WO2001025624A1 - Procede pour faire demarrer un moteur a combustion interne - Google Patents

Procede pour faire demarrer un moteur a combustion interne Download PDF

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Publication number
WO2001025624A1
WO2001025624A1 PCT/DE2000/002934 DE0002934W WO0125624A1 WO 2001025624 A1 WO2001025624 A1 WO 2001025624A1 DE 0002934 W DE0002934 W DE 0002934W WO 0125624 A1 WO0125624 A1 WO 0125624A1
Authority
WO
WIPO (PCT)
Prior art keywords
air
combustion chamber
internal combustion
combustion engine
storage space
Prior art date
Application number
PCT/DE2000/002934
Other languages
German (de)
English (en)
Inventor
Ulrich Brenner
Udo Sieber
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
Publication of WO2001025624A1 publication Critical patent/WO2001025624A1/fr

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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
    • 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

Definitions

  • the invention relates to a method and a device for starting an internal combustion engine, in particular a motor vehicle, in which the internal combustion engine has a piston movable in a cylinder and a combustion chamber delimited by the cylinder and the piston, and wherein the cylinder can be actuated via an adjusting device Has exhaust valves and in which the fuel can be injected directly into the combustion chamber.
  • Methods for starting multi-cylinder gasoline engines with direct injection which set the internal combustion engine in motion without an electric motor starter. For this purpose, a quantity of fuel necessary for combustion is injected and ignited into the combustion chamber, the associated piston of which is in the working position.
  • a control device is provided there, with which the fuel either directly in one of the cylinders in a first operating mode during a compression phase or in a second operating mode during an intake phase and the piston limited combustion chamber can be injected.
  • the control unit is designed such that, in order to start the fuel in a first injection, it is possible to inject directly into the combustion chamber whose associated pistons are in the working phase, the fuel being metered in the first injection in accordance with a first operating mode.
  • DE 311 71 44 AI describes a device which requires as little electrical energy as possible to start the internal combustion engine or which is used to start without an electromotive starter.
  • a detector device signals the respective piston position of the engine to a microprocessor.
  • the microprocessor causes an amount of fuel necessary for the combustion to be injected and ignited in the combustion chamber, the associated piston of which is in the working position.
  • the present invention has for its object to improve a method for starting an internal combustion engine.
  • the particularly great advantage of the present invention is that the formation of a piston wall film during startup is avoided.
  • FIG. 1 schematically shows an illustration of an internal combustion engine with a control device.
  • FIG. 2 shows an internal combustion engine with the air storage space according to the invention, which is formed in the exhaust pipe 7.
  • FIG. 3 shows an internal combustion engine with the air storage space according to the invention, which is formed in the exhaust pipe 7.
  • FIG. 4 schematically shows an internal combustion engine with an air storage space according to the invention, which is formed in the intake pipe 6.
  • FIG. 5 schematically shows an internal combustion engine with an air storage space according to the invention, which is formed by the intake pipe, the exhaust pipe, and the EGR line. Description of the execution examples
  • FIG. 1 shows an internal combustion engine 1 in which a piston 2 can be moved back and forth in a cylinder 3.
  • the cylinder 3 is provided with a combustion chamber 4, to which an intake pipe 6 is connected via an inlet valve 5a and an exhaust pipe 7 is connected via an exhaust valve 5b.
  • the combustion chamber 4 is a with a signal
  • the intake pipe 6 is provided with an air mass sensor 10 and the exhaust pipe 7 with a lambda sensor 11.
  • Air mass sensor 10 measures the air mass of the fresh air supplied to the intake pipe 6 and generates a signal LM in dependence thereon.
  • the lambda sensor 11 measures the oxygen content of the exhaust gas in the exhaust pipe 7 and generates a signal as a function thereof.
  • In the intake pipe 6 is one
  • Throttle valve 12 housed, the rotational position of which is adjustable by means of a signal DK.
  • An EGR line 20 connects the exhaust pipe 7 to the intake pipe 6, whereby exhaust gases from the exhaust pipe 7 are conducted into the intake pipe 6 due to the higher pressure in the exhaust pipe 7.
