates to a system for controlling a shutdown of an internal combustion engine and a motor vehicle being equipped with the system.
BACKGROUND ART When an internal combustion engine is turned off, the fuel supply to the cylinders istypically immediately cut off and the engine is eventually stopped. This is generallythe case regardless of whether the shutdown was initiated by the driver or by theengine control system. When the engine is subsequently switched on, knowledge ofthe actual position of the engine is necessary in order to be able to control the fuelinjection and thus ignite the engine. The engine position may be defined as theangular position of the crankshaft and the camshaft and thus as the cylinder pistonposition. Since the engine position achieved after a commonly known engineshutdown is random and thus unknown, the actual engine position must bedetermined during start-up before ignition is possible. The actual engine position maybe determined in various ways but generally includes identifying a reference point ofthe crankshaft and/or the camshaft. The crankshaft and/or the camshaft thus have tobe rotated until the reference point is identified. Depending on the engine positionafter shutdown, the time for determining the actual engine position varies and the time for starting the engine may thus vary. lt is desirable to enable a rapid start/restart of an internal combustion engine,especially in the stop-sta rt applications frequently used in vehicles today. There arevarious solutions for reducing the time for starting an engine. Document US7527580B2 for example discloses a method for shutting down an internal combustion enginewhere the internal combustion engine is controlled to a predetermined operatingstate before the shutdown is executed. The predetermined operating state isdetermined such that a desired rest position of the crankshaft is achieved without interventive action during engine coast-down.
SUMMARY OF THE INVENTION An object of the present invention is to propose a novel and advantageous method for controlling a shutdown of an internal combustion engine.
Another object of the invention is to propose a novel and advantageous system and anovel and advantageous computer program for controlling a shutdown of an internal combustion engine.
An object of the present invention is to propose a novel and advantageous methodfor accurately controlling a shutdown of an internal combustion engine in a cost efficient way.
Another object of the invention is to propose a novel and advantageous system and anovel and advantageous computer program for accurately controlling a shutdown of an internal combustion engine in a cost efficient way.
Yet another object of the invention is to propose a method, a system and a computerprogram achieving a reliable, robust and automated controlling a turn off of an engine.
Yet another object of the invention is to propose an alternative method, analternative system and an alternative computer program for controlling a shutdown of an internal combustion engine.
The herein mentioned objects are achieved by a method for controlling a shutdownof an internal combustion engine and a system for controlling a shutdown of aninternal combustion engine according to the independent claims. Advantageousembodiments are depicted in the dependent claims. Substantially the sameadvantages of method steps of the innovative method hold true for corresponding means of the innovative system.
According to an aspect ofthe invention a method for controlling a shutdown of aninternal combustion engine is provided, comprising the steps of: - identifying a shutdown signal; and - controlling the engine fuel supply, so as to stop the internal combustion engine in a predetermined engine position.
The engine position may be defined as the angular position of the crankshaft. Theangular position of the crankshaft may be determined by the angular position oftheflywheel on the crankshaft. The engine position thus refers to the position of thecylinder pistons. The engine position may also be determined by the angular position of the engine camshaft associated with the crankshaft.
The shutdown signal may be a manually triggered signal from a driver manuallyoperating the ignition key/button. The shutdown signal may alternatively be anautomatically triggered signal from an engine control system associated with a stop- start operation.
By controlling the engine fuel supply in an advantageous way when a shutdown signal has been identified, a predetermined engine position may be achieved in a controlled manner. The predetermined engine position is suitably a desired engine positionbased on various parameters, such as the configuration of the powertrain, the meansfor detecting the actual engine position and similar. The predetermined engineposition may be based on whether the shutdown signal is a manually triggered signalor an automatically triggered signal. The predetermined engine position may bechosen based on the operating conditions. The predetermined engine position is suitably stored in a control unit.
The method may comprise the step of:- choosing said predetermined engine position, so as to obtain a desireddetermination of an actual engine position during a subsequent restart of said internal combustion engine.
When starting an internal combustion engine it is necessary to know the actualengine position in order to be able to know which cylinder to ignite next and thus tobe able to control the fuel injection correctly. The actual position of the engine maybe determined as the angular position of the crankshaft which in turn may bedetermined by the angular position of the flywheel on the crankshaft. The angularposition of the flywheel thus corresponds to a certain position of each cylinder piston.The flywheel typically comprises a reference point constituting a zero angular positionof the flywheel and thus of the crankshaft. This reference point constitutes areference engine position. |fthe engine is a 4-stroke engine two revolutions of theflywheel corresponds to one engine cycle. Depending on the number of cylinders ofthe engine, 720 degrees (two revolutions) may be divided by the number of cylindersin order to determine the position for ignition of each cylinder. lf the enginecomprises for example six in-line cylinders, the ignition intervals are 120°/120°. Thus,in order to determine the actual engine position during restart of the internalcombustion engine, the crankshaft is typically rotated by a starter, such that thereference point on the flywheel passes a first sensor means. The first sensor means thus identifies the reference point and the actual engine position may be determined.
