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WO1999045267A1 - Procede pour faire demarrer un moteur de vehicule automobile - Google Patents

Procede pour faire demarrer un moteur de vehicule automobile Download PDF

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Publication number
WO1999045267A1
WO1999045267A1 PCT/EP1999/001333 EP9901333W WO9945267A1 WO 1999045267 A1 WO1999045267 A1 WO 1999045267A1 EP 9901333 W EP9901333 W EP 9901333W WO 9945267 A1 WO9945267 A1 WO 9945267A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
cylinder
ignition
starting
drive
Prior art date
Application number
PCT/EP1999/001333
Other languages
German (de)
English (en)
Inventor
Heinz Leiber
Original Assignee
Lsp Innovative Automotive Systems Gmbh
MAGNETI MARELLI S.p.A.
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 Lsp Innovative Automotive Systems Gmbh, MAGNETI MARELLI S.p.A. filed Critical Lsp Innovative Automotive Systems Gmbh
Priority to EP99913207A priority Critical patent/EP1060333A1/fr
Publication of WO1999045267A1 publication Critical patent/WO1999045267A1/fr

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
    • F02N19/004—Aiding engine start by using decompression means or variable valve actuation
    • 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
    • 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

Definitions

  • the invention relates to a method for starting a motor vehicle engine with the features of the preamble of claim 1.
  • the invention is based on the object of facilitating the starting process of a motor vehicle internal combustion engine in order to be able to reduce the size of the large and heavy starter customary today and to reduce the power requirement for starting the engine and thus to be able to reduce the size of the battery.
  • the invention makes use of the property of electromagnetically actuated valves which do not have to be actuated in a defined sequence, but which can also be actuated in a different way from the actual engine operation and are controlled accordingly by an electrical control unit.
  • the invention can be used both in engines with intake manifold injection and in engines with direct injection (GDI).
  • valve control can, for. B. can be used to start the engine with an increased firing order with correspondingly changed valve control, the engine e.g. to operate in the start-up phase in two-stroke mode.
  • the engine is preferably moved in advance with a slow and low-power drive to a position in which at least one cylinder is in a position between 90 ° and 45 ° before TDC. In a 4-cylinder engine, two cylinders are in this position.
  • a further possibility to make starting easier is to ignite them simultaneously in the first cycle for an engine with two cylinders running in parallel (i.e. simultaneously arriving in TDC and LDC), which of course requires appropriate control of the valves.
  • At least one piston can additionally be pre-positioned in TDC or close to it.
  • This prepositioning which is explained in more detail below, can also be used without the starting facilitations explained above
  • a cylinder can also be brought ready to start at an angle before TDC when the engine is switched off or when the door is opened, which is just sufficient to prevent the crankshaft from rotating further the ignition to create sufficient compression pressure.
  • FIG. 1 shows a schematic diagram of an engine equipped according to the invention
  • Fig. 3 shows a motor in principle to explain the
  • an engine 1 is shown in principle, of which a piston 2 of a cylinder, the crankshaft 3 and a connecting rod 4 are visible.
  • electromagnetic actuators are designated which operate an inlet valve 7 and an outlet valve 8.
  • 9 with a spark plug is designated.
  • 10 is a crankshaft position transmitter, 11 a starter drive, which acts via an electromagnetic clutch 12, 13 on a belt drive 14, via which the crankshaft gear 3a and the crankshaft 3 can be driven.
  • the generator of the motor can be connected to the shaft of the wheel 14a driven by the starter drive 11.
  • a further unit e.g. B. an air conditioning compressor or a supercharged engine.
  • 15 is an injection valve.
  • the actuators 5 and 6 for the valves 7 and 8, the spark plug 9, the injection valve 15, the starter drive 11 together with the clutch 12/13 are controlled by an electrical control unit 16.
  • the control unit evaluates the signals from the crankshaft position transmitter 10.
  • the piston 2 can be placed in a position favorable for starting via the drive 11, the clutch 12/13 and the belt drive 14. This will be discussed in detail later.
  • the drive 11, which starts up first is activated first.
  • the clutch 12/13 is then actuated and then fuel is injected via the injection nozzle 15 at the right time and ignited by means of the spark plug 9.
  • the valves 7 and 8 are placed in corresponding positions.
  • the belt drive can be tightened by means of a tensioner 17.
  • start sequences over time are compared for different engine types according to the prior art and according to the invention, in all cases 4-cylinder engines are assumed.
  • Fig. 2a shows the start of the 4-cylinder I to IV for an intake manifold injection according to the prior art.
  • the cylinder I begins at t, with the compression K, followed by the combustion phase V, followed by phase A, during which the cylinder is connected to the exhaust via the exhaust valve 8. Finally, there is the air intake phase S. After 720 °, compression takes place again. At least 360 ° rotation is required here until a full suction phase S, specifically for cylinder III, has taken place at t 2 and can be ignited shortly after TDC, which is indicated by a corresponding symbol. After 180 ° the ignition follows in cylinder IV, after another 180 ° that for cylinder I and finally after another 180 ° that for cylinder II.
  • Fig. 2b an engine with direct injection (ie effective injection valve 15) and a start according to the prior art is assumed.
  • the cylinder I can be ignited by at least 90 ° after the rotation.
  • the other cylinders II, III and IV follow each after 180 °.
  • the process is repeated after 720 °, i.e. two turns.
  • Fig. 2c shows a start course for an engine with direct injection, according to an embodiment of the invention and here the valves 7 and 8 and the injection valves 15 of the four cylinders are controlled so that before t 3 in the cylinders I and III compressed and ignited simultaneously in both cylinders after t 3 .
  • Cylinder III cannot be ignited again after 360 °, but cylinder II and cylinder IV are ignited as a result.
  • the joint ignition after t 3 gives a strong initial drive torque.
  • Fig. 2d the course of a direct injection engine is shown again, in which the engine is driven in the start phase by correspondingly controlling the valves 7, 8 and 15 and the spark plugs 9 in two-stroke mode, i.e. each cylinder is fired at 360 ° intervals. This operating mode is maintained until the motor reaches a certain speed, e.g. Has reached 600rpm.
  • the pistons 2 of cylinders I and III are additionally set to a position x between 90 ° and 45 ° before TDC by a slow drive in order to facilitate the actual starting process. The rotation necessary until TDC is sufficient to achieve sufficient compression of the air in the cylinder.
  • FIG. 2e shows the courses when starting an engine with intake manifold injection and a control of the valves and the ignition according to the invention.
