WO1997005372A1 - Systeme electronique de commande de moteur a combustion interne - Google Patents

Systeme electronique de commande de moteur a combustion interne Download PDF

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Publication number
WO1997005372A1
WO1997005372A1 PCT/DE1996/000584 DE9600584W WO9705372A1 WO 1997005372 A1 WO1997005372 A1 WO 1997005372A1 DE 9600584 W DE9600584 W DE 9600584W WO 9705372 A1 WO9705372 A1 WO 9705372A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
control system
electronic control
ignition
Prior art date
Application number
PCT/DE1996/000584
Other languages
German (de)
English (en)
Inventor
Klaus Walter
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to EP96908000A priority Critical patent/EP0784745B1/fr
Priority to JP50706197A priority patent/JP3957752B2/ja
Priority to DE59601222T priority patent/DE59601222D1/de
Publication of WO1997005372A1 publication Critical patent/WO1997005372A1/fr

Links

Classifications

    • 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
    • F02D41/009—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
    • F02D41/06—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
    • 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
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • 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
    • F02D2041/0092—Synchronisation of the cylinders at engine start
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals

Definitions

  • the invention is based on an electronic control system for an internal combustion engine according to the type of the main claim.
  • Camshaft and thus the cylinder positions are known. These variables are determined with the aid of suitable sensor systems, for example with the aid of incremental encoder systems with or without phase encoders or with the aid of segment systems with encoders on the crankshaft and / or camshaft and brands in the area of the ignition TDC.
  • Such an encoder system is known for example from DE-OS 43 04 163.
  • the encoder system described there is used in a device for controlling the Fuel injection in an internal combustion engine to generate the correct injection pulses as quickly as possible after the start of the internal combustion engine, so that a rapid speed increase is possible.
  • crankshaft or camshaft In the known system, the position of the crankshaft or camshaft is not only evaluated during normal operation, but also during a run-on phase, that is to say during a phase during which no more injections and ignitions take place, but the crankshaft or
  • Camshaft still rotates due to its inertia.
  • the position of the crankshaft or camshaft at which the engine came to a standstill is stored in the control unit so that a cylinder-selective correct injection can be started immediately when restarting. When it is restarted, this position is then assumed to be correct, so that the necessary information is immediately available to the control unit.
  • the electronic control system according to the invention for an internal combustion engine with the features of claim 1 has the advantage that a further reduction in the starting time is possible compared to the known devices.
  • This advantage is achieved by determining in the control unit of the internal combustion engine the position of the internal combustion engine, that is to say the angular position of the crankshaft and / or camshaft and the cylinder position, up to the point in time at which all the shafts have come to a standstill.
  • Standstill occurs, that is, at a point in time at which the speed of the internal combustion engine falls below a predeterminable value, which is also referred to as the minimum speed, at least one additional injection is triggered.
  • This injection takes place in an inlet valve that is still open shortly before the engine stops.
  • an ignition is initiated in the cylinder which was previously operated with an injection. Injection into such a cylinder would no longer be possible on restart, since the associated intake valve is already closed. It is therefore only possible to supply fuel to this special cylinder by injecting before the internal combustion engine has come to a definitive standstill.
  • Another advantage of the invention is that it can be used in all internal combustion engines that either have an absolute angle encoder system that delivers a clear signal immediately after switching on or that perform a run-out detection that makes the standstill position available immediately after switching on again .
  • the electronic control system according to the invention can be used for an internal combustion engine in connection with start / stop systems.
  • start / stop systems which are described, for example, in DE-OS 32 09 794
  • the internal combustion engine is switched off and on again automatically in order to save fuel under predefinable conditions.
  • the control unit is not switched off and detects whether one of the shafts of the internal combustion engines has rotated despite the switch-off state.
  • the ignition lock (KL15) is usually not switched off between the stop and the start of the internal combustion engine.
  • the restart can take place without actuation of the starter, it is also possible to actuate the starter and additionally with the spraying to support the starter to achieve a rapid speed ramp-up.
  • FIG. 1 shows a rough overview of components of an internal combustion engine that are essential to the invention.
  • FIG. 2 shows the injections or ignitions carried out in the shutdown phase or the starting phase.