The flywheel suitably comprises 60 teeth and two missing teeth, wherein the twomissing teeth constitute the reference point. The reference point of the flywheel willbe passed twice during a cycle so in order to determine if the crankshaft is on the firstrevolution or the second, and thus in order to determine whether for example thesecond or the fourth cylinder is in the position for ignition, the camshaft may be used.The camshaft suitably rotates with halfthe speed of the crankshaft and thus performsone revolution when the crankshaft performs two. The camshaft also comprises areference point such that when the reference point is passing a second sensor meansit may be decided that the crankshaft has performed two revolutions. To obtain adesired determination of an actual engine position during a subsequent restart of theinternal combustion engine, the predetermined engine position may be chosendifferently depending on various parameters. lt may for example be desirable todetermine the actual engine position as fast as possible, to determine the actualengine position as fast as possible while at the same time minimizing the mechanicalwear of components or similar. The desirable determination of the actual engineposition may depend on the identified shutdown signal. lt might for example be moreimportant to determine the engine position quickly during stop-start operations thanduring manual shutdowns. For example, in case of an automatically triggeredshutdown signal the predetermined engine position may be chosen so as to obtain afastest possible determination of the actual engine position during a subsequentrestart of the internal combustion engine. ln case of a manually triggered shutdownsignal it may instead be desirable to choose the predetermined engine position so as to minimize the mechanical wear of the flywheel.
The method may comprise the step of:- choosing said predetermined engine position, so as to obtain a fastest possibledetermination of an actual engine position during a subsequent restart of said internal combustion engine. ln order to minimize the time for starting the internal combustion engine the time fordetermining the actual engine position is suitably minimized. ln order to minimize thetime for determining the actual engine position, the predetermined engine positionto which the engine is controlled suitably corresponds to an angular position of thecrankshaft which is close to the flywheel reference point. The predetermined engineposition chosen so as to obtain a fastest possible determination of an actual engineposition during a subsequent restart may thus be an engine position close to thereference engine position. The predetermined engine position chosen so as to obtaina fastest possible determination of an actual engine position during a subsequentrestart may be an engine position immediately before the reference engine position.This way, the rotation of the crankshaft in order to make the reference point pass thefirst sensor means during a subsequent restart is minimized and the actual engine position may be determined in a rapid and convenient way.
However, depending on the type of first sensor means used in order to identify thereference point on the flywheel, the reference point has to pass the first sensormeans with a certain rotational speed. lf the internal combustion engine is stopped inan engine position too close to the reference point, it might not be possible toachieve enough rotational speed for identifying the reference point during thesubsequent restart. ln this case, the predetermined engine position for obtaining afastest possible determination of an actual engine position may correspond to aposition second or third closest to the reference engine position. The predeterminedengine position may thus depend on the type of sensor means used to identify thereference point on the flywheel. The predetermined engine position for obtaining afastest possible determination of an actual engine position is thus suitably a position from which a rotational speed of the crankshaft, required to identify the reference point, can be achieved during a subsequent restart of the internal combustion engine.
Alternatively, the method comprises to choose the predetermined engine position, so as to obtain a desirable distribution of wear. lf the fuel supply is controlled such that the predetermined engine position is always the same, the teeth on the flywheelmight be worn out. lt may therefore be desirable to choose a predetermined engineposition so as to minimize the mechanical wear of the flywheel. For example, thepredetermined engine position may be chosen to alternate between two different engine positions.
The method may comprise the step of:- controlling an engine speed of said internal combustion engine according to adesired predetermined function, so as to make the internal combustion engine stop in said predetermined engine position.
The internal combustion engine is normally turned off when the internal combustionengine has an idle speed. The idle speed may be between 500 - 1000 rpm. ln order tomake the engine stop in said predetermined engine position the fuel supply issuitably controlled, so as to control the engine speed according to a desiredpredetermined function. The predetermined function suitably includes controlling theengine speed such that the engine speed is rapidly decreased from the idle speed to acertain engine speed limit, whereafter the fuel supply/combustion is controlled suchthat it is ensured that the predetermined engine position is obtained when theengine finally stops. The fuel supply is thus finely adjusted after the engine speedlimit has been reached, such that small combustions are achieved in the cylinders upuntil it is ensured that the predetermined engine position will be obtained. Thedesired predetermined function may be a predetermined speed ramp or speedprofile. Such speed ramp may include the engine speed first being rapidly decreasedand then finely adjusted down towards zero. The engine speed may be controlled torapidly decrease to around 200 rpm, after which the engine speed is finely adjusteddown towards zero. The engine speed may be rapidly decreased by significantlyreducing the fuel supply. The engine speed may be rapidly decreased by temporarilystopping the engine supply. When the engine speed has been decreased to the engine speed limit, the fuel supply is finely adjusted to maintain combustion in the cylinders until it is ensured that the predetermined engine position will be obtained.The crankshaft will continue rotating for a while after the fuel supply has been cut offdue to the inertia of the flywheel. lt is suitably known how long the crankshaft willrotate and the combustion is thus controlled at low engine speeds, such that it isensured that the predetermined engine position is obtained when the internal combustion engine finally stops. Alternatively, the method comprises to adaptively determine how long the internal combustion engine rotates after the last combustion.
The engine speed is thus suitably controlled according to a desired predeterminedfunction, taking into account how long the internal combustion engine rotates afterthe last combustion. The engine speed may be controlled such that a certain enginespeed is associated with combustion in a specific cylinder. That is, for example theengine speed may be controlled to 400 rpm at combustion in cylinder 1, to 300 rpm at combustion in cylinder 2, to 200 rpm at combustion in cylinder 3 etc. down to zero.
