WO2012031827A1 - Verfahren und vorrichtung zur steuerung einer brennkraftmaschine - Google Patents
Verfahren und vorrichtung zur steuerung einer brennkraftmaschine Download PDFInfo
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- WO2012031827A1 WO2012031827A1 PCT/EP2011/062923 EP2011062923W WO2012031827A1 WO 2012031827 A1 WO2012031827 A1 WO 2012031827A1 EP 2011062923 W EP2011062923 W EP 2011062923W WO 2012031827 A1 WO2012031827 A1 WO 2012031827A1
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- WIPO (PCT)
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- internal combustion
- combustion engine
- threshold value
- speed
- einspurzeitpunkt
- Prior art date
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Classifications
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- 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
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- 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
- F02D17/02—Cutting-out
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- 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
-
- 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
-
- 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
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- 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
- F02D41/14—Introducing closed-loop corrections
-
- 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
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- 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
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
- F02N11/0822—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to action of the driver
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- 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
- F02N11/0844—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop with means for restarting the engine directly after an engine stop request, e.g. caused by change of driver mind
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- 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
- F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
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- 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
- F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
- F02N11/0855—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear during engine shutdown or after engine stop before start command, e.g. pre-engagement of pinion
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- 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
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- 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
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- 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
- F02D41/0002—Controlling intake air
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- 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
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- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1402—Adaptive control
-
- 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
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- 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
- F02N2200/022—Engine speed
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- 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
- F02N2250/00—Problems related to engine starting or engine's starting apparatus
- F02N2250/04—Reverse rotation of the engine
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- 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
- F02N2300/00—Control related aspects of engine starting
- F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
- F02N2300/102—Control of the starter motor speed; Control of the engine speed during cranking
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- 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
- F02N2300/00—Control related aspects of engine starting
- F02N2300/20—Control related aspects of engine starting characterised by the control method
- F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
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- 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
- F02N2300/00—Control related aspects of engine starting
- F02N2300/20—Control related aspects of engine starting characterised by the control method
- F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start
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- 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
Definitions
- JP-2008298031 A describes a method in which the throttle valve of the internal combustion engine is closed in the outlet to suppress vibrations. As a result of this measure, the air charge in the cylinders in the internal combustion engine is reduced, and thus the roughness of the outlet is reduced, since compression and decompression are minimized.
- Methods are generally known for restarting the internal combustion engine, in which a standstill of the internal combustion engine is awaited before it is restarted. Particularly in the case of so-called change-of-mind situations in which a start request takes place while the internal combustion engine is still running out, this leads to noticeable and uncomfortable perceived time delays between start request and engine start.
- devices are generally known, which change the stroke course in particular of the intake valves of the internal combustion engine, and thus provide the air filling of the cylinder.
- electrohydraulic actuators allow the stroke profile of the intake valves to be varied within wide limits. Internal combustion engines with such an electrohydraulic valve adjustment do not require a throttle valve.
- Advantage of the method according to the invention is that particularly in change-of-mind situations, a particularly fast restart of the internal combustion engine is ensured.
- a speed threshold may be defined which discriminates whether the second cylinder is still in a power stroke or whether the engine is going into swing before the second cylinder enters the power stroke, depending on whether a detected engine speed is greater or less is the speed threshold.
- the determined rotational speed of the internal combustion engine is greater than the rotational speed threshold, it is ensured that the kinetic rotational energy of the internal combustion engine is so great that the second cylinder enters the power stroke. If the fuel / air mixture is ignited in this cylinder, a direct start of the internal combustion engine is carried out. This starting takes place without the use of a starter, and is particularly fast, since the outlet of the internal combustion engine does not have to wait. If the determined rotational speed of the internal combustion engine is smaller than the rotational speed threshold value, the oscillation behavior of the internal combustion engine in the outlet can be predicted very well.
- a starter of the internal combustion engine can only be Schemespurt when the speed of the internal combustion engine is sufficiently low, it is important to determine the speed of the internal combustion engine to track the starter at an appropriate time and start. However, since the starter has a dead time (eg 50ms), it is necessary to know the appropriate timing for meshing early. It is therefore particularly advantageous for a fast state of the internal combustion engine when the speed curve of the internal combustion engine is predicted, and from the predicted speed curve, a first Einspurzeittician or a second Einspurzeitdazzling is determined. A particular gain in the speed of the restart results in particular when these Einspurzeitfound are before a stoppage of the internal combustion engine.