  • the engine is started in two-stroke mode. It takes at least one turn through 360 ° until the first ignition in the 2nd and 4th cylinders.
  • the valves are controlled so that no compression takes place in cylinders I and III until ignition in cylinders II and IV. By switching off the decelerating and thus disruptive compression, less torque is required. It can therefore be started with less power.
  • the electromagnetic valves can also be used to only suction over about 90 °, as shown for the cylinders II and IV in the figure. , For this purpose, valves 7 and 8 are closed and only opened shortly before UT.
  • the engine 33 has injection valves 34, a battery 31, a generator 32, electromagnetic actuators 35 for the electromagnetic valve control, spark plugs 36, a clutch 37 and an electrical control unit 38.
  • Input signals from a door switch of a remote control 40 and from an ignition start switch 41 are fed to the control unit.
  • the remote control 40 is activated.
  • the corresponding wireless signal is sent to the electronic control unit or, in the case of a networked vehicle, to the engine control unit via the corresponding bus node and the data bus.
  • the door switch 39 for pilot control of the drive acts redundantly to this or without remote control.
  • the drive in the form of the generator 32 which can also be switched as a motor, is started, which rotates the crankshaft until a piston has reached a position close to TDC or "top dead center" TDC ready to start Injection and ignition via the ignition start switch 41, after which a small rotation from the initial position had previously taken place.
  • the drive After reaching the preset before TDC, the drive holds the cylinder in the position reached until the actual start command is given. Should, which is unusual, a longer one If there is a pause between opening the door and activating the ignition switch, the drive may have to bring the following cylinder into the compression phase, because the compression has meanwhile been reduced But it can also become a cylin after a certain time which are brought into the appropriate standby position by slow rotation.
  • the engine In vehicles with manual transmission, the engine must be disengaged via an electrical actuator when starting and when driving by means of clutch 37. Since many vehicles are already equipped with an electric clutch for reasons of comfort, this is not an obstacle to the introduction of the system.
  • the electric clutch also has safety advantages, because it ensures that the engine is always disengaged during the starting process and the vehicle cannot move. With Au- this is not necessary for the automatic transmission.
  • the position of the crankshaft or the pistons is detected by a crankshaft position sensor 42.
  • the crankshaft position sensor 42 provides the electrical control unit with the information about the piston position so that the starting process relates to the correct piston. For this it is necessary that the position of the pistons, that is the firing order, is stored in the control unit when the engine is switched off.
  • At least one piston position transmitter 43 can be used. This is preferably attached to the crank mechanism.
  • the generator 32 can also act as a starter with relatively low power.
  • the drive power will be approximately 1/10 of the normal starter power; This means that the drive motor can be designed to be relatively small with a power of 100 to 200W.
  • the drive in the form of an electric motor 51 is switched on via a clutch 50.
  • a flying clutch or preferably an electric clutch can be used.
  • a powerful reduction gear 52 is connected downstream of the electric motor that drives the generator 53.
  • crankshaft starter generator 60 shows a so-called crankshaft starter generator 60, the rotor of which is simultaneously combined with the clutch 61.
  • the desired reduced drive power can also be solved inexpensively by the crankshaft starter generator 60.
  • a very large ratio from the flywheel to the starter pinion and a reduction gear in the starter reduce the torque required for starting.
  • the currents are very high. Due to the missing gear ratio, this is not a problem with the crankshaft starter, with the drive power reduced according to the proposal.
  • Fig. 6 shows a stepping mechanism, the toothed disk 71 is connected to the flywheel. This solution combined with the clutch, but can also be combined with a crankshaft generator according to FIG. 5.
  • the separation of the drive from the generator makes the design solution easier and the generator can be fully optimized for voltage generation.
  • Fig. 7 shows the stepping mechanism.
  • an unlocking magnet 80 is activated so that the pawl 81 comes into engagement.
  • a pull magnet 82 is excited, which moves the armature lever 83 so far that one step is shifted further.
  • This solution is particularly simple since the large lever arm of the flywheel is used as a toothed disk 84 and the magnetic forces can therefore be relatively low.
  • FIG. 8 shows a compression process in a temporal pressure curve representation.
  • the dashed curve shows the compression curve with full filling, which is not absolutely necessary.
  • only a partial charge can be used to reduce the drive torque (solid curve).
  • the engine control is used to inject and ignite and thus start the engine, which is shown by a sharp increase in pressure.
  • the piston is normally stopped at point 90a before TDC or at top dead center 90 until the start is then initiated via the ignition switch.
  • the crankshaft is rotated further by the drive and, at 91 after OT, the injection and ignition. Only a partial charge is preferably also used in the following cylinder, so that the speed fluctuations when starting are less (curve 93).
  • FIG 9 shows a recording of the pressure and speed curve over time when the engine is switched off.
  • the restart which may have taken place shortly thereafter, is prepared here by using control algorithms and in particular using the electromagnetic valve control to control the engine outlet so that a cylinder is already in compression at the end of the outlet. If necessary, the imprecise motor stopping in the position close to TDC or in the TDC position (point 100) can be corrected by switching on the drive. If a restart is to take place shortly afterwards, for example at traffic lights, the engine is ready to start immediately. The injection and ignition then take place at time 101 with the subsequent pressure increase and speed change (lower curve).
  • the flywheel energy can be used when the engine is switched off by the fact that the electromagnetic actuators of the valve control release them, so that there is no longer any need for compression work. This drives the generator and returns the energy to the battery via the electricity generated.
  • the use of the swing energy does not rule out the aforementioned control, because the preparation of the next starting process is only effected in the final phase of the engine stopping.
  • another command for example via the remote control, can trigger the engine start.
  • a continuous pilot control without a stop beyond the top dead center position until the subsequent ignition.
  • the pre-heating takes place in the pre-control phase and then the injection and thus the engine start at a small angle after TDC.