The fuel supply is thus not permanently cut off when the shutdown signal is identified.
This way, the predetermined engine position may be obtained in an accurate and reliable way.
The method may comprise the step of:- braking said internal combustion engine so as to reduce a prevailing engine speed of said internal combustion engine. ln order to control the engine speed of the internal combustion engine for exampleaccording to a predetermined function/profile/ramp so as to obtain thepredetermined engine position, the internal combustion engine may be braked.During shutdown of the internal combustion engine the drivetrain is disconnectedfrom the internal combustion engine. The internal combustion engine may thus bebraked by means of different aggregates applying a load on the internal combustionengine. Such aggregates may be an air conditioning unit, an exhaust brake, agenerator, a cooling fan or similar. This way, the engine speed may be rapidly decreased to the engine speed limit.
The method may comprise the step of:- choosing said predetermined engine position among a number of available engine rest positions.
The number of available engine rest positions depends on the number of cylinders inthe engine. By engine rest position is meant a natural rest position for the internalcombustion engine. An engine rest position may be a position where a cylinder is in the bottom dead centre or the top dead centre.
The method may comprise the step of:- choosing said predetermined engine position as the engine rest position immediately before a reference engine position.
The reference engine position is suitably an engine position corresponding to thereference point on the flywheel. An engine rest position immediately before thereference point on the flywheel suitably corresponds to a position where the secondlast cylinder is in the bottom dead centre. The last cylinder is the cylinder closest tothe flywheel. By choosing the predetermined engine position as the engine restposition immediately before (closest to) the reference point, the time for determiningthe actual engine position during a subsequent restart of the internal combustionengine is minimized. ln the case where the type of first sensor means results in thatthe engine rest position immediately before the reference engine position is notdesirable, the predetermined engine position is suitably chosen as the engine rest position second or third closest to the reference engine position.
According to an aspect ofthe invention a system for controlling a shutdown of aninternal combustion engine is provided, the system comprising: - means for identifying a shutdown signal; and - means for controlling the engine fuel supply, so as to stop the internal combustion engine in a predetermined engine position.
The means for identifying a shutdown signal may comprise a control unit receivingthe shutdown signal. The shutdown signal may be provided by an engine controlsystem as a result of a stop-start operation. The shutdown signal may alternatively bya signal triggered by a manual shutdown by means of the ignition key. The means forcontrolling the engine fuel supply suitably comprises a control unit connected to a fuel injection system arranged in connection with the engine cylinders.
The system may comprise:- means for choosing said predetermined engine position, so as to obtain a desireddetermination of an actual engine position during a subsequent restart of said internal combustion engine.
The system may comprise:- means for choosing said predetermined engine position, so as to obtain a fastestpossible determination of an actual engine position during a subsequent restart of said internal combustion engine.
The system may comprise:- means for controlling an engine speed of said internal combustion engine accordingto a desired predetermined function, so as to make the internal combustion engine to stop in said predetermined engine position.
The system may comprise:- means for braking said internal combustion engine, so as to reduce a prevailing engine speed of said internal combustion engine.
Said means for braking said internal combustion engine may be a control unit controlling an aggregate for applying a load on the internal combustion engine. The 11 aggregate may be an air Conditioning unit, a generator, an exhaust brake, a fan or similar.
The system may comprise:- means for choosing said predetermined engine position among a number of available engine rest positions.
The system may comprise:- means for choosing said predetermined engine position as the engine rest position just before a reference engine position.
According to an aspect ofthe invention a vehicle is provided comprising a systemaccording to what is presented herein. Said vehicle may be a motor vehicle. Said vehicle may be any from among a truck, bus or passenger car.
According to an aspect ofthe invention a computer program for controlling ashutdown of an internal combustion engine is provided, wherein said computerprogram comprises program code for causing an electronic control unit or a computerconnected to the electronic control unit to perform the steps according to anyone of the claims 1-7, when run on said electronic control unit or said computer.
According to an aspect ofthe invention a computer program for controlling ashutdown of an internal combustion engine is provided, wherein said computerprogram comprises program code stored on a computer-readable medium forcausing an electronic control unit or a computer connected to the electronic control unit to perform the steps according to anyone of the claims 1-7.
According to an aspect ofthe invention a computer program for controlling ashutdown of an internal combustion engine is provided, wherein said computer program comprises program code stored on a computer-readable medium for 12 causing an electronic control unit or a computer connected to the electronic controlunit to perform the steps according to anyone of the claims 1-7, when run on said electronic control unit or said computer.
According to an aspect ofthe invention a computer program product is providedcontaining a program code stored on a computer-readable medium for performingmethod steps according to anyone of claims 1-7, when said computer program is run on an electronic control unit or a computer connected to the electronic control unit.
According to an aspect ofthe invention a computer program product is providedcontaining a program code stored non-volatile on a computer-readable medium forperforming method steps according to anyone of claims 1-7, when said computerprogram is run on an electronic control unit or a computer connected to the electronic control unit.