- the speed curve of the internal combustion engine passes through zeros at the reversal points of the rotational movement, that is, when the direction of the pendulum motion reverses.
- a tracking of the starters is particularly robust possible because the speed is small in an interval around the zero crossing of the speed.
- a next possible reversal time or reversal point of the rotational movement of the internal combustion engine is selected as the first Einspurzeittician.
- the next possible reversal time is the next of the reversal times, which is suitable for the starter being meshed and started.
- next possible reversal time is at least a predefinable An Kunststofftotzeit after a time when the Start request is determined.
- the next possible reversal time can therefore not be given as the next reversal time after the time of the start request, but as the next reversal time.
- the second Einspurzeittician is thus advantageously chosen so that from the second Einspurzeittician the speed of the engine no longer leaves a predetermined speed range.
- This method is particularly robust, and there is also a speed advantage, since now no longer has to wait for a reversal point of the pendulum motion for meshing the internal combustion engine.
- the speed thresholds at which the starter can be meshed are usually different for forward rotation and reverse rotation of the engine, it is advantageous to separately monitor the two thresholds.
- the starter can be meshed with forward rotation of the internal combustion engine at a higher speed than in reverse rotation.
- the method is particularly robust, since now can be safely Solutionsspurt in the forward and backward direction.
- FIG. 2 shows schematically the course of some parameters of the internal combustion engine when stopping the internal combustion engine
- FIG. 4 shows a speed curve when the internal combustion engine is stopped and restarted
- FIG. 5 details the speed curve when stopping and restarting the engine
- FIG. 6 shows the sequence of the method according to the invention when restarting the
- FIG. 7 is a schematic of an oscillating behavior of the internal combustion engine at different speed threshold values.
- FIG. 8 shows the sequence of the method according to the invention for determining the
- FIG. 1 shows a cylinder 10 of an internal combustion engine with a combustion chamber 20, a piston 30 which is connected to a connecting rod 40 with a crankshaft 50.
- the piston 30 performs in a known manner by an upward and downward movement. The reversal points of the movement are called dead centers. The transition from upward movement to downward movement is referred to as top dead center, and the transition from downward movement to upward movement is referred to as bottom dead center.
- An angular position of the crankshaft 50, a so-called Crankshaft angle is defined in a conventional manner relative to top dead center.
- a crankshaft sensor 220 detects the angular position of the crankshaft 50.
- a suction pipe 80 air to be burned is sucked into the combustion chamber 20 in a known manner during a downward movement of the piston 30. This is referred to as intake stroke or intake stroke.
- intake stroke or intake stroke the burned air is forced out of the combustion chamber 20 during an upward movement of the piston 30. This is commonly referred to as outlet stroke.
- the amount of air sucked in via the intake pipe 80 is adjusted via an air metering device, in the exemplary embodiment a throttle valve 100 whose position is determined by a control unit 70.
- a suction pipe injection valve 150 which is arranged in the intake pipe 80, fuel is injected into the air sucked from the intake pipe 80 and a fuel-air mixture in the combustion chamber 20 is generated.
- the amount of fuel injected through the port injection valve 150 is determined by the controller 70, typically over the duration and / or magnitude of a drive signal.
- a spark plug 120 ignites the fuel-air mixture.
- An intake valve 160 at the inlet of the intake pipe 80 to the combustion chamber 20 is driven by cams 180 from a camshaft 190.
- an exhaust valve 170 at the inlet of the exhaust pipe 90 to the combustion chamber 20 via cams 182 may be driven by the camshaft 190.
- the camshaft 190 is coupled to the crankshaft 50. Typically, the camshaft 190 makes one revolution per two revolutions of the crankshaft 50.
- the camshaft 190 is configured such that the exhaust valve 170 opens in the exhaust stroke and closes near the top dead center.
- the intake valve 160 opens near top dead center and closes in the intake stroke.
- a phase in which exhaust valve 170 and intake valve of a technique are simultaneously open is referred to as valve overlap.
- Such a valve is used for example for internal exhaust gas recirculation.
- the camshaft 190 can be designed so as to be controllable by the control unit 70, so that depending on the operating parameters of the internal combustion engine, different stroke profiles of the inlet valve 160 and the outlet valve 170 can be set.
- the intake valve 160 and the exhaust valve 170 are not moved up and down via the camshaft 190 but via electrohydraulic valve actuators.