  • An EGR valve 21 is arranged in the EGR line 20. The EGR valve 21 is controlled with the aid of the EGR signal and thus also the exhaust gas flow in the EGR line 20.
  • the exhaust pipe 7 is provided with a catalytic converter 18.
  • Catalyst has the task of converting harmful exhaust gas components such as CO, HC and NOx into C0 2 , H 2 0 and N2. Furthermore, the exhaust pipe 7 has a secondary air pump 22, with which it is achieved that the catalytic converter 18 reaches its necessary operating temperature within a very short time. For this A rich engine operation is set, whereby an increased carbon monoxide and hydrogen content is generated in the exhaust gas, which is burned with the secondary air introduced close after the exhaust valve 5b. The heat energy released thus heats the catalytic converter 18.
  • the throttle valve 12 In a first operating mode, the stratified operation of the internal combustion engine 1, the throttle valve 12 is opened wide. The fuel is generated by the injection valve 8 during one caused by the piston 2
  • the throttle valve 12 In a second operating mode, the homogeneous operation of the internal combustion engine 1, the throttle valve 12 is partially opened or closed depending on the desired air mass supplied.
  • the fuel is injected into the combustion chamber 4 by the injection valve 8 during an induction phase caused by the piston 2.
  • the injected fuel is swirled by the air drawn in at the same time and is thus distributed substantially uniformly in the combustion chamber 4. Then the fuel / air mixture during the
  • the piston 2 is driven by the expansion of the ignited fuel.
  • the driven piston 2 sets a crankshaft 14 into a rotary movement, via which the wheels of the motor vehicle are ultimately driven.
  • a speed sensor 15 is assigned to the crankshaft 14 and generates a signal N as a function of the rotary movement of the crankshaft 14.
  • the fuel mass injected into the combustion chamber 4 by the injection valve 8 in stratified mode and in homogeneous mode is controlled and / or regulated by a control unit 16, in particular with regard to low fuel consumption and / or low pollutant development.
  • the control unit 16 is provided with a microprocessor, which has stored a program in a storage medium, in particular in a read-only memory (ROM), which is suitable for carrying out the entire control and / or regulation.
  • ROM read-only memory
  • the control device 16 is acted upon by input signals which represent operating variables of the internal combustion engine 1 measured by means of sensors.
  • the control unit 16 is connected to the air mass sensor 10, the lambda sensor 11 and the speed sensor 15.
  • the control unit 16 is connected to an accelerator pedal sensor 17 which generates a signal FP which indicates the position of an accelerator pedal which can be actuated by a driver and thus the torque requested by the driver.
  • the control unit 16 generates output signals with which the behavior of the internal combustion engine 1 can be influenced via actuators in accordance with the desired control and / or regulation. For example, the control unit 16 with the
  • Injection valve 8 the spark plug 9, the throttle valve 12 and the EGR valve 21 connected and generates the signals TI, ZW, DK and EGR required for their control.
  • a flap 23 is arranged upstream of the catalytic converter 18.
  • the flap 23 can also be arranged after the catalytic converter 18 (identified by 23 'in FIG. 2).
  • the flap 23 can be brought into two positions by means of an associated drive, for example on a hydraulic, electromotive or electromagnetic basis. In a first position the pipe connection between the secondary air pump 22 and the catalytic converter 18 is closed, in a second position the pipe connection between the secondary air pump 22 and the catalytic converter 18 is open.
  • the air storage space X is limited by the exhaust valve 5b, the exhaust pipe 7, the flap 23 and the secondary air pump 22.
  • the secondary air pump 22 pumps fresh air into the exhaust system for purging any remaining exhaust gas components with the inlet and outlet valves 5a and 5b closed and the flap 23 open. Then the flap 23 is closed while the secondary air pump 22 continues to pump fresh air into the exhaust system. This increases the pressure in the closed exhaust system and thus also in the air storage room X.
  • the piston 2 After sufficient pressure build-up in the air storage space X, the piston 2 is in the working position in the combustion chamber 4, a quantity of fuel necessary for the combustion is injected via the injection valve 9 and at the same time the exhaust valve 5b is opened. As a result, the stored air in the air storage space X flows into the combustion chamber 4. The resulting air movement in the combustion chamber 4 ensures good mixture preparation and prevents the fuel from penetrating to the piston crown.