Further objects, advantages and novel features of the present invention will becomeapparent to one skilled in the art from the following details, and also by putting theinvention into practice. Whereas the invention is described below, it should be notedthat it is not confined to the specific details described. One skilled in the art havingaccess to the teachings herein will recognise further applications, modifications and incorporations in other fields, which are within the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS For fuller understanding of the present invention and its further objects andadvantages, the detailed description set out below should be read in conjunction withthe accompanying drawings, in which the same reference notations denote similar items in the various diagrams, and in which: Figure 1 Figure 2a Figure 2b Figure 2c Figure 3 Figure 4a Figure 4b Figure 5 13 schematically illustrates a vehicle according to an embodimentof the invention; schematically illustrates a subsystem of the vehicle depicted inFigure 1, according to an embodiment of the invention;schematically illustrates an internal combustion engineaccording to an embodiment of the invention; schematically illustrates a system for controlling a shutdown ofan internal combustion engine according to an embodiment ofthe invention; schematically illustrates a diagram relating to an embodimentof the invention; is a schematic flowchart of a method according to anembodiment of the invention; is a more detailed schematic flowchart of a method accordingto an embodiment ofthe invention; and schematically illustrates a computer according to an embodiment of the invention.
DETAILED DESCRIPTION Figure 1 schematically shows a side view of a vehicle 100. The exemplified vehicle 100 comprises a tractor unit 110 and a trailer 112. The vehicle 100 may be a heavy vehicle, e.g. a truck or a bus. lt may alternatively be a car. The vehicle comprises a system 289 for controlling a shutdown of an internal combustion engine. lt should be noted that the inventive system 289 for controlling a shutdown of an internal combustion engine is applicable to various vehicles, such as e.g. a mining machine, tractor, dumper, wheel loader, platform comprising an industrial robot, forest machine, earth mover, road construction vehicle, road planner, emergency 14 vehicle or a tracked vehicle. The vehicle 100 may according to an example be an autonomous vehicle. lt should be noted that the invention is suitable for application in various systemscomprising an internal combustion engine. lt should be noted that the invention issuitable for application with any internal combustion engine and is therefore notconfined to internal combustion engines of motor vehicles. The innovative methodand the innovative system in one aspect of the invention are well suited to otherplatforms which comprise a fuel powered engine system than motor vehicles, e.g.watercraft. The watercraft may be of any kind, e.g. motor boats, steamers, ferries or ships.
The innovative method and the innovative system according to an aspect of theinvention are also well suited to, for example, systems which comprise industrial engines and/or engine-powered industrial robots.
The innovative method and the innovative system according to an aspect of theinvention are also well suited to various kinds of power plants, e.g. an electric power plant which comprises an engine-powered generator.
The innovative method and the innovative system are also well suited to various engine systems, e.g. on a locomotive or some other platform.
The term "link" refers herein to a communication link which may be a physicalconnection such as an opto-electronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.
Figure 2a schematically illustrates a powertrain 279 ofthe vehicle 100 shown in Figure 1, according to an aspect of the invention.
The powertrain 279 comprises an internal combustion engine 231 with a crankshaft 232 and a flywheel 235. The flywheel 235 is connected to a clutch arrangement 241.
The internal combustion engine 231 may be a so called Otto-engine or a diesel engine.
Said internal combustion engine 231 may be powered by for example diesel, ethanolor gas fuel, such as natural gas or any suitable vaporized fuel. The clutch arrangement241 may be a manually controlled automated clutch arrangement. This clutcharrangement 241 is also connected to a shaft 245 which is an input shaft to a gearbox251. The gearbox 251 may be configured to comprise any suitable number of gearsteps, e.g. 5, 12 or 16. The gearbox 251 has an output shaft 255 to transmit torque toat least one pair of tractive wheels comprising a first tractive wheel 260a and asecond tractive wheel 260b. The internal combustion engine 231 is arranged togenerate torque which can be transmitted to said tractive wheels 260a and 260b so as to propel the vehicle 100.
A first control unit 200 is arranged for communication with said internal combustionengine 231 via a link L231 and is adapted for controlling the operation of said engine231 in accordance with stored control routines. Hereby said first control unit 200 isarranged to control the shutdown of the internal combustion engine 231 according toan embodiment of the invention. The first control unit 200 is hereby arranged to,when suitable, operating said engine 231 in accordance with normal operating routines.
The first control unit 200 is arranged for communication with said clutch arrangement241 via a link L241 and is adapted for controlling the operation of said clutcharrangement 241. The first control unit 200 is arranged for communication with saidgearbox 251 via a link L251 and is adapted for controlling the operation of said gearbox 251.
A second control unit 210 is arranged for communication with the first control unit 200 via a link L210. lt may be releasably connected to the first control unit 200. lt may 16 be a control unit external to the vehicle 100. lt may be adapted to perform theinnovative method steps according to the invention. lt may be used to cross-loadsoftware to the first control unit 200, particularly software for applying the innovativemethod. lt may alternatively be arranged for communication with the first controlunit 200 via an internal network on board the vehicle. lt may be adapted toperforming functions corresponding to those of the first control unit 200, e.g. controlling a shutdown of the internal combustion engine.