- the camshaft 190 and the cams 180 and 182 may be omitted.
- the throttle valve 100 is not necessary.
- a starter 200 is mechanically connectable via a mechanical coupling 210 with the crankshaft 50. Establishing the mechanical connection between starter 200 and crankshaft 50 is also referred to as Einspuren. The release of the mechanical connection between starter 200 and crankshaft 50 is also referred to as dropping. The meshing is only possible if the speed of the internal combustion engine is below a dependent of the engine and the starter speed threshold.
- FIG. 2a shows the behavior of the internal combustion engine when stopping the internal combustion engine.
- the first dead center Tl, the third dead center T3 and the fifth dead center T5 are bottom dead centers
- the second dead center T2 and the fourth dead center T4 are top dead centers.
- the first dead center Tl, the third dead center T3 and the fifth dead center T5 are top dead centers
- the second dead center T2 and the fourth dead center T4 are bottom dead centers.
- FIG. 2b shows, parallel to the clocks shown in FIG. 2a, the progression of a rotational speed n of the internal combustion engine over time t.
- the speed n is defined, for example, as the time derivative of the crankshaft angle KW.
- the first dead center T 1 corresponds to a first time t 1
- the second dead point T 2 At a second time t2
- the third dead center T3 corresponds to a third time t3
- the fourth dead center T4 corresponds to a fourth time t4.
- the speed initially increases briefly, in order then to drop monotonically.
- the short speed increase is due to the compression of the air charge in the cylinders.
- a cylinder which passes through a top dead center, compresses its maximum air charge, so that it is stored in compression energy. This compression energy is partially converted into rotational energy during further rotation of the internal combustion engine.
- FIG. 2c shows, parallel to FIG. 2a and FIG. 2b, the time profile of a control signal DK of the throttle valve 100.
- the throttle valve 100 is initially closed, which corresponds to a first control signal DK1.
- the rotational speed n of the internal combustion engine drops below a rotational speed threshold value ns, for example 300 rpm
- the throttle valve 100 is opened according to the invention at an opening time tiller, which corresponds to a second drive signal DK2.
- the opening time tauf is chosen so that it occurs shortly after the third dead center T3, which is the next dead center, after the engine speed n has fallen below the speed threshold value ns.
- the second cylinder ZYL2 goes to the third dead center T3 in the intake stroke. It is therefore also referred to below as the inlet cylinder ZYL2.
- the opening time tiller coincides with the end of the valve overlap of the intake cylinder, that is, with the timing of closing the exhaust valve 170 of the intake cylinder ZYL2.
- the opening timing tiller corresponds to an opening crankshaft angle KWiller.
- the representation of the time axis is nonlinear.
- the time interval between the third time t3 and the fourth time t4 is greater than the time interval between the second time t2 and the third time t3, which in turn is greater than the time interval between the first time tl and the second time t2.
- the fifth dead center T5 of the internal combustion engine is not reached.
- the crankshaft 50 executes a pendulum motion in which the second cylinder ZYL2 oscillates in its compression stroke and its intake stroke, the first cylinder ZYL1 correspondingly in its power stroke and its compression stroke.
- FIG. 3 shows the sequence of the method which corresponds to the behavior illustrated in FIG.
- Step 1010 follows by shutting off injection and ignition. The internal combustion engine is thus in the outlet. Then follows Step 1020, in which the throttle valve is closed.
- Step 1020 In internal combustion engines with camshaft adjustment, in step 1020, alternatively, switching to a smaller cam can take place, so that the air charge in the cylinders is reduced.
- step 1030 In internal combustion engines with electrohydraulic valve position, the valves of the internal combustion engine can be closed in step 1020.
- step 1030 in which it is checked whether the speed n of the internal combustion engine has fallen below the speed threshold value ns.
- step 1040 follows. If this is not the case, step 1030 is repeated until the speed n of the internal combustion engine has fallen below the speed threshold value ns.
- step 1040 the throttle valve 100 is opened at the opening timing tauf.
- step 1040 for example, be switched to a larger cam, so that the air charge increases in the intake cylinder ZYL2.
- the intake valve 160 of the intake cylinder ZYL2 may be controlled to be open during the intake stroke of the intake cylinder ZYL2, thus increasing the air charge in the intake cylinder ZYL2.
- Step 1060 follows.
- fuel is injected into the intake manifold 80 of the engine via the port injection valve 150. This injection of fuel is such that a fuel / air
- step 1100 the inventive method ends.
