SE541986C2 - 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

Info

Publication number
SE541986C2
SE541986C2 SE1650007A SE1650007A SE541986C2 SE 541986 C2 SE541986 C2 SE 541986C2 SE 1650007 A SE1650007 A SE 1650007A SE 1650007 A SE1650007 A SE 1650007A SE 541986 C2 SE541986 C2 SE 541986C2
Authority
SE
Sweden
Prior art keywords
engine
internal combustion
combustion engine
predetermined
controlling
Prior art date
Application number
SE1650007A
Other versions
SE1650007A1 (en
Inventor
Ulf Carlsson
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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

Links

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

Landscapes

  • 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).

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 internal combustion engine. The invention also relates to a computer program product comprising program code for a computer for implementing a method according to the invention. It 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 is typically immediately cut off and the engine is eventually stopped. This is generally the case regardless of whether the shutdown was initiated by the driver or by the engine control system. When the engine is subsequently switched on, knowledge of the actual position of the engine is necessary in order to be able to control the fuel injection and thus ignite the engine. The engine position may be defined as the angular position of the crankshaft and the camshaft and thus as the cylinder piston position. Since the engine position achieved after a commonly known engine shutdown is random and thus unknown, the actual engine position must be determined during start-up before ignition is possible. The actual engine position may be determined in various ways but generally includes identifying a reference point of the crankshaft and/or the camshaft. The crankshaft and/or the camshaft thus have to be rotated until the reference point is identified. Depending on the engine position after shutdown, the time for determining the actual engine position varies and the time for starting the engine may thus vary.
It is desirable to enable a rapid start/restart of an internal combustion engine, especially in the stop-start applications frequently used in vehicles today. There are various solutions for reducing the time for starting an engine. Document US7527580 B2 for example discloses a method for shutting down an internal combustion engine where the internal combustion engine is controlled to a predetermined operating state before the shutdown is executed. The predetermined operating state is determined 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 a novel 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 method for 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 a novel 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 computer program 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, an alternative 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 shutdown of an internal combustion engine and a system for controlling a shutdown of an internal combustion engine according to the independent claims. Advantageous embodiments are depicted in the dependent claims. Substantially the same advantages of method steps of the innovative method hold true for corresponding means of the innovative system.
According to an aspect of the invention a method for controlling a shutdown of an internal 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. The angular position of the crankshaft may be determined by the angular position of the flywheel on the crankshaft. The engine position thus refers to the position of the cylinder 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 manually operating the ignition key/button. The shutdown signal may alternatively be an automatically triggered signal from an engine control system associated with a stopstart 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 position based on various parameters, such as the configuration of the powertrain, the means for detecting the actual engine position and similar. The predetermined engine position is be based on whether the shutdown signal is a manually triggered signal or an automatically triggered signal. The predetermined engine position may be chosen 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 desired determination 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 actual engine position in order to be able to know which cylinder to ignite next and thus to be able to control the fuel injection correctly. The actual position of the engine may be determined as the angular position of the crankshaft which in turn may be determined by the angular position of the flywheel on the crankshaft. The angular position of the flywheel thus corresponds to a certain position of each cylinder piston. The flywheel typically comprises a reference point constituting a zero angular position of the flywheel and thus of the crankshaft. This reference point constitutes a reference engine position. If the engine is a 4-stroke engine two revolutions of the flywheel corresponds to one engine cycle. Depending on the number of cylinders of the engine, 720 degrees (two revolutions) may be divided by the number of cylinders in order to determine the position for ignition of each cylinder. If the engine comprises 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 internal combustion engine, the crankshaft is typically rotated by a starter, such that the reference 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 two missing teeth constitute the reference point. The reference point of the flywheel will be passed twice during a cycle so in order to determine if the crankshaft is on the first revolution or the second, and thus in order to determine whether for example the second or the fourth cylinder is in the position for ignition, the camshaft may be used. The camshaft suitably rotates with half the speed of the crankshaft and thus performs one revolution when the crankshaft performs two. The camshaft also comprises a reference point such that when the reference point is passing a second sensor means it may be decided that the crankshaft has performed two revolutions. To obtain a desired determination of an actual engine position during a subsequent restart of the internal combustion engine, the predetermined engine position may be chosen differently depending on various parameters. It may for example be desirable to determine the actual engine position as fast as possible, to determine the actual engine position as fast as possible while at the same time minimizing the mechanical wear of components or similar. The desirable determination of the actual engine position may depend on the identified shutdown signal. It might for example be more important to determine the engine position quickly during stop-start operations than during manual shutdowns. For example, in case of an automatically triggered shutdown signal the predetermined engine position may be chosen so as to obtain a fastest possible determination of the actual engine position during a subsequent restart of the internal combustion engine. In case of a manually triggered shutdown signal 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 possible determination of an actual engine position during a subsequent restart of said internal combustion engine.