Figure 2b schematically illustrates an internal combustion engine 231 according to anembodiment of the present invention. The internal combustion engine 231 is suitablyconfigured as described in Figure 2a. The internal combustion engine 231 thuscomprises a crankshaft 232 connected to a flywheel 235, and a set of cylinders ofwhich only one cylinder C is shown. The cylinders are distributed along saidcrankshaft 232 for rotating said crankshaft 232 during operation of the engine 231.The cylinder C is connected to the crankshaft 232 via a connecting rod R connected toa piston P of the cylinder C. The piston P is movably arranged within the cylinder C forperforming strokes. The internal combustion engine 231 further comprises fuelinjectors I for injecting fuel into the cylinder for combustion. The internal combustionengine 231 also comprises a camshaft 236 for regulating the valves of the engineduring engine operation. The camshaft 236 is arranged in connection with the crankshaft 232, such that the camshaft 236 is rotated by means of the crankshaft 232.
The internal combustion engine 231 may be arranged to provide a four stroke cycle.For a complete four stroke cycle the crankshaft 232 will turn two revolutions. Theposition of the piston P farthest from the crankshaft 232 is known as the top deadcentre TDC and the position ofthe piston P closest to the crankshaft 232 is known as the bottom dead centre BDC.
When starting an internal combustion engine 231 it is necessary to know the actual engine position in order to be able to know which cylinder to ignite next and thus to 17 be able to control the fuel injection correctly. The actual position of the engine maybe determined as the angular position of the crankshaft (Z). The angular position ofthe crankshaft (Z) thus corresponds to a certain position of each cylinder piston P. Theangular position of the crankshaft (Z) is suitably determined by means of a first sensormeans 230 arranged in connection with the flywheel 235. This is further explained inFigure 2c. The flywheel 235 typically comprises a reference point constituting a zeroangular position of the flywheel 235 and thus of the crankshaft 232. This referencepoint constitutes a reference engine position. ln order to determine if the crankshaft232 is performing the first or the second revolution the camshaft 236 may be used.The camshaft 236 suitably rotates with half the speed of the crankshaft 232 and thusperforms one revolution when the crankshaft 232 performs two. By determining theangular position of the camshaft llJ the actual engine position may be accurately determined.
Figure 2c schematically shows a system 289 for controlling shutdown of an internalcombustion engine 231 according to an aspect ofthe invention. The system 289comprises the first control unit 200 and the second control unit 210 as described inFigure 2a. The system 289 suitably constitutes a part of the powertrain 279 asdescribed in Figure 2a. The system 289 is thus adapted to control a shutdown of an internal combustion engine 231 as described in Figure 2b.
The first control unit 200 is hereby arranged to identify a shutdown signal and tocontrol the engine fuel supply, so as to stop the internal combustion engine 231 in apredetermined engine position according to an embodiment of the invention. Thefirst control unit 200 is arranged for choosing said predetermined engine position, soas to obtain a desired determination of an actual engine position during a subsequentrestart of the internal combustion engine 231. The first control unit 200 is arrangedfor choosing the predetermined engine position, so as to obtain a fastest possibledetermination of an actual engine position during a subsequent restart of the internalcombustion engine 231. The first control unit 200 is arranged for controlling the engine speed of said internal combustion engine 231 according to a desired 18 predetermined function during shutdown, so as to stop the internal combustionengine 231 in said predetermined engine position. The first control unit 200 isarranged for braking the internal combustion engine 231, so as to reduce a prevailingengine speed for said internal combustion engine 231. The first control unit 200 isthus arranged for controlling aggregates for applying a load on the internalcombustion engine 231 such that the prevailing engine speed is reduced. The firstcontrol unit 200 is arranged for detecting the angular position of the enginecrankshaft (Z) and/or the angular position of the camshaft llJ for determining an actualengine position. The first control unit 200 is further arranged for choosing saidpredetermined engine position among a number of available engine rest positions.The first control unit 200 is also arranged for choosing said predetermined engine position as the engine rest position closest to a reference engine position.
The system 289 for controlling a shutdown of an internal combustion engine 231further comprises an engine speed sensor 220. The engine speed sensor is suitablyarranged in connection with the crankshaft 232 of the internal combustion engine231 for determining a prevailing engine speed Nang of said internal combustion engine231. This engine speed sensor 220 is adapted to continuously or intermittently sendsignals S220 which contain information about said determined prevailing enginespeed Nang to the first control unit 200 via a link L220. The first control unit 200 isadapted for continuously receiving said signals S220 and temporarily storing saidinformation about the prevailing engine speed Nang in a memory. Said engine speedsensor 220 may alternatively be situated in any other suitable position fordetermining a prevailing engine speed Nang of said internal combustion engine 231, such as at the flywheel 235 of said internal combustion engine 231.
The system 289 further comprises a first sensor means 230 for determining anangular position of the crankshaft (Z). The first sensor means 230 is thus a first positionsensor. This first position sensor 230 is suitably arranged in connection with the flywheel 235 and is adapted to continuously or intermittently send signals S230 which 19 contain information about said determined prevailing angular position (Z) to the firstcontrol unit 200 via a link L230. The actual position of the internal combustion engine231 may be determined by the angular position of the crankshaft (Z). The flywheel 235typically comprises a reference point constituting a zero angular position of thecrankshaft 232. This reference point constitutes a reference engine position. Theangular position of the crankshaft (Z) thus corresponds to a certain position of eachcylinder piston. The first control unit 200 is adapted to continuously receiving saidsignal S230 and temporarily storing said information about the prevailing angularposition (Z) in a memory. This way, the control unit 200 can determine whether thedesired predetermined engine position has been obtained and thus if the engineshould be stopped. The first sensor means 230 may be the same as the engine speed sensor 220.