- the internal combustion engine oscillates into a standstill position, in which the inlet cylinder ZYL 2 comes to stand in the intake stroke or in the compression stroke.
- Injection of fuel in step 1060 is advantageous to an intake manifold injection internal combustion engine for a quick restart of the engine.
- FIG. 4 shows the time course of the speed n of the internal combustion engine when stopping and restarting.
- the rotational speed n of the internal combustion engine drops during a phase-out phase T_outflow in the manner illustrated in FIG. 2b, and finally changes sign when the rotational movement of the internal combustion engine reverses to the reverse oscillation time point illustrated in FIG. 2b.
- This is shown in FIG. 4 as the end of the phase-out phase T_outflow and the beginning of a pendulum phase T_Pendel.
- Even during the phase-out phase T_outrun it is determined at a start-up desired time tstart that the internal combustion engine returns should be started, for example, because it was detected that a driver has pressed an accelerator pedal.
- the first Einspurzeittician teinl and the second Einspurzeittician tein2 be determined by the controller 70. If the time interval between the start-desired time tstart and the first Einspurzeittician teinl greater than the An Taverntotzeit T_tot, the starter 200 is meshed and driven so that it starts at the first Einspurzeittician teinl a rotational movement. If the first on-track time t1 is too short in time at the start-desired time tstart, then the starter 200 is meshed in and controlled in such a way that it starts to rotate at the second meshing time point ⁇ 2.
- Figure 5 illustrates in detail the selection of the first Einspurzeitticians teinl and the second Einspurzeitpaints tein2.
- the first Einspurzeittician Teinl is determined after opening the throttle valve 100, for example, based on maps or based on stored in the control unit 70 models and corresponds to the estimatedrutpens- Toss.
- it is also possible that other times, to which the speed n of the internal combustion engine has a zero crossing, are predicted instead of the return time, and are selected as the first engagement time point.
- a second Einspurzeittician tein2 can be selected, from which it is ensured that the speed n of the internal combustion engine no longer leaves a speed band in which a meshing of the starter 200 is possible.
- This speed band is given, for example, by a positive threshold nplus, for example 70 revolutions per minute, up to which the starter 200 can be meshed in a forward rotation of the internal combustion engine, and by a negative threshold nminus, for example 30 rpm, up to the the starter 200 can be meshed in a reverse rotation of the internal combustion engine.
- the control unit 70 calculates, for example based on maps, that the kinetic energy of the internal combustion engine from the second Einspurzeittician tein2 has dropped so far that the speed band [nminus, nplus] will not leave.
- the starter 200 At the second Einspurzeittician tein2 or at any time after the second Einspurzeittician tein2 the starter 200 and can be meshed and placed in a rotary motion.
- FIG. 6 shows the sequence of the method according to the invention for restarting the internal combustion engine.
- Step 2000 coincides with step 1000 shown in FIG. 3.
- a request to stop the internal combustion engine is determined therein.
- Step 2005 follows.
- the throttle is closed, or other measures, e.g. Adjusting the cams 180, 182 or a suitable electro-hydraulic control of the valves 160 and 170, taken to reduce the air filling in the cylinders. It follows step 2010.
- step 2010 it is determined whether a start request for starting the internal combustion engine is determined during the run-out of the internal combustion engine, that is, during the phase-out phase T_outflow shown in FIG. If this is the case, step 2020 follows. If this is not the case, then step 2090 follows.
- step 2020 it is checked whether the rotational speed n of the internal combustion engine (if necessary by one NEN minimum distance, for example, 10 revolutions per minute) is above the speed threshold ns. These checks can be done continuously, or crankshaft synchronous, in particular to each dead center of the internal combustion engine. If the speed n of the internal combustion engine is above the speed threshold value ns, then step 2030 follows, otherwise step 2070 follows.
- step 2030 the throttle is opened, or other measures, e.g. Adjustment of the cams 180, 182 or a suitable electrohydraulic control of the valves 160 and 170, taken to increase the air charge in the cylinder, which is next in the intake stroke.
- Fuel is injected into the intake manifold 80 via the intake manifold injector 50.
- step 2040 in which the intake cylinder ZYL2 is determined, that is, the cylinder whose air charge substantially increases next in the intake stroke.
- the intake cylinder ZYL2 goes into the intake stroke and sucks in the fuel / air mixture that is located in the intake manifold 80. Subsequently, the inlet cylinder ZYL2 goes into the compression stroke.