  • Figure 1 which is largely known from DE-OS 43 04 163, the components of an internal combustion engine required to explain the invention are exemplified.
  • 10 denotes an encoder disk, which is rigidly connected to the crankshaft 11 of the internal combustion engine and has a large number of similar angular marks 12 on its circumference.
  • reference mark 13 which is implemented by two missing angular marks, for example.
  • a second encoder disk 14 is connected to the camshaft 15 of the internal combustion engine and has on its periphery a segment 16 or possibly further segments 16a, b, c of different lengths, with which the phase position of the reference mark on the crankshaft disk is determined.
  • At 17 there is the connection between the crankshaft and camshaft, which connects the camshaft with half the crankshaft. oil speed rotates, symbolizes.
  • the two encoder disks 10, 14 are scanned by sensors 18, 19; the signals generated in the sensors when the angle marks pass by are processed, for example, into square-wave signals and evaluated in the control unit 20. Both the speed and the information regarding the angular positions of the crankshaft or camshaft can be obtained from the chronological sequence of the individual edges of the square-wave signals.
  • the control unit 20 receives, via various inputs, further input variables required for the control or regulation of the internal combustion engine, which are measured by corresponding sensors 21, 22, 23.
  • an "ignition on” signal is supplied via the input 24, which signal is supplied by the terminal KL15 of the ignition lock when the ignition switch 25 is closed.
  • the starter of the internal combustion engine can also be actuated downstream via terminal KL15.
  • control unit 20 On the output side, the control unit 20, which includes computing or storage means (not shown in detail) and a permanent memory (30), provides signals for ignition and injection for corresponding components of the internal combustion engine (not shown). These signals are emitted via the outputs 26 and 27 of the control device 20.
  • the control unit 20 is supplied with voltage in the usual way with the aid of a battery 28, which is connected to the control unit 20 via a switch 29 during operation of the internal combustion engine and during a run-on phase after the engine has been switched off.
  • the exemplary embodiment for an electronic control system shown in FIG. 1 enables the method described now to be carried out. It is particularly suitable in connection with automatic start / stop systems which, under certain conditions, automatically switch off the internal combustion engine and switch it on again if further conditions exist.
  • the internal combustion engine is switched off under certain boundary conditions, for example when the speed is zero, the foot brake is applied and idling is detected. These conditions are recognized by the control unit 20, the quantities required for the recognition either using
  • Sensors are measured or are calculated in the control unit from the existing information.
  • the internal combustion engine is started again after a gas request, that is to say after the accelerator pedal has been actuated. Since the ignition lock KL15 is not normally switched off between the stop and start of the internal combustion engine in the case of automatic start / stop, the start can take place very quickly.
  • a possible procedure that is carried out by the electronic control system can be represented as follows: If the control unit 20 recognizes that the internal combustion engine is to be switched off, corresponding control pulses are generated which cause the injection and / or ignition to be switched off, as a result of which no more burns take place and the internal combustion engine is switched off. As a result of its inertia, however, it still rotates for a certain time, during which time an end-of-travel detection takes place, during which the angular positions of the crankshaft and / or camshaft and the cylinder positions are also determined in the control unit. Furthermore, speed measurements are also carried out. This end-of-life detection ultimately provides the parking position of the internal combustion engine or the engine.
  • the determined and stored parking position is taken into account when the restart is used when calculating the control signals for the ignition or injection.
  • one or more injections are carried out in the run-down phase shortly before the internal combustion engine finally comes to a standstill. This injection or these injections take place in those cylinders which, after the engine has come to a standstill, have largely closed the inlet valves and thus have completed the intake process of the combustible fuel mixture. By means of these injections when they are switched off, they are still given a combustible mixture for the next start. In this case, only the cylinders are operated which, after the final standstill, are in a position which still allows a torque contribution after ignition. This can be an engine position after a compression TDC.
  • the speed of the crankshaft or camshaft of the internal combustion engine is analyzed during the phase-out phase. If, for example, the engine speed falls below a predeterminable engine speed in the run-down phase, it can be estimated on the basis of the speed gradient also known, that is to say the speed change, in which position the internal combustion engine presumably remains. Based on this information, one or two inlet valves can be injected shortly before standstill, specifically into the injection valves, which cannot be reached at the start with an injection, because they are then already closed. In the example given in FIG. 2, which will be described in more detail later, this would be the inlet valve 3.
