[go: up one dir, main page]

EP1301705B1 - Procede pour demarrer un moteur a combustion interne a plusieurs cylindres - Google Patents

Procede pour demarrer un moteur a combustion interne a plusieurs cylindres Download PDF

Info

Publication number
EP1301705B1
EP1301705B1 EP01913583A EP01913583A EP1301705B1 EP 1301705 B1 EP1301705 B1 EP 1301705B1 EP 01913583 A EP01913583 A EP 01913583A EP 01913583 A EP01913583 A EP 01913583A EP 1301705 B1 EP1301705 B1 EP 1301705B1
Authority
EP
European Patent Office
Prior art keywords
cylinder
internal combustion
combustion engine
fuel
piston
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP01913583A
Other languages
German (de)
English (en)
Other versions
EP1301705A1 (fr
Inventor
Udo Sieber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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 EP1301705A1 publication Critical patent/EP1301705A1/fr
Application granted granted Critical
Publication of EP1301705B1 publication Critical patent/EP1301705B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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 the 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
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N9/00—Starting of engines by supplying auxiliary pressure fluid to their working chambers
    • F02N9/02—Starting of engines by supplying auxiliary pressure fluid to their working chambers the pressure fluid being generated directly by combustion
    • 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
    • F02N2019/007—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation using inertial reverse rotation