- the speed n is greater than the speed threshold ns.
- the speed threshold value ns is selected such that the intake cylinder ZYL2 is no longer going through a top dead center. At the rotational speed n of the internal combustion engine, it is therefore ensured that the intake cylinder ZYL2 again passes through a top dead center and transitions into the power stroke.
- Step 2050 follows.
- the fuel / air mixture is ignited in the intake cylinder ZYL2, which accelerates the rotation of the crankshaft 50
- step 2060 follows.
- step 2060 further action is taken to accomplish the start of the engine , In particular, a fuel / air mixture is ignited in the other cylinders of the internal combustion engine accordingly. With the start of the internal combustion engine, the inventive method ends.
- step 2070 fuel is injected into the draft tube 80 via the port injection valve 150. It follows step 2100.
- step 2090 it is checked according to the step 1030 shown in Figure 3, whether the engine speed n has dropped below the speed threshold value ns. If this is not the case, the method branches back to step 2010. If this is the case, step 2100 follows. Step 2100 corresponds to step 1040 of FIG. 3.
- the throttle flap is opened or another air metering device, for example a cam adjustment or an electrohydraulic valve control, is activated in such a way that the amount of air supplied is increased. It follows step 2110.
- step 2110 it is determined whether there is a request to start the engine. If so, step 2120 follows. If not, step 2110 is repeated until there is a request to start the engine. In step 2120, it is checked whether the internal combustion engine is stationary. This corresponds to the period shown in Figure 4 after the end of the pendulum phase T_Phase. If this is the case, then step 2060 follows, in which conventional measures for starting the internal combustion engine are carried out. As shown in Figure 4, the internal combustion engine is started at a time tSdT.
- step 2150 follows.
- the first on-track time teinl is predicted. This prediction is done, for example, using a map. Based on the rotational speed n, the intake cylinder ZYL2 was determined in the last pass of a top dead center (in the embodiment at the fourth time t4), the kinetic energy of the internal combustion engine can be determined from the second position DK2 of Lucasdosier adopted the air filling of the intake cylinder ZYL2, and thus the magnitude of the gas spring compressed by the intake cylinder ZYL2 in the compression stroke can be estimated.
- step 2160 in which it is checked whether the time difference between the first Einlin time teinl and the current time is greater than the control dead time T_tot of the starter 200. If so, step 2170 follows. If not, step 2180 follows.
- step 2180 the second meshing time tein2 is determined.
- the second Einspurzeittician tein2 is selected so that the speed n of the internal combustion engine from the second Einspurzeittician tein2 in the speed interval between the negative threshold nminus and the positive threshold nplus remains.
- the starter 200 is meshed and started from the second Einspurzeittician tein2. This is followed by step 2060, in which the further measures for starting the internal combustion engine are performed.
- step 2180 it is also possible to determine in step 2180 a one-track interval during which the speed n remains between the negative threshold nminus and the positive threshold nplus.
- the starter 200 is meshed and started at the one-track interval.
- the injection valves of the internal combustion engine is arranged in the combustion chamber, that is configured as a direct injection valve.
- the injection of fuel into the intake manifold immediately after opening the throttle may be omitted. It is important only that fuel is injected properly into the intake cylinder ZYL2 before it is ignited at restart.
- FIG. 7 illustrates the selection of the speed threshold value ns.
- FIG. 7a illustrates the pendulum behavior of the inlet cylinder ZYL2 when the speed threshold value ns has been selected correctly.
- the intake cylinder ZYL2 is in a forward movement, passes through the bottom dead center UT corresponding to the fourth dead center T4, and reverses at the return pendulum angle RPW.
- the further oscillating movement of the inlet cylinder ZYL2 to standstill is only indicated in FIG. 7a.
- FIG. 7b illustrates the pendulum behavior of the inlet cylinder ZYL2 when the speed threshold ns selected is too high. Too high a speed threshold value ns means that the kinetic energy of the internal combustion engine when opening the throttle valve 100, ie at the opening crankshaft angle KWauf, is too high. As a result, the inlet cylinder ZYL2 passes through the bottom dead center UT corresponding to the fourth dead center T4 and subsequently also to the top dead center OT corresponding to the fifth dead center T5. This leads to undesirable vibrations in the drive train, and is perceived by the driver as uncomfortable.