In order to minimize the time for starting the internal combustion engine the time for determining the actual engine position is suitably minimized. In order to minimize the time for determining the actual engine position, the predetermined engine position to which the engine is controlled suitably corresponds to an angular position of the crankshaft which is close to the flywheel reference point. The predetermined engine position chosen so as to obtain a fastest possible determination of an actual engine position during a subsequent restart may thus be an engine position close to the reference engine position. The predetermined engine position chosen so as to obtain a fastest possible determination of an actual engine position during a subsequent restart 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 the first 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 the reference point on the flywheel, the reference point has to pass the first sensor means with a certain rotational speed. If the internal combustion engine is stopped in an engine position too close to the reference point, it might not be possible to achieve enough rotational speed for identifying the reference point during the subsequent restart. In this case, the predetermined engine position for obtaining a fastest possible determination of an actual engine position may correspond to a position second or third closest to the reference engine position. The predetermined engine position may thus depend on the type of sensor means used to identify the reference point on the flywheel. The predetermined engine position for obtaining a fastest 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. If the fuel supply is controlled such that the predetermined engine position is always the same, the teeth on the flywheel might be worn out. It may therefore be desirable to choose a predetermined engine position so as to minimize the mechanical wear of the flywheel. For example, the predetermined 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 a desired 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 combustion engine has an idle speed. The idle speed may be between 500 - 1000 rpm. In order to make the engine stop in said predetermined engine position the fuel supply is suitably controlled, so as to control the engine speed according to a desired predetermined function. The predetermined function suitably includes controlling the engine speed such that the engine speed is rapidly decreased from the idle speed to a certain engine speed limit, whereafter the fuel supply/combustion is controlled such that it is ensured that the predetermined engine position is obtained when the engine finally stops. The fuel supply is thus finely adjusted after the engine speed limit has been reached, such that small combustions are achieved in the cylinders up until it is ensured that the predetermined engine position will be obtained. The desired predetermined function may be a predetermined speed ramp or speed profile. Such speed ramp may include the engine speed first being rapidly decreased and then finely adjusted down towards zero. The engine speed may be controlled to rapidly decrease to around 200 rpm, after which the engine speed is finely adjusted down towards zero. The engine speed may be rapidly decreased by significantly reducing the fuel supply. The engine speed may be rapidly decreased by temporarily stopping 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 off due to the inertia of the flywheel. It is suitably known how long the crankshaft will rotate and the combustion is thus controlled at low engine speeds, such that it is ensured 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 predetermined function, taking into account how long the internal combustion engine rotates after the last combustion. The engine speed may be controlled such that a certain engine speed is associated with combustion in a specific cylinder. That is, for example the engine 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.
In order to control the engine speed of the internal combustion engine for example according to a predetermined function/profile/ramp so as to obtain the predetermined engine position, the internal combustion engine may be braked.
During shutdown of the internal combustion engine the drivetrain is disconnected from the internal combustion engine. The internal combustion engine may thus be braked by means of different aggregates applying a load on the internal combustion engine. Such aggregates may be an air conditioning unit, an exhaust brake, a generator, 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 in the engine. By engine rest position is meant a natural rest position for the internal combustion 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 the reference point on the flywheel. An engine rest position immediately before the reference point on the flywheel suitably corresponds to a position where the second last cylinder is in the bottom dead centre. The last cylinder is the cylinder closest to the flywheel. By choosing the predetermined engine position as the engine rest position immediately before (closest to) the reference point, the time for determining the actual engine position during a subsequent restart of the internal combustion engine is minimized. In the case where the type of first sensor means results in that the engine rest position immediately before the reference engine position is not desirable, 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 of the invention a system for controlling a shutdown of an internal 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 receiving the shutdown signal. The shutdown signal may be provided by an engine control system as a result of a stop-start operation. The shutdown signal may alternatively by a signal triggered by a manual shutdown by means of the ignition key. The means for controlling 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 desired determination 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 fastest possible 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 according to 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 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 of the invention a vehicle is provided comprising a system according 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 of the invention a computer program for controlling a shutdown of an internal combustion engine is provided, wherein said computer program comprises program code for causing 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, when run on said electronic control unit or said computer.