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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé pour faire démarrer un moteur à combustion interne d'un véhicule automobile à actionnement électromagnétique des soupapes. Pendant le processus de démarrage, les soupapes d'admission et d'échappement et le dispositif d'allumage subissent une influence destinée à réduire la puissance nécessaire.
PCT/EP1999/001333 1998-03-02 1999-03-02 Procede pour faire demarrer un moteur de vehicule automobile WO1999045267A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP99913207A EP1060333A1 (fr) 1998-03-02 1999-03-02 Procede pour faire demarrer un moteur de vehicule automobile

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19808472.2 1998-03-02
DE1998108472 DE19808472A1 (de) 1998-03-02 1998-03-02 Verfahren zum Starten eines Kraftfahrzeugmotors

Publications (1)

Publication Number Publication Date
WO1999045267A1 true WO1999045267A1 (fr) 1999-09-10

Family

ID=7859207

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1999/001333 WO1999045267A1 (fr) 1998-03-02 1999-03-02 Procede pour faire demarrer un moteur de vehicule automobile

Country Status (3)

Country Link
EP (1) EP1060333A1 (fr)
DE (1) DE19808472A1 (fr)
WO (1) WO1999045267A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2367859A (en) * 2000-10-12 2002-04-17 Lotus Car Methods of operating i.c. engines having electrically controlled actuators for the inlet and/or exhaust valves
US6627767B2 (en) 2000-08-29 2003-09-30 Abbott Laboratories Amino(oxo) acetic acid protein tyrosine phosphatase inhibitors