  • the exhaust valve 5b After the end of injection and sufficient generation of air movement, the exhaust valve 5b is closed again and the flap 23 is opened. The fuel mixture in the combustion chamber 4 is then ignited by the spark plug 8.
  • the exhaust valve 5b can be made masked, so that the air jet flows directed into the combustion chamber 4 with a small exhaust stroke. Furthermore, it may be advantageous to open the exhaust valve 5b even before the start of injection, so that the fuel jet already hits a sufficiently moved air mass in the combustion chamber 4.
  • the initial purge of the exhaust system can also be carried out as follows. First of all, the flap 23 is closed and the intake and exhaust valves 5a and 5b of the first cylinder to be fired are opened. The secondary air pump 22 then pumps fresh air into the exhaust system. After the exhaust system has been purged, the intake and exhaust valves 5a, 5b of this cylinder are closed again. In addition, the method described enables the starting process to be repeated after the combustion chamber 4 has been flushed with fresh air if the ignition is not present.
  • the exemplary embodiment in FIG. 3 essentially corresponds to the exemplary embodiment in FIG. 2.
  • the adjusting device 24a, 24b is also shown here, with which the inlet and outlet valves 5a, 5b can be actuated.
  • the adjusting device 24a, 24b can be designed as an adjustable exhaust or intake camshaft.
  • the stroke of the intake and / or exhaust valves 5a, 5b is adjusted by an axial displacement of the exhaust or intake camshaft, as a result of which the closing and
  • Opening times of the inlet and outlet valves 5a, 5b are largely freely adjustable. This system is referred to below as the VANOS system. Furthermore, the intake and exhaust valves 5a, 5b can be adjusted, for example, with a camshaft-free electromagnetic valve train (EMVS) or camshaft-free electro-hydraulic valve train (EHVS) when the internal combustion engine 1 is at a standstill and independently of the crankshaft position.
  • EMVS camshaft-free electromagnetic valve train
  • EHVS camshaft-free electro-hydraulic valve train
  • the intake pipe 6 has a compressor 25.
  • the compressor 25 is arranged upstream of the throttle valve 12.
  • the air storage space X is limited in this embodiment by the compressor 25, the intake pipe 6 and the inlet valve 5a.
  • the compressor 25 can deliver air even before the start. This can be achieved with the help of a suitable electromotive or hydraulic drive.
  • the compressor 25 pumps fresh air into the air storage space 12 or into the intake tract when the throttle valve 12 is open. Then the inlet valve 5a is opened. Through the opened inlet valve 5a of the associated cylinder, the conveyed air flows into the associated combustion chamber 4. At the same time, an amount necessary for the combustion is introduced into the combustion chamber 4
  • the air movement in the combustion chamber 4 ensures good mixture preparation and prevents the fuel from penetrating to the piston crown.
  • the inlet valve 5a is closed.
  • the fuel mixture in the combustion chamber 4 is then ignited by the spark plug 8.
  • the air storage space X is separated from the Throttle valve 12, the intake pipe 6, the intake valve 5a, the exhaust valve 5b, the flap 23, the exhaust pipe 7, the secondary air pump 22 and the EGR line 20 are limited.
  • the flap 23 can also be arranged behind the catalytic converter 18.
  • the flap 23 can be brought into two positions with the aid of a corresponding drive, for example on a hydraulic, electromotive or electromagnetic basis.
  • the exhaust pipe 7 is closed in the first position and opened in the second position.
  • the secondary air pump 22 pumps fresh air into the exhaust system for purging any remaining exhaust gas components with the flap 23 open and the EGR valve 21 closed. Thereafter, the flap 23 is closed, the EGR valve is opened and - if not yet done - the throttle valve 12 is closed, while the secondary air pump 22 continues to pump fresh air into the exhaust system. As a result, the delivered air flows via the EGR valve 21 and the EGR line 20 into the intake pipe 6. In the air storage space X, the air delivered by the secondary air pump 22 is compressed. Then the inlet valve 5a of the standing cylinder belonging to the intake stroke is opened, whereby fresh air flows into the combustion chamber 4. At the same time, a quantity of fuel necessary for the combustion is injected via the injection valve 9.
  • the air movement in the combustion chamber 4 ensures good mixture preparation and prevents the fuel from penetrating to the piston crown.
  • the inlet valve 5a is closed.
  • the fuel mixture in the combustion chamber 4 is then ignited. If necessary, an opening of the inlet valve 5a already hits a sufficiently moved air mass in the combustion chamber 4.