According to an aspect of the invention a computer program for controlling a shutdown of an internal combustion engine is provided, wherein said computer program comprises program code stored on a computer-readable medium for causing 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 of the invention a computer program for controlling a shutdown of an internal combustion engine is provided, wherein said computer program comprises program code stored on a computer-readable medium for causing 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, when run on said electronic control unit or said computer.
According to an aspect of the invention a computer program product is provided containing a program code stored on a computer-readable medium for performing method 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 of the invention a computer program product is provided containing a program code stored non-volatile on a computer-readable medium for performing method 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.
Further objects, advantages and novel features of the present invention will become apparent to one skilled in the art from the following details, and also by putting the invention into practice. Whereas the invention is described below, it should be noted that it is not confined to the specific details described. One skilled in the art having access 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 and advantages, the detailed description set out below should be read in conjunction with the accompanying drawings, in which the same reference notations denote similar items in the various diagrams, and in which: Figure 1 schematically illustrates a vehicle according to an embodiment of the invention; Figure 2a schematically illustrates a subsystem of the vehicle depicted in Figure 1, according to an embodiment of the invention; Figure 2b schematically illustrates an internal combustion engine according to an embodiment of the invention; Figure 2c schematically illustrates a system for controlling a shutdown of an internal combustion engine according to an embodiment of the invention; Figure 3 schematically illustrates a diagram relating to an embodiment of the invention; Figure 4a is a schematic flowchart of a method according to an embodiment of the invention; Figure 4b is a more detailed schematic flowchart of a method according to an embodiment of the invention; and Figure 5 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. It may alternatively be a car. The vehicle comprises a system 289 for controlling a shutdown of an internal combustion engine.
It 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 vehicle or a tracked vehicle. The vehicle 100 may according to an example be an autonomous vehicle.
It should be noted that the invention is suitable for application in various systems comprising an internal combustion engine. It should be noted that the invention is suitable for application with any internal combustion engine and is therefore not confined to internal combustion engines of motor vehicles. The innovative method and the innovative system in one aspect of the invention are well suited to other platforms 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 the invention 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 the invention 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 physical connection 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 of the 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, ethanol or gas fuel, such as natural gas or any suitable vaporized fuel. The clutch arrangement 241 may be a manually controlled automated clutch arrangement. This clutch arrangement 241 is also connected to a shaft 245 which is an input shaft to a gearbox 251. The gearbox 251 may be configured to comprise any suitable number of gear steps, e.g. 5, 12 or 16. The gearbox 251 has an output shaft 255 to transmit torque to at least one pair of tractive wheels comprising a first tractive wheel 260a and a second tractive wheel 260b. The internal combustion engine 231 is arranged to generate 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 combustion engine 231 via a link L231 and is adapted for controlling the operation of said engine 231 in accordance with stored control routines. Hereby said first control unit 200 is arranged to control the shutdown of the internal combustion engine 231 according to an 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 arrangement 241 via a link L241 and is adapted for controlling the operation of said clutch arrangement 241. The first control unit 200 is arranged for communication with said gearbox 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. It may be releasably connected to the first control unit 200. It may be a control unit external to the vehicle 100. It may be adapted to perform the innovative method steps according to the invention. It may be used to cross-load software to the first control unit 200, particularly software for applying the innovative method. It may alternatively be arranged for communication with the first control unit 200 via an internal network on board the vehicle. It may be adapted to performing 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 an embodiment of the present invention. The internal combustion engine 231 is suitably configured as described in Figure 2a. The internal combustion engine 231 thus comprises a crankshaft 232 connected to a flywheel 235, and a set of cylinders of which only one cylinder C is shown. The cylinders are distributed along said crankshaft 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 to a piston P of the cylinder C. The piston P is movably arranged within the cylinder C for performing strokes. The internal combustion engine 231 further comprises fuel injectors I for injecting fuel into the cylinder for combustion. The internal combustion engine 231 also comprises a camshaft 236 for regulating the valves of the engine during 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. The position of the piston P farthest from the crankshaft 232 is known as the top dead centre TDC and the position of the 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 be able to control the fuel injection correctly. The actual position of the engine may be determined as the angular position of the crankshaft 0. The angular position of the crankshaft 0 thus corresponds to a certain position of each cylinder piston P. The angular position of the crankshaft 0 is suitably determined by means of a first sensor means 230 arranged in connection with the flywheel 235. This is further explained in Figure 2c. The flywheel 235 typically comprises a reference point constituting a zero angular position of the flywheel 235 and thus of the crankshaft 232. This reference point constitutes a reference engine position. In order to determine if the crankshaft 232 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 thus performs one revolution when the crankshaft 232 performs two. By determining the angular position of the camshaft ? the actual engine position may be accurately determined.