The system 289 further comprises a second sensor means 240 for determining anangular position of a camshaft llJ of the internal combustion engine 231. This secondsensor means 240 is thus a second position sensor. The second position sensor 240 issuitably arranged in connection with the camshaft 236 and is adapted to continuouslyor intermittently send signals S240 which contain information about said determinedprevailing angular position llJ to the first control unit 200 via a link L240. Thereference point ofthe flywheel 235 will be passed twice during a cycle. ln order todetermine ifthe crankshaft 232 is on the first revolution or the second, and thus inorder to determine which cylinder is in the position for ignition, the camshaft 236may be used. The camshaft 236 suitably rotates with half the speed of the crankshaft232 and thus performs one revolution when the crankshaft 232 performs two. Thecamshaft 236 also comprises a reference point such that when the reference pointhas been passed it may be decided that the crankshaft 232 has performed tworevolutions. The first control unit 200 is adapted to continuously receiving said signalS240 and temporarily storing said information about the prevailing angular position llJ in a memory.
Figure 3 schematically illustrates a diagram relating to an embodiment of theinvention. Hereby engine speed N is presented as a function of time T. The enginespeed N is given in rpm and time T is given in seconds. The internal combustionengine 231 in Figure 2a and Figure 2b is normally shut down when the internalcombustion engine 231 has an idle speed Nnna. The idle speed Nia|a may be between500 - 1000 rpm. The system 289 for controlling the shutdown of the internalcombustion engine 231 as described in Figure 2a-2c suitably controls the enginespeed according to a desired predetermined function F, so as to obtain thepredetermined engine position. This function F is illustrated in this figure and showsthe engine speed Nang as a function of time during shutdown. The engine speed Nang issuitably controlled such that it is rapidly decreased from the idle speed Nia|a to acertain engine speed limit Nnnn at time t1. Thereafter, the fuel supply/combustion iscontrolled such that it is ensured that the engine speed Nang is slowly decreased untila time t; where the fuel supply is stopped. Due to the inertia of the flywheel 235 thecrankshaft 232 will not stop immediately when the fuel supply is cut off. The fuelsupply and the time t; is therefore determined based on the inertia such that it isensured that the predetermined engine position is obtained when the internalcombustion engine 231 finally stops. The fuel supply is thus finely adjusted after theengine speed limit Nnnn has been reached, such that small combustions are achievedin the cylinders up until it is ensured that the predetermined engine position will beobtained. The engine speed Nang may be controlled to rapidly decrease to around 200rpm, after which the engine speed Nang is finely adjusted down towards zero. Theengine speed Nang may be rapidly decreased by significantly reducing the fuel supply.The engine speed Nang may be rapidly decreased by temporarily stopping the enginesupply. When the engine speed Nang has been decreased to the engine speed limitNnnn, the fuel supply is finely adjusted to maintain combustion in the cylinders untilthe predetermined engine position is obtained. The engine speed Nang may becontrolled such that a certain engine speed Nang is associated with combustion in a specific cylinder. That is, for example the engine speed Nang may be controlled to 400 21 rpm at combustion in cylinder 1, to 300 rpm at combustion in cylinder 2, to 200 rpm at combustion in cylinder 3 etc. down to zero.
Figure 4a schematically illustrates a flow chart of a method for controlling a shutdownof an internal combustion engine 231. The method comprises the method step s401.The method step s401 comprises the steps of: - identifying a shutdown signal; and - controlling the engine fuel supply for stopping the internal combustion engine 231in a predetermined engine position.
After the method step s401 the method ends.
Figure 4b schematically illustrates a flow chart of a method for controlling ashutdown of an internal combustion engine 231. The method comprises a first method step s410.
The method step s410 comprises the step of identifying a shutdown signal. Theshutdown signal may be manually triggered by an operator of the vehicle orautomatically triggered by a stop-start application. The shutdown signal may bereceived and identified by a control unit 200. After method step s410 a method step s420 is performed.
The method step s420 comprises the step of controlling the engine fuel supply, so asto stop the internal combustion engine 231 in a predetermined engine position.When starting an internal combustion engine 231 it is necessary to know the actualengine position in order to be able to know which cylinder to ignite next and thus tobe able to control the fuel injection correctly. lt is therefore advantageous to controlthe fuel supply such that the internal combustion engine 231 stops in a desired engine position.
Method step s420 may comprise the step of choosing said predetermined engine position, so as to obtain a desired determination of an actual engine position during a 22 subsequent restart of said internal combustion engine 231. The actual position of theinternal combustion engine 231 may be determined as the angular position of thecrankshaft (Z). The angular position ofthe crankshaft (Z) may be determined byidentifying a reference point on the flywheel 235 on the crankshaft 232. The angularposition of the crankshaft (Z) thus corresponds to a certain position of each enginecylinder. To obtain a desired determination of an actual engine position during asubsequent restart ofthe internal combustion engine 231, the predetermined engineposition may be chosen differently depending on various parameters. The desirabledetermination of the actual engine position may depend on the identified shutdownsignal. lt might for example be more important to determine the engine positionquickly during stop-start applications than during manual shutdowns. For example, incase of an automatically triggered shutdown signal the predetermined engineposition may be chosen so as to obtain a fastest possible determination of the actualengine position during a subsequent restart of the internal combustion engine. lncase of a manually triggered shutdown signal it may instead be desirable to choosethe predetermined engine position so as to minimize the mechanical wear ofthe flywheel 235.