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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un procédé et un dispositif pour faire démarrer un moteur à combustion interne (1), en particulier le moteur d'un véhicule automobile, selon lequel le carburant peut être injecté directement dans la chambre de combustion (4), le moteur à combustion interne présentant une chambre d'accumulation d'air (X) qui est reliée à la chambre de combustion (4) par l'intermédiaire des soupapes d'admission et/ou d'échappement (5a, 5b) et à l'aide de laquelle de l'air sous haute pression peut être stocké. Simultanément à l'injection de carburant par ouverture d'une soupape d'admission et/ou d'échappement (5a, 5b) du cylindre (3) concerné, l'air accumulé est conduit de la chambre d'accumulation d'air (X) à l'intérieur de la chambre de combustion (4) correspondante, et ensuite, après fermeture de ladite soupape d'admission et/ou d'échappement (5a, 5b), le carburant est allumé.
PCT/DE2000/002934 1999-10-05 2000-08-26 Procede pour faire demarrer un moteur a combustion interne WO2001025624A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1999147784 DE19947784B4 (de) 1999-10-05 1999-10-05 Verfahren zum Starten einer Brennkraftmaschine
DE19947784.1 1999-10-05

Publications (1)

Publication Number Publication Date
WO2001025624A1 true WO2001025624A1 (fr) 2001-04-12

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Application Number Title Priority Date Filing Date
PCT/DE2000/002934 WO2001025624A1 (fr) 1999-10-05 2000-08-26 Procede pour faire demarrer un moteur a combustion interne

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DE (1) DE19947784B4 (fr)
WO (1) WO2001025624A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015158182A (ja) * 2014-02-25 2015-09-03 株式会社デンソー 排ガス処理装置

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10306632A1 (de) * 2003-02-18 2004-08-26 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE50309408D1 (de) 2003-03-31 2008-04-30 Ford Global Tech Llc Verfahren zum Starten einer Brennkraftmaschine
DE502004008924D1 (de) 2004-11-08 2009-03-12 Ford Global Tech Llc Blockiereinrichtung für eine Kurbelwelle
FR2887589B1 (fr) * 2005-06-27 2007-09-14 Renault Sas Procede de controle d'un moteur a injection directe lors du demarrage a froid et moteur correspondant
EP2072809A1 (fr) * 2007-12-20 2009-06-24 GM Global Technology Operations, Inc. Moteur à combustion et système de démarrage correspondant

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3117144A1 (de) * 1981-04-30 1982-11-18 Fa. Emil Bender, 5900 Siegen Anlassvorrichtung fuer einen mehrzylindrigen otto-motor
DE19743492A1 (de) * 1997-10-01 1999-04-15 Bosch Gmbh Robert Verfahren zum Starten einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4462348A (en) * 1981-08-31 1984-07-31 Ford Motor Company Engine starting system

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3117144A1 (de) * 1981-04-30 1982-11-18 Fa. Emil Bender, 5900 Siegen Anlassvorrichtung fuer einen mehrzylindrigen otto-motor
DE19743492A1 (de) * 1997-10-01 1999-04-15 Bosch Gmbh Robert Verfahren zum Starten einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015158182A (ja) * 2014-02-25 2015-09-03 株式会社デンソー 排ガス処理装置

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Publication number Publication date
DE19947784B4 (de) 2008-09-04
DE19947784A1 (de) 2001-04-12

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