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10020104A1 (de) * 2000-04-22 2001-10-31 Bosch Gmbh Robert Verfahren zum Starten einer mehrzylindrigen Brennkraftmaschine
DE10020325A1 (de) * 2000-04-26 2001-11-08 Bosch Gmbh Robert Verfahren zum Starten einer mehrzylindrigen Brennkraftmaschine
DE10021154C1 (de) * 2000-04-29 2001-08-09 Audi Ag Vorrichtung und Verfahren zum Starten eines Verbrennungsmotors
DE10024438A1 (de) * 2000-05-19 2001-11-29 Bosch Gmbh Robert Startverfahren und Startvorrichtung für Brennkraftmaschinen
DE50209970D1 (de) 2002-05-14 2007-05-31 Ford Global Tech Llc Verfahren zur Vorbereitung des Anlassens einer 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
DE10359168B4 (de) * 2003-02-10 2013-10-02 Robert Bosch Gmbh Verfahren und Vorrichtung zum Starten einer Brennkraftmaschine
EP1464830A1 (fr) * 2003-03-31 2004-10-06 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Méthode de commande d'un moteur avant et après son arrêt
JP4158583B2 (ja) * 2003-04-11 2008-10-01 トヨタ自動車株式会社 内燃機関の始動装置
DE10341279B4 (de) * 2003-09-08 2012-10-31 Robert Bosch Gmbh Verfahren zur Durchführung eines Hochdruckstarts
CN103047070B (zh) 2004-04-16 2015-11-25 Avl里斯脱有限公司 控制机动车起动阶段的方法
AT413866B (de) * 2004-04-16 2006-06-15 Avl List Gmbh Verfahren zum starten einer brennkraftmaschine
DE102004032918B4 (de) * 2004-07-08 2016-06-02 Robert Bosch Gmbh Vorrichtung und Verfahren zum Start einer Brennkraftmaschine mit mehreren Zylindern
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
DE102007001424B4 (de) * 2007-01-09 2017-07-27 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Starten eines Kolbenmotors, Hybrid-Antrieb für ein Kraftfahrzeug sowie Kraftfahrzeug mit Hybridantrieb
DE102012011990B4 (de) 2012-06-16 2023-07-20 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zum Anlassen einer Verbrennungskraftmaschine
DE102012011993B4 (de) 2012-06-16 2021-03-18 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zum Anlassen einer Verbrennungskraftmaschine
DE102016005124A1 (de) * 2016-04-28 2017-04-27 Audi Ag Verfahren zum Betreiben einer Antriebseinrichtung eines Kraftfahrzeugs sowie entsprechende Antriebseinrichtung

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Publication number Priority date Publication date Assignee Title
FR2569776A1 (fr) * 1984-09-06 1986-03-07 Korsec Bernard Perfectionnements aux moteurs a combustion interne et a leurs dispositifs de demarrage
US5101780A (en) * 1991-04-02 1992-04-07 Globe-Union Inc. Reduced starting load system for an automobile engine
DE4200606A1 (de) * 1992-01-13 1993-07-15 Helmut L Karcher Anlassvorrichtung fuer einen ottomotor
JPH0650247A (ja) * 1992-07-31 1994-02-22 Kubota Corp 多気筒ディーゼルエンジンの始動方法および装置

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DE3112144A1 (de) * 1981-03-27 1982-10-07 Degussa Ag, 6000 Frankfurt "thermischer durchflussmesser"
AT398188B (de) * 1992-05-05 1994-10-25 Laimboeck Franz Antriebsvorrichtung für ein kraftfahrzeug
DE4439849A1 (de) * 1994-11-08 1996-05-09 Bosch Gmbh Robert Verfahren und Vorrichtung zum Starten einer Brennkraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2569776A1 (fr) * 1984-09-06 1986-03-07 Korsec Bernard Perfectionnements aux moteurs a combustion interne et a leurs dispositifs de demarrage
US5101780A (en) * 1991-04-02 1992-04-07 Globe-Union Inc. Reduced starting load system for an automobile engine
DE4200606A1 (de) * 1992-01-13 1993-07-15 Helmut L Karcher Anlassvorrichtung fuer einen ottomotor
JPH0650247A (ja) * 1992-07-31 1994-02-22 Kubota Corp 多気筒ディーゼルエンジンの始動方法および装置

Non-Patent Citations (1)

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Title
PATENT ABSTRACTS OF JAPAN vol. 018, no. 283 (M - 1613) 30 May 1994 (1994-05-30) *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6627767B2 (en) 2000-08-29 2003-09-30 Abbott Laboratories Amino(oxo) acetic acid protein tyrosine phosphatase inhibitors
GB2367859A (en) * 2000-10-12 2002-04-17 Lotus Car Methods of operating i.c. engines having electrically controlled actuators for the inlet and/or exhaust valves

Also Published As

Publication number Publication date
DE19808472A1 (de) 1999-09-09
EP1060333A1 (fr) 2000-12-20

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