  • an ignition is triggered in the cylinder to which the inlet valve 3 is assigned, for example due to an absolute angle sensor which supplies a reliable signal for the ignition output or with the aid of the leak detection, which then is also used for the ignition output, possible.
  • the ignition of the cylinder that was still injected before the standstill causes a torque contribution immediately after switching on again or after starting.
  • the speed signals in the shutdown phase are included in the starting position as the angle of rotation. If in the shutdown phase an inadmissible twisting of the engine, Detected beyond a compression point, for example, the subsequent start algorithm is prohibited. If the direction of rotation is detected, the angles of rotation during the parking position are included in the starting position.
  • an ignition is output in the cylinder or cylinders which are located after the compression point (ZOT). This ignition ignites the combustible fuel-air mixture that is present due to the last injections before the standstill. As a result, the motor starts to turn immediately. After the next cylinder has reached the ZOT, an ignition is also triggered in this cylinder.
  • the position of the internal combustion engine is further determined by means of the known starting position and
  • Encoder signals determined during start-up Additional support for the rotary movement by the starter of the internal combustion engine is possible.
  • control unit 20 With the request recognized by control unit 20
  • Engine start begins, as in the device known from DE-OS 43 04 163 for controlling the fuel injection in an internal combustion engine, the injection.
  • the injections designated there as zero or first splashes can take place.
  • a switch is made to one of the known controls for ignition and injection (for example sequential fuel injection SEFI).
  • the electronic control system described can be used in all internal combustion engines that have suitable encoder systems, for example in incremental encoder systems with or without a phase encoder or in segment systems with an encoder on the crankshaft and / or camshaft as well as brands in the area of the ignition TDC.
  • the electronic control system according to the invention is to be used optimally, in particular in motor vehicles with automatic start-stop, in which the shutdown and then the restart take place at any suitable opportunity.
  • the control unit evaluates the speed signal between shutdown and start anyway, since the control unit is never switched off in this case.
  • FIG. 2 the relationship between injection and ignition in the shutdown phase, in the shutdown position of the internal combustion engine and in the start phase is plotted using an example of a four-cylinder engine, the shutdown phase with Ab, the start phase with St and the engine shutdown. position are designated with MA.
  • inlet valves E1 to E4 which are assigned to the corresponding cylinders, are opened.
  • injections are carried out in the inlet valves E2 and E3, which are designated A1A and A2A, respectively.
  • An injection is placed into the intake valve E4 before the internal combustion engine begins to rotate. This injection is referred to as zero splash N.
  • injections are carried out which are designated EEE. If necessary, these injections take place before the synchronization.
  • ZO to ZX are ignitions in the individual cylinders.
  • Z0 denotes the ignition of the fuel injected when switching off (ignition according to ZOT).
  • Zl denotes the ignition of the fuel injected when switching off (regular ignition).
  • Z2 to Z4 then designate the ignitions of the other cylinders which are supplied with fuel at the start. The following applies with regard to the cylinder position: In the case of the AlA injection, the cylinder is still at top dead center (ZOT) at the start, so “regular” ignition is still possible. With the A2A injection, the cylinder is at ZOT after a restart.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Dans ce système électronique de commande d'un moteur à combustion interne, l'appareil de commande met fin à l'allumage et/ou à l'injection lorsque la volonté d'arrêt est reconnue et détermine la position du moteur à combustion interne même pendant la phase de ralentissement jusqu'à l'arrêt. Peu avant l'arrêt du moteur à combustion interne, du carburant est injecté encore une fois dans au moins une soupape d'admission encore ouverte. Lorsque l'on fait redémarrer le moteur à combustion interne, l'allumage est déclenché dans le ou les cylindres dans lesquels le carburant a été encore injecté avant l'arrêt, ce qui permet d'obtenir immédiatement un premier couple. Afin de déterminer la position probable d'arrêt du moteur à combustion interne, le régime ou le gradient du régime est détecté pendant la phase de ralentissement.
PCT/DE1996/000584 1995-07-27 1996-04-03 Systeme electronique de commande de moteur a combustion interne WO1997005372A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP96908000A EP0784745B1 (fr) 1995-07-27 1996-04-03 Systeme electronique de commande de moteur a combustion interne
JP50706197A JP3957752B2 (ja) 1995-07-27 1996-04-03 内燃機関のための電子制御系
DE59601222T DE59601222D1 (de) 1995-07-27 1996-04-03 Elektronisches steuersystem für eine brennkraftmaschine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19527503.9 1995-07-27
DE1995127503 DE19527503A1 (de) 1995-07-27 1995-07-27 Elektronisches Steuersystem für eine Brennkraftmaschine