Figure 2c schematically shows a system 289 for controlling shutdown of an internal combustion engine 231 according to an aspect of the invention. The system 289 comprises the first control unit 200 and the second control unit 210 as described in Figure 2a. The system 289 suitably constitutes a part of the powertrain 279 as described 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 to control the engine fuel supply, so as to stop the internal combustion engine 231 in a predetermined engine position according to an embodiment of the invention. The first control unit 200 is arranged for choosing said predetermined engine position, so as to obtain a desired determination of an actual engine position during a subsequent restart of the internal combustion engine 231. The first control unit 200 is arranged for choosing the predetermined engine position, so as to obtain a fastest possible determination of an actual engine position during a subsequent restart of the internal combustion engine 231. The first control unit 200 is arranged for controlling the engine speed of said internal combustion engine 231 according to a desired predetermined function during shutdown, so as to stop the internal combustion engine 231 in said predetermined engine position. The first control unit 200 is arranged for braking the internal combustion engine 231, so as to reduce a prevailing engine speed for said internal combustion engine 231. The first control unit 200 is thus arranged for controlling aggregates for applying a load on the internal combustion engine 231 such that the prevailing engine speed is reduced. The first control unit 200 is arranged for detecting the angular position of the engine crankshaft 0 and/or the angular position of the camshaft ? for determining an actual engine position. The first control unit 200 is further arranged for choosing said predetermined 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 231 further comprises an engine speed sensor 220. The engine speed sensor is suitably arranged in connection with the crankshaft 232 of the internal combustion engine 231 for determining a prevailing engine speed Nengof said internal combustion engine 231. This engine speed sensor 220 is adapted to continuously or intermittently send signals S220 which contain information about said determined prevailing engine speed Nengto the first control unit 200 via a link L220. The first control unit 200 is adapted for continuously receiving said signals S220 and temporarily storing said information about the prevailing engine speed Nengin a memory. Said engine speed sensor 220 may alternatively be situated in any other suitable position for determining a prevailing engine speed Nengof 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 an angular position of the crankshaft 0. The first sensor means 230 is thus a first position sensor. This first position sensor 230 is suitably arranged in connection with the flywheel 235 and is adapted to continuously or intermittently send signals 5230 which contain information about said determined prevailing angular position 0 to the first control unit 200 via a link L230. The actual position of the internal combustion engine 231 may be determined by the angular position of the crankshaft 0. The flywheel 235 typically comprises a reference point constituting a zero angular position of the crankshaft 232. This reference point constitutes a reference engine position. The angular position of the crankshaft 0 thus corresponds to a certain position of each cylinder piston. The first control unit 200 is adapted to continuously receiving said signal S230 and temporarily storing said information about the prevailing angular position 0 in a memory. This way, the control unit 200 can determine whether the desired predetermined engine position has been obtained and thus if the engine should 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 an angular position of a camshaft ? of the internal combustion engine 231. This second sensor means 240 is thus a second position sensor. The second position sensor 240 is suitably arranged in connection with the camshaft 236 and is adapted to continuously or intermittently send signals S240 which contain information about said determined prevailing angular position ? to the first control unit 200 via a link L240. The reference point of the flywheel 235 will be passed twice during a cycle. In order to determine if the crankshaft 232 is on the first revolution or the second, and thus in order to determine which cylinder is in the position for ignition, the camshaft 236 may be used. The camshaft 236 suitably rotates with half the speed of the crankshaft 232 and thus performs one revolution when the crankshaft 232 performs two. The camshaft 236 also comprises a reference point such that when the reference point has been passed it may be decided that the crankshaft 232 has performed two revolutions. The first control unit 200 is adapted to continuously receiving said signal 5240 and temporarily storing said information about the prevailing angular position ? in a memory.