Method step s420 may comprise the step of choosing said predetermined engineposition, so as to obtain a fastest possible determination of an actual engine positionduring a subsequent restart of said internal combustion engine. ln order to minimizethe time for starting the internal combustion engine 231 the time for determining theactual engine position is suitably minimized. ln order to minimize the time fordetermining the actual engine position, the predetermined engine position to whichthe engine is controlled suitably corresponds to an angular position of the crankshaft(Z) which is close to the flywheel reference point. The predetermined engine positionchosen, so as to obtain a fastest possible determination of an actual engine positionduring a subsequent restart may thus be an engine position close to the referenceengine position. The predetermined engine position chosen so as to obtain a fastest possible determination of an actual engine position during a subsequent restart may 23 be an engine position immediately before the reference engine position. This way,the rotation of the crankshaft 232 in order to make the reference point pass the firstsensor means 230 during a subsequent restart is minimized and the actual engineposition may be determined in a rapid and convenient way. However, depending onthe type of first sensor means 230 used in order to identify the reference point on theflywheel 235, the reference point has to pass the first sensor means 230 with acertain rotationa| speed. |fthe internal combustion engine 231 is stopped in anengine position too close to the reference point, it might not be possible to achieveenough rotationa| speed for identifying the reference point during the subsequentrestart. ln this case, the predetermined engine position for obtaining a fastestpossible determination of an actual engine position suitably corresponds to a positionsecond closest to the reference engine position. The predetermined engine positionmay thus depend on the type of sensor means 230 used to identify the reference point on the flywheel 235.
Method step s420 may comprise the step of choosing said predetermined engineposition so as to obtain a desirable distribution of wear. lf the fuel supply is controlledsuch that the predetermined engine position is always the same, the teeth on theflywheel 235 might be worn out. lt may therefore be desirable to choose apredetermined engine position so as to minimize the mechanical wear of the flywheel235. For example, the predetermined engine position may be chosen such that it is alternated between two different engine positions.
Method step s420 may further comprise the step of controlling an engine speed Nangof said internal combustion engine 231 according to a desired predeterminedfunction F so as to make the internal combustion engine 231 stop in saidpredetermined engine position. The function F is described in Figure 3 and mayinvolve controlling the engine speed Nang such that the engine speed Nang is rapidlydecreased from the idle speed Nia|a to a certain engine speed limit Nnnn, whereafter the fuel supply/combustion is controlled such that it is ensured that the 24 predetermined engine position is obtained when the internal combustion engine 231 finally stops.
Method step s420 may comprise the step of choosing said predetermined engineposition among a number of available engine rest positions. The number of availableengine rest positions depends on the number of cylinders in the internal combustionengine 231. By engine rest position is meant a natural rest position for the internal combustion engine 231.
Method step s420 may comprise the step of choosing said predetermined engineposition as the engine rest position immediately before a reference engine position.The reference engine position is suitably the engine position corresponding to thereference point on the flywheel 235. By choosing the predetermined engine positionas the engine rest position just before (closest to) the reference point, the time fordetermining the actual engine position during a subsequent restart of the internal combustion engine 231 is minimized.
The method may comprise the method step s430 of braking said internal combustionengine 231 so as to reduce a prevailing engine speed Nang of said internal combustionengine 231. ln order to control the engine speed Nang of the internal combustionengine 231, for example according to the predetermined function F, so as to obtainthe predetermined engine position, the internal combustion engine 231 may bebraked. The internal combustion engine 231 may be braked by means of different aggregates applying a load on the internal combustion engine 231. Such aggregates may be an air conditioning unit, an exhaust brake, a generator, a cooling fan or similar.
This way, the engine speed Nang may be rapidly decreased for example to the engine speed limit Nnnn.
Figure 5 is a diagram of one version of a device 500. The control units 200 and 210 described with reference to Figure 2a and 2b may in one version comprise the device 500. The device 500 comprises a non-volatile memory 520, a data processing unit 510and a read/write memory 550. The non-volatile memory 520 has a first memoryelement 530 in which a computer program, e.g. an operating system, is stored forcontrolling the function of the device 500. The device 500 further comprises a buscontroller, a serial communication port, I/O means, an A/D converter, a time and dateinput and transfer unit, an event counter and an interruption controller (not depicted). The non-volatile memory 520 has also a second memory element 540.
The computer program P comprises routines for controlling a shutdown of an internal combustion engine 231.The computer program P may comprise routines for identifying a shutdown signal.
The computer program P may comprise routines for controlling the engine fuel supply for stopping the internal combustion engine 231 in a predetermined engine position.
The computer program P may comprise routines for choosing said predeterminedengine position so as to obtain a desired determination of an actual engine position during a subsequent restart of said internal combustion engine 231.
The computer program P may comprise routines for choosing said predeterminedengine position so as to obtain a fastest possible determination of an actual engine position during a subsequent restart of said internal combustion engine 231.
The computer program P may comprise routines for controlling an engine speed ofsaid engine according to a desired predetermined function F so as to make the internal combustion engine 231 stop in said predetermined engine position.
The computer program P may comprise routines for braking said internal combustionengine 231 so as to reduce a prevailing engine speed of said internal combustion engine 231.