- FIG. 7c illustrates the oscillation behavior of the inlet cylinder ZYL2 when the speed threshold value ns has been selected too low. Too low a speed threshold ns means that the kinetic energy of the internal combustion engine when opening the throttle valve 100, so at the opening crankshaft angle KWauf is too low.
- the inlet cylinder ZYL2 passes through the bottom dead center UT corresponding to the fourth dead center, but has a relatively large return pendulum angle RPW. If it is determined in step 3020 that the rotational speed n of the internal combustion engine is greater than the rotational speed threshold value ns, it can no longer be reliably assumed that the intake cylinder ZYL2 rotates above the top dead center OT and the internal combustion engine can thus be started quickly.
- FIG. 8 describes an adaptation method with which an initially predetermined speed threshold value ns can be adapted in order to compensate for errors in the initialization or changes in the characteristics of the internal combustion engine.
- step 3000 it is determined that there is a stop request to the internal combustion engine, and measures for starting the internal combustion engine are initiated.
- step 3010 it is checked in step 1030 whether the rotational speed n of the internal combustion engine has fallen below the rotational speed threshold ns. If so, step 3020 follows by opening the throttle in accordance with step 1040. It is followed by step 3030, in which it is checked whether the inlet cylinder ZYL2 has already passed through the bottom dead center UT. If not, step 3040 follows. If so, step 3060 follows.
- step 3040 the case is intercepted that the speed threshold value ns is set so low that the internal combustion engine comes to a stop before the intake cylinder ZYL2 passes through the bottom dead center UT.
- step 3040 it is checked in step 3040 whether the internal combustion engine is stationary. If this is not the case, the method branches back to step 3030. If the internal combustion engine is present, step 3050 follows. In step 3050, the speed threshold value ns is increased. This is followed by step 3100, which ends the procedure.
- step 3060 the rotational movement of the internal combustion engine is monitored. If the engine continues to rotate the inlet cylinder ZYL2 above top dead center OT, step 3070 follows. If top dead center OT is not reached, step 3080 follows. In step 3070, the behavior illustrated in Figure 7b is present and the speed threshold ns is reduced. It follows step 3100, with which the
- step 3080 the return angle RPW is determined using, for example, the crankshaft sensor 220. This is followed by step 3090. In step 3090, it is checked whether the return pendulum angle RPW is smaller than a minimum return pendulum angle
- step 3100 at which the method ends, follows. If the return pendulum angle RPW is greater than the minimum return pendulum angle RPWS, then the behavior illustrated in FIG. 7c is present, and step 3050 follows in which the speed threshold value ns is increased.
- the increase of the speed threshold value ns in step 3050 can take place either incrementally or the speed threshold value ns is increased to an initial threshold value nsi, at which it is ensured that the internal combustion engine shows the behavior illustrated in FIG. 7b, that is, the speed threshold value ns then initially too large.
- the initial threshold value nsi can be designed, for example, as an applicable threshold value. It is chosen so that in the context of the possible during operation of the internal combustion engine operating parameters, for example, different leakage of air filling, different engine oil or different specimen scattering of the friction effect of the internal combustion engine, the engine shows the behavior illustrated in Figure 7b, that is, the inlet cylinder ZYL2 in the power stroke goes.
- the adaptation of the speed threshold value ns can optionally also be carried out if the restart of the internal combustion engine has not proceeded correctly:
- the speed threshold value ns is increased if it was decided in step 2020 that the determined speed n of the internal combustion engine is greater than the speed threshold value ns, and Performing steps 2030, 2040 and 2050 it is determined in step 2060 that the intake cylinder ZYL2 (ZYL2) has not entered the power stroke.