Figure 3 schematically illustrates a diagram relating to an embodiment of the invention. Hereby engine speed N is presented as a function of time T. The engine speed N is given in rpm and time T is given in seconds. The internal combustion engine 231 in Figure 2a and Figure 2b is normally shut down when the internal combustion engine 231 has an idle speed Nidle. The idle speed Nidlemay be between 500 - 1000 rpm. The system 289 for controlling the shutdown of the internal combustion engine 231 as described in Figure 2a-2c suitably controls the engine speed according to a desired predetermined function F, so as to obtain the predetermined engine position. This function F is illustrated in this figure and shows the engine speed Nengas a function of time during shutdown. The engine speed Nengis suitably controlled such that it is rapidly decreased from the idle speed Nidleto a certain engine speed limit Nlimat time ti. Thereafter, the fuel supply/combustion is controlled such that it is ensured that the engine speed Nengis slowly decreased until a time t2where the fuel supply is stopped. Due to the inertia of the flywheel 235 the crankshaft 232 will not stop immediately when the fuel supply is cut off. The fuel supply and the time t2is therefore determined based on the inertia such that it is ensured that the predetermined engine position is obtained when the internal combustion engine 231 finally stops. The fuel supply is thus finely adjusted after the engine speed limit Nlimhas been reached, such that small combustions are achieved in the cylinders up until it is ensured that the predetermined engine position will be obtained. The engine speed Nengmay be controlled to rapidly decrease to around 200 rpm, after which the engine speed Nengis finely adjusted down towards zero. The engine speed Nengmay be rapidly decreased by significantly reducing the fuel supply. The engine speed Nengmay be rapidly decreased by temporarily stopping the engine supply. When the engine speed Nenghas been decreased to the engine speed limit Nlim, the fuel supply is finely adjusted to maintain combustion in the cylinders until the predetermined engine position is obtained. The engine speed Nengmay be controlled such that a certain engine speed Nengis associated with combustion in a specific cylinder. That is, for example the engine speed Nengmay 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.
Figure 4a schematically illustrates a flow chart of a method for controlling a shutdown of 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 231 in a predetermined engine position.
After the method step s401 the method ends.
Figure 4b schematically illustrates a flow chart of a method for controlling a shutdown 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. The shutdown signal may be manually triggered by an operator of the vehicle or automatically triggered by a stop-start application. The shutdown signal may be received 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 as to stop the internal combustion engine 231 in a predetermined engine position. 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 be able to control the fuel injection correctly. It is therefore advantageous to control the 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 subsequent restart of said internal combustion engine 231. The actual position of the internal combustion engine 231 may be determined as the angular position of the crankshaft 0. The angular position of the crankshaft 0 may be determined by identifying a reference point on the flywheel 235 on the crankshaft 232. The angular position of the crankshaft 0 thus corresponds to a certain position of each engine cylinder. To obtain a desired determination of an actual engine position during a subsequent restart of the internal combustion engine 231, the predetermined engine position may be chosen differently depending on various parameters. The desirable determination of the actual engine position may depend on the identified shutdown signal. It might for example be more important to determine the engine position quickly during stop-start applications than during manual shutdowns. For example, in case of an automatically triggered shutdown signal the predetermined engine position may be chosen so as to obtain a fastest possible determination of the actual engine position during a subsequent restart of the internal combustion engine. In case of a manually triggered shutdown signal it may instead be desirable to choose the predetermined engine position so as to minimize the mechanical wear of the flywheel 235.
Method step s420 may comprise the step of choosing said predetermined engine position, so as to obtain a fastest possible determination of an actual engine position during a subsequent restart of said internal combustion engine. In order to minimize the time for starting the internal combustion engine 231 the time for determining the actual engine position is suitably minimized. In order to minimize the time for determining the actual engine position, the predetermined engine position to which the engine is controlled suitably corresponds to an angular position of the crankshaft 0 which is close to the flywheel reference point. The predetermined engine position chosen, so as to obtain a fastest possible determination of an actual engine position during a subsequent restart may thus be an engine position close to the reference engine position. The predetermined engine position chosen so as to obtain a fastest possible determination of an actual engine position during a subsequent restart may 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 first sensor means 230 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 230 used in order to identify the reference point on the flywheel 235, the reference point has to pass the first sensor means 230 with a certain rotational speed. If the internal combustion engine 231 is stopped in an engine position too close to the reference point, it might not be possible to achieve enough rotational speed for identifying the reference point during the subsequent restart. In this case, the predetermined engine position for obtaining a fastest possible determination of an actual engine position suitably corresponds to a position second closest to the reference engine position. The predetermined engine position may 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 engine position so as to obtain a desirable distribution of wear. If the fuel supply is controlled such that the predetermined engine position is always the same, the teeth on the flywheel 235 might be worn out. It may therefore be desirable to choose a predetermined engine position so as to minimize the mechanical wear of the flywheel 235. 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 Nengof 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. The function F is described in Figure 3 and may involve controlling the engine speed Nengsuch that the engine speed Nengis rapidly decreased from the idle speed Nidleto a certain engine speed limit Nlim, whereafter the fuel supply/combustion is controlled such that it is ensured that the predetermined engine position is obtained when the internal combustion engine 231 finally stops.