The computer program P may comprise routines for choosing said predetermined engine position among a number of available engine rest positions. 26 The computer program P may comprise routines for choosing said predeterminedengine position as the engine rest position immediately before a reference engine position.
The program P may be stored in an executable form or in compressed form in a memory 560 and/or in a read/write memory 550.
Where it is stated that the data processing unit 510 performs a certain function, itmeans that it conducts a certain part of the program which is stored in the memory 560 or a certain part of the program which is stored in the read/write memory 550.
The data processing device 510 can communicate with a data port 599 via a data bus515. The non-volatile memory 520 is intended for communication with the dataprocessing unit 510 via a data bus 512. The separate memory 560 is intended tocommunicate with the data processing unit via a data bus 511. The read/writememory 550 is arranged to communicate with the data processing unit 510 via a databus 514. The links L210, L220, L230, L231, L240, L241 and L251, for example, may be connected to the data port 599 (see Figure 2a and Figure 2b).
When data are received on the data port 599, they are stored temporarily in thesecond memory element 540. When input data received have been temporarilystored, the data processing unit 510 will be prepared to conduct code execution as described above.
Parts of the methods herein described may be conducted by the device 500 by meansof the data processing unit 510 which runs the program stored in the memory 560 orthe read/write memory 550. When the device 500 runs the program, methods herein described are executed.
The foregoing description of the preferred embodiments of the present invention is provided for illustrative and descriptive purposes. lt is not intended to be exhaustive, 27 nor to limit the invention to the variants described. Many modifications andvariations will obviously suggest themselves to one ski||ed in the art. Theembodiments have been chosen and described in order to best explain the principlesof the invention and their practical applications and thereby make it possible for oneski||ed in the art to understand the invention for different embodiments and with the various modifications appropriate to the intended use.

Claims (18)

28 Claims
1. A method for controlling a shutdown of an internal combustion engine (231),comprising the step of: - identifying (s410) a shutdown signal; characterized by the step of: - controlling (s420) the engine fuel supply, so as to stop the internal combustion engine (231) in a predetermined engine position.
2. The method according to claim 1, comprising the step of: - choosing said predetermined engine position, so as to obtain a desireddetermination of an actual engine position during a subsequent restart of said internal combustion engine (231).
3. The method according to anyone of claim 1 or 2, comprising the step of: - choosing said predetermined engine position, so as to obtain a fastest possibledetermination of an actual engine position during a subsequent restart of said internal combustion engine (231).
4. The method according to anyone of claims 1-3, comprising the step of: - controlling an engine speed (Nang) of said internal combustion engine (231)according to a desired predetermined function (F), so as to make the internal combustion engine (231) stop in said predetermined engine position.
5. The method according to anyone of claims 1-4, comprising the step of: 29 - braking (s430) said internal combustion engine (231) so as to reduce a prevailing engine speed (Nang) of said internal combustion engine (231).
6. The method according to anyone of claims 1-5, comprising the step of: - choosing said predetermined engine position among a number of available engine rest positions.
7. The method according to claim 6, comprising the step of: - choosing said predetermined engine position as the engine rest position immediately before a reference engine position.
8. A system for controlling a shutdown of an internal combustion engine, comprising:- means (200; 210) for identifying a shutdown signal; characterized by: - means (200; 210) for controlling the engine fuel supply, so as to stop the internal combustion engine (231) in a predetermined engine position.
9. The system according to claim 8, comprising: - means (200; 210) for choosing said predetermined engine position, so as to obtain adesired determination of an actual engine position during a subsequent restart of said internal combustion engine (231).
10. The system according to claim 8 or 9, comprising: - means (200; 210) for choosing said predetermined engine position, so as to obtain afastest possible determination of an actual engine position during a subsequent restart of said internal combustion engine (231).
11. The system according to anyone of claims 8-10, comprising: - means (200; 210; 220) for controlling an engine speed (Nang) of said internalcombustion engine (231) according to a desired predetermined function (F), so as tomake the internal combustion engine (231) stop in said predetermined engine position.
12. The system according to anyone of claims 8-11, comprising: - means (200; 210) for braking said internal combustion engine (231) so as to reduce a prevailing engine speed (Nang) of said internal combustion engine (231).
13. The system according to anyone of claims 8-12, comprising: - means (200; 210) for choosing said predetermined engine position among a number of available engine rest positions.
14. The system according to claim 13, comprising: - means (200; 210) for choosing said predetermined engine position as the engine rest position immediately before a reference engine position.
15. A vehicle (100; 110) comprising a system (289) according to anyone of claims 8-14 31
16. The vehicle (100; 110) according to claim 15, which vehicle is any from among a truck, bus or passenger car.
17. A computer program (P) for controlling a shutdown of an internal combustionengine, wherein said computer program (P) comprises program code for causing anelectronic control unit (200; 500) or a computer (210; 500) connected to theelectronic control unit (200; 500) to perform the steps according to any of the claims 1-7.
18. A computer program product containing a program code stored on a computer-readable medium for performing method steps according to any of claims 1-7, whensaid computer program is run on an electronic control unit (200; 500) or a computer (210; 500) connected to the electronic control unit (200; 500).
SE1650007A 2016-01-05 2016-01-05 A system and a method for controlling a shutdown of an internal combustion engine SE541986C2 (en)

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