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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)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/822,032 US9206753B2 (en) | 2010-09-10 | 2011-07-27 | Method and device for controlling an internal combustion engine |
CN201180043438.2A CN103080533B (zh) | 2010-09-10 | 2011-07-27 | 用于控制内燃机的方法和装置 |
KR1020137006040A KR101879003B1 (ko) | 2010-09-10 | 2011-07-27 | 내연기관의 제어 방법 및 그 장치 |
JP2013527517A JP2013539521A (ja) | 2010-09-10 | 2011-07-27 | 内燃機関を制御するための方法および装置 |
EP11738702.7A EP2614250A1 (de) | 2010-09-10 | 2011-07-27 | Verfahren und vorrichtung zur steuerung einer brennkraftmaschine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102010040562.0 | 2010-09-10 | ||
DE102010040562.0A DE102010040562B4 (de) | 2010-09-10 | 2010-09-10 | Verfahren zum Wiederstart einer Brennkraftmaschine |
Publications (2)
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WO2012031827A1 true WO2012031827A1 (de) | 2012-03-15 |
WO2012031827A9 WO2012031827A9 (de) | 2013-05-02 |
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Family Applications (1)
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PCT/EP2011/062923 WO2012031827A1 (de) | 2010-09-10 | 2011-07-27 | Verfahren und vorrichtung zur steuerung einer brennkraftmaschine |
Country Status (7)
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US (1) | US9206753B2 (de) |
EP (1) | EP2614250A1 (de) |
JP (1) | JP2013539521A (de) |
KR (1) | KR101879003B1 (de) |
CN (1) | CN103080533B (de) |
DE (1) | DE102010040562B4 (de) |
WO (1) | WO2012031827A1 (de) |
Cited By (2)
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JP2013194706A (ja) * | 2012-03-22 | 2013-09-30 | Denso Corp | エンジン駆動補機制御装置 |
CN104246184A (zh) * | 2012-04-11 | 2014-12-24 | 丰田自动车株式会社 | 内燃机的停止控制装置 |
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US20130166177A1 (en) * | 2010-09-10 | 2013-06-27 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
US8667954B2 (en) * | 2011-09-21 | 2014-03-11 | GM Global Technology Operations LLC | Simultaneously firing two cylinders of an even firing camless engine |
DE102012203323A1 (de) | 2012-03-02 | 2013-09-05 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
DE102012203429A1 (de) | 2012-03-05 | 2013-09-05 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
US9995210B2 (en) * | 2012-03-23 | 2018-06-12 | Thermo King Corporation | Control system for a generator |
DE102012218183A1 (de) | 2012-10-05 | 2014-04-10 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Brennkraftmaschine |
DE102012221071A1 (de) | 2012-11-19 | 2014-05-22 | Robert Bosch Gmbh | Verfahren zur Steuerung einer Verbrennungskraftmaschine mit Saugrohreinspritzung |
DE102013206951A1 (de) | 2013-04-17 | 2014-10-23 | Robert Bosch Gmbh | Verfahren zur Steuerung einer Verbrennungskraftmaschine mit Saugrohreinspritzung |
CN105229283B (zh) * | 2013-05-15 | 2018-08-31 | 三菱电机株式会社 | 内燃机的自动停止/再起动装置 |
DE102014204086A1 (de) * | 2013-07-15 | 2015-01-15 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
GB2517752B (en) * | 2013-08-30 | 2020-04-01 | Ford Global Tech Llc | A method of controlling the engagement of a starter motor used for starting an engine of a motor vehicle |
DK3259748T3 (da) | 2015-02-20 | 2020-11-02 | FLAIM Systems Pty Ltd | Brandmandstræningsenhed |
EP3315748B1 (de) * | 2015-06-25 | 2021-08-11 | Hitachi Automotive Systems, Ltd. | Fahrzeugmontierte steuerungsvorrichtung |
TWI560363B (en) * | 2015-07-28 | 2016-12-01 | Sanyang Motor Co Ltd | Methods for controlling engines starting and stop running |
GB2580096B (en) * | 2018-12-21 | 2021-10-27 | Jaguar Land Rover Ltd | Controller and method for operating starter motor |
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2011
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- 2011-07-27 KR KR1020137006040A patent/KR101879003B1/ko active IP Right Grant
- 2011-07-27 US US13/822,032 patent/US9206753B2/en active Active
- 2011-07-27 JP JP2013527517A patent/JP2013539521A/ja not_active Withdrawn
- 2011-07-27 EP EP11738702.7A patent/EP2614250A1/de not_active Withdrawn
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Also Published As
Publication number | Publication date |
---|---|
US9206753B2 (en) | 2015-12-08 |
KR20130108551A (ko) | 2013-10-04 |
DE102010040562B4 (de) | 2022-02-03 |
CN103080533A (zh) | 2013-05-01 |
JP2013539521A (ja) | 2013-10-24 |
US20130179054A1 (en) | 2013-07-11 |
KR101879003B1 (ko) | 2018-07-16 |
DE102010040562A1 (de) | 2012-03-15 |
WO2012031827A9 (de) | 2013-05-02 |
EP2614250A1 (de) | 2013-07-17 |
CN103080533B (zh) | 2015-11-25 |
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