Publications (1)

Publication Number Publication Date
WO1997005372A1 true WO1997005372A1 (fr) 1997-02-13

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1996/000584 WO1997005372A1 (fr) 1995-07-27 1996-04-03 Systeme electronique de commande de moteur a combustion interne

Country Status (4)

Country Link
EP (1) EP0784745B1 (fr)
JP (1) JP3957752B2 (fr)
DE (2) DE19527503A1 (fr)
WO (1) WO1997005372A1 (fr)

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DE19705340C1 (de) * 1997-02-12 1998-08-13 Siemens Ag Verfahren und Vorrichtung zum Ansteuern einer Brennkraftmaschine
DE19852228A1 (de) * 1998-11-12 2000-05-18 Bayerische Motoren Werke Ag Verfahren und Vorrichtung zum kontrollierten Abstellen eines Verbrennungsmotors
SE522243C2 (sv) * 1998-11-19 2004-01-27 Scania Cv Ab Anordning vid förbränningsmotorer
FR2827911B1 (fr) 2001-07-27 2004-01-30 Peugeot Citroen Automobiles Sa Procede de reglage de l'arret et procede de redemarrage d'un moteur a combustion interne
JP3571014B2 (ja) * 2001-08-30 2004-09-29 本田技研工業株式会社 内燃機関の自動停止始動制御装置
LU90909B1 (en) * 2002-04-16 2003-10-17 Delphi Tech Inc Method for operating an engine providing improved starting characteristics
DE10221393B4 (de) * 2002-05-14 2005-12-22 Siemens Ag Vorrichtung und Verfahren zum Starten einer mehrzylindrigen Brennkraftmaschine
JP3815441B2 (ja) * 2003-02-04 2006-08-30 トヨタ自動車株式会社 内燃機関の停止始動制御装置
JP3941705B2 (ja) * 2003-02-13 2007-07-04 トヨタ自動車株式会社 内燃機関の停止始動制御装置
DE10320046B4 (de) * 2003-02-27 2014-03-20 Robert Bosch Gmbh Anordnung zur Bestimmung der Kurbelwellenlage einer mehrzylindrigen Brennkraftmaschine
DE10322361A1 (de) * 2003-05-09 2004-11-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum Verbessern des Startverhaltens eines Verbrennungsmotors
DE10351891B4 (de) * 2003-11-06 2017-03-30 Robert Bosch Gmbh Verfahren und Steuergerät zum Neustarten einer Brennkraftmaschine
DE10360798B3 (de) * 2003-12-23 2005-06-30 Bayerische Motoren Werke Ag Verfahren zur Vorbereitung eines Starts einer Brennkraftmaschine
JP4345587B2 (ja) * 2004-06-21 2009-10-14 トヨタ自動車株式会社 内燃機関の機関始動制御システム
JP4424153B2 (ja) * 2004-10-22 2010-03-03 トヨタ自動車株式会社 内燃機関装置および内燃機関の停止位置推定方法並びに内燃機関の制御方法
JP4385940B2 (ja) * 2004-11-17 2009-12-16 トヨタ自動車株式会社 内燃機関装置およびこれを搭載する自動車並びに内燃機関の運転停止方法
JP4371047B2 (ja) * 2004-12-08 2009-11-25 トヨタ自動車株式会社 内燃機関装置および内燃機関の制御方法
JP4453536B2 (ja) * 2004-12-10 2010-04-21 トヨタ自動車株式会社 駆動装置およびこれを搭載する自動車並びに駆動装置の制御方法
EP1679438A1 (fr) * 2005-01-10 2006-07-12 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Méthode de démarrage d'un moteur à explosion
US7461621B2 (en) 2005-09-22 2008-12-09 Mazda Motor Corporation Method of starting spark ignition engine without using starter motor
CN101688482B (zh) * 2008-05-12 2012-08-15 丰田自动车株式会社 内燃机的停止起动控制装置
TWI567293B (zh) * 2013-07-03 2017-01-21 山葉發動機股份有限公司 引擎系統及跨坐型車輛
US9631575B2 (en) 2013-07-18 2017-04-25 Ford Global Technologies, Llc Methods and systems for improving engine starting
DE102013221638A1 (de) 2013-10-24 2015-04-30 Volkswagen Aktiengesellschaft Nockenwellenanordnung einer Hubkolbenrennkraftmaschine sowie Hubkolbenbrennkraftmaschine mit einer solchen Nockenwellenanordnung
JP7310461B2 (ja) * 2019-09-03 2023-07-19 トヨタ自動車株式会社 パワートレーンシステム

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Also Published As

Publication number Publication date
JP3957752B2 (ja) 2007-08-15
EP0784745A1 (fr) 1997-07-23
EP0784745B1 (fr) 1999-01-27
DE19527503A1 (de) 1997-01-30
JPH10506694A (ja) 1998-06-30
DE59601222D1 (de) 1999-03-11

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