Method step s420 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 in the internal combustion engine 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 engine position as the engine rest position immediately before a reference engine position. The reference engine position is suitably the engine position corresponding to the reference point on the flywheel 235. By choosing the predetermined engine position as the engine rest position just before (closest to) the reference point, the time for determining 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 combustion engine 231 so as to reduce a prevailing engine speed Nengof said internal combustion engine 231. In order to control the engine speed Nengof the internal combustion engine 231, for example according to the predetermined function F, so as to obtain the predetermined engine position, the internal combustion engine 231 may be braked. 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 Nengmay be rapidly decreased for example to the engine speed limit Nlim.
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 510 and a read/write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer program, e.g. an operating system, is stored for controlling the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input 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 predetermined engine 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 predetermined engine 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 of said 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 combustion engine 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.
The computer program P may comprise routines for choosing said predetermined engine 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, it means 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 bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit via a data bus 511. The read/write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 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 the second memory element 540. When input data received have been temporarily stored, 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 means of the data processing unit 510 which runs the program stored in the memory 560 or the 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. It is not intended to be exhaustive, nor to limit the invention to the variants described. Many modifications and variations will obviously suggest themselves to one skilled in the art. The embodiments have been chosen and described in order to best explain the principles of the invention and their practical applications and thereby make it possible for one skilled in the art to understand the invention for different embodiments and with the various modifications appropriate to the intended use.

Claims (16)

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 defined by a predetermined position of the pistons, wherein the predetermined engine position is based on whether the shutdown signal is a manually triggered signal or an automatically triggered signal.
2. The method according to claim 1, comprising the step of: - choosing said predetermined engine position, so as to obtain a fastest possible determination of an actual engine position during a subsequent restart of said internal combustion engine (231).
3. The method according to anyone of claims 1-2, comprising the step of: - controlling an engine speed (Neng) 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.
4. The method according to anyone of claims 1-3, comprising the step of: - braking (s430) said internal combustion engine (231) so as to reduce a prevailing engine speed (Neng) of said internal combustion engine (231).
5. The method according to anyone of claims 1-4, comprising the step of: - choosing said predetermined engine position among a number of available engine rest positions.
6. The method according to claim 5, comprising the step of: - choosing said predetermined engine position as the engine rest position immediately before a reference engine position.
7. 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 defined by a predetermined position of the pistons, wherein the predetermined engine position is based on whether the shutdown signal is a manually triggered signal or an automatically triggered signal.
8. The system according to claim 7, comprising: - means (200; 210) for choosing said predetermined engine position, so as to obtain a fastest possible determination of an actual engine position during a subsequent restart of said internal combustion engine (231).
9. The system according to anyone of claims 7-8, comprising: - means (200; 210; 220) for controlling an engine speed (Neng) 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.
10. The system according to anyone of claims 7-9, comprising: - means (200; 210) for braking said internal combustion engine (231) so as to reduce a prevailing engine speed (Neng) of said internal combustion engine (231).
11. The system according to anyone of claims 7-10, comprising: - means (200; 210) for choosing said predetermined engine position among a number of available engine rest positions.
12. The system according to claim 11, comprising: - means (200; 210) for choosing said predetermined engine position as the engine rest position immediately before a reference engine position.
13. A vehicle (100; 110) comprising a system (289) according to anyone of claims 7-12.
14. The vehicle (100; 110) according to claim 13, which vehicle is any from among a truck, bus or passenger car.
15. A computer program (P) for controlling a shutdown of an internal combustion engine, wherein said computer program (P) comprises program code for causing an electronic control unit (200; 500) or a computer (210; 500) connected to the electronic control unit (200; 500) to perform the steps according to any of the claims 1-6.
16. A computer program product containing a program code stored on a computerreadable medium for performing method steps according to any of claims 1-6, when said 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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