Definitions

  • the present invention relates to a method for starting a multi-cylinder internal combustion engine in particular of a motor vehicle in the forward direction, wherein the position of a piston in a cylinder of the internal combustion engine is determined and fuel is injected into a combustion chamber of the cylinder whose. Piston is in a working phase.
  • the invention also relates to a multi-cylinder internal combustion engine, in particular of a motor vehicle.
  • the internal combustion engine comprises a detector device for determining the position of a piston in a cylinder of the internal combustion engine and a Kraftstoffzumesssystem for injecting fuel into a combustion chamber of the cylinder whose piston is in a working phase.
  • the present invention also relates to a control device for such a multi-cylinder internal combustion engine, in particular of a motor vehicle.
  • a method for starting a multi-cylinder internal combustion engine of the type mentioned is, for example, from DE 31 17 144 A1 known.
  • the method described there works without one electromotive starter.
  • start cylinder When the internal combustion engine is stopped in the combustion chamber of one or more cylinders (start cylinder), the pistons are in the working phase, injected necessary for a combustion amount of fuel and ignited. Thereafter, each injected into the combustion chamber of the cylinder or whose piston the next power stroke, fuel and ignited as soon as the respective pistons have reached the working position.
  • start cylinder When the internal combustion engine is stopped in the combustion chamber of one or more cylinders (start cylinder), the pistons are in the working phase, injected necessary for a combustion amount of fuel and ignited. Thereafter, each injected into the combustion chamber of the cylinder or whose piston the next power stroke, fuel and ignited as soon as the respective pistons have reached the working position.
  • an accumulator of the internal combustion engine can be made smaller, since this no longer has to provide electrical energy for the
  • the present invention has for its object to reliably start a multi-cylinder internal combustion engine without electric starter, regardless of the position of the piston in the cylinders before starting.
  • the invention proposes, starting from the method of the type mentioned above, that the internal combustion engine is first moved in the reverse direction by injecting fuel into a combustion chamber of at least one cylinder, the piston is - viewed in the forward direction - is in a compression phase, and the fuel compressed in the combustion chamber of the at least one cylinder is ignited, wherein the rotational movement in the reverse direction before reaching the bottom dead center of the piston of the at least one cylinder comes to a standstill, and that the internal combustion engine is then started in the forward direction.
  • the internal combustion engine is therefore first moved backwards so far in advance of the starter-free start until the pistons in the starting cylinder are in an optimal starting position. Since for starting the internal combustion engine in the forward direction fuel is injected into the combustion chamber of a cylinder whose piston is in a working phase, the optimum starting position of the piston - in the forward direction et - is considered immediately after top dead center. Starting from this position of the pistons, combustion of the fuel injected into the combustion chamber of the starting cylinder can produce a particularly high burning energy and thus also starting energy.
  • a relatively large mass of air is drawn into the combustion chamber of the cylinder which, viewed in the forward direction, is in the cylinder Working phase is located. This can ensure that the combustion energy resulting from the combustion of the fuel injected into the combustion chamber of the starting cylinder supplies a sufficiently high starting energy, so that the internal combustion engine can be reliably started.
  • the piston of the starting cylinder is moved away from the injection valve by the backward movement of the internal combustion engine before starting in the forward direction, so that when injecting the fuel into the combustion chamber of the starting cylinder no or only a very small penetration occurs and the injected fuel almost completely in a light ignites flammable fuel-air mixture in the form of a cloud of fuel.
  • intake and / or exhaust valves camshaft-free it is necessary, for example, to control the intake and / or exhaust valves camshaft-free.
  • each intake and exhaust valve can be controlled separately from the other valves and regardless of the position of the camshaft.
  • the intake and / or exhaust valves are equipped either individually or several together with an actuator.
  • the actuator may operate hydraulically, piezoelectrically, electromagnetically or otherwise.
  • valves can be opened and closed independently and, as far as the valve release permits. In this way, it is possible to switch from an intake phase into a work phase and vice versa before or during the startup process. Similarly, the change from a compression phase to an ejection phase and vice versa is possible.
  • the intake and / or exhaust valves of two cylinders whose pistons are - viewed in the forward direction - before their top dead center are brought into a position corresponding to the compression phase before the starting process.
  • the internal combustion engine is thus initially offset in a reverse direction by injecting fuel into the combustion chambers of two cylinders, the piston is - viewed in the forward direction - is in a compression phase. Then the compressed in the combustion chamber of the two cylinders fuel is ignited. Due to the double combustion, a sufficiently large burning energy and thus a sufficiently large starting energy is generated in order to overcome any static friction or friction and compression resistances of the internal combustion engine and to initially reliably set the internal combustion engine in a backward movement.
  • the inlet and / or exhaust valves of a cylinder whose piston is - in the forward direction - in an intake phase are selectively actuated such that the rotational movement the internal combustion engine in Reverse direction comes before reaching the bottom dead center of the piston of at least one cylinder to a stop.
  • the height of the pressure building up in the combustion chamber during the backward movement can be controlled, so that the rotational movement of the internal combustion engine comes to a halt in the reverse direction just before reaching the bottom dead center of the pistons of the at least one cylinder.
  • the intake and exhaust valves of the cylinder, the piston of which, viewed in the forward direction, is in an intake phase, are closed during the rotational movement of the internal combustion engine in the reverse direction.
  • the intake and exhaust valves of the cylinder, the piston is - considered in the forward direction - is in an intake phase, kept closed after the reversal of the direction of rotation of the internal combustion engine for a predetermined period of time.
  • the stored in the combustion chamber compression energy can be used to accelerate the crankshaft in the forward direction.
  • fuel is injected into a combustion chamber of another cylinder, the piston is - in the forward direction considered - is in a working phase, and in the combustion chamber of the at least one cylinder compressed fuel - viewed in the reverse direction - is ignited before reaching the top dead center.
  • the injected fuel is compressed in the combustion chamber and finally ignited shortly before reaching top dead center.
  • the backward movement - if not already done - is decelerated to a standstill.
  • the internal combustion engine is then placed in an opposite forward movement. This initiates the starter-free starting operation in the forward direction.
  • fuel is injected into a combustion chamber of a cylinder, the piston of which - viewed in the forward direction - is in an intake phase or a compression phase, and in the combustion chamber of the at least one cylinder compressed fuel detonated.
  • the start of injection into the combustion chamber of the further cylinder is, for example, in the intake phase of the piston and takes place at an injection pressure which is established by a prefeed pump of the fuel metering system which is operated independently of the internal combustion engine.
  • the prefeed pump is, for example, designed as an independent of the internal combustion engine driven electric fuel pump.
  • a prefeed pump is used, for example, in a common rail Kraftstoffzumesssystem for conveying fuel from a fuel tank in a low pressure region of the fuel metering.
  • the start of injection can - if the injection pressure is high enough - but are also shifted in the progressive compression phase until shortly before reaching top dead center.
  • Such a high injection pressure can, for example, by an independent of the Internal combustion engine operated high-pressure pump of the fuel metering system can be generated.
  • the high-pressure pump delivers fuel from the low-pressure region of the fuel metering system at high pressure into a high-pressure accumulator.
  • the high-pressure pump can, for example, be driven electrically. By burning the fuel injected into the combustion chamber of the cylinder, the rotational movement of the crankshaft in the forward direction is further accelerated.
  • the proposed embodiment also includes the case where fuel is injected during the backward movement of the internal combustion engine into a combustion chamber of a cylinder, the piston of which - viewed in the forward direction - is in an ejection phase. This corresponds to a suction phase during the backward movement of the internal combustion engine.
  • the fuel injected into this cylinder can then be ignited during the forward movement of the internal combustion engine in the compression phase, preferably towards the end of the compression phase.
  • the start of injection in the progressive compression phase - during the forward movement of the engine - be displaced.
  • the method according to the invention provides additional degrees of freedom in the starting process, which can be used, inter alia, to initiate a second start attempt after an unsuccessful first ignition.
  • the first ignition is unsuccessful, for example, when the internal combustion engine is not moving in the reverse direction or the first compression resistance could not be overcome.
  • the cylinders, which were in a working phase during the first start attempt in the second start attempt in a suction phase and vice versa In the second start attempt, the injection of fuel into the combustion chambers and the ignition of the compressed fuel in the manner described above takes place.
  • the compressed in a combustion chamber of a cylinder fuel is ignited shortly before reaching the top dead center of the piston of the respective cylinder toward the end of the compression phase.
  • control element which is provided for a control unit of an internal combustion engine, in particular of a motor vehicle.
  • a program which is executable on a computing device, in particular on a microprocessor, and suitable for carrying out the method according to the invention.
  • the invention is realized by a program stored on the control program, so that this provided with the program control in the same way is the invention as the method to whose execution the program is suitable.
  • an electrical storage medium can be used as the control, for example a read-only memory or a flash memory.
  • the internal combustion engine has a camshaft-free control of intake and / or exhaust valves of the combustion chambers.
  • the fuel metering system be independent of the Internal combustion engine driven high-pressure pump for establishing a fuel injection pressure has.
  • control unit for starting an internal combustion engine, the control unit carries out an activation of components of the internal combustion engine involved in the starting process according to the invention, in particular of the fuel metering system and the ignition.
  • the control unit receives the command to start the internal combustion engine, for example. By the operation of an ignition key or a starter button.
  • an internal combustion engine is designated in its entirety by the reference numeral 1.
  • the internal combustion engine 1 has a piston 2 which is reciprocable in a cylinder 3.
  • the cylinder 3 is provided with a combustion chamber 4, to which via valves 5, an intake pipe 6 and an exhaust pipe 7 are connected.
  • the combustion chamber 4 is associated with an injectable with a signal TI injector 8 and a controllable with a signal ZW spark plug 9.
  • the stratified operation of the internal combustion engine 1 the fuel is injected from the injection valve 8 during a caused by the piston 2 compression phase in the combustion chamber 4, locally in the immediate vicinity of the spark plug 9 and in time immediately before the top dead center OT of the piston 2 or before the ignition. Then, with the aid of the spark plug 9, the fuel is ignited, so that the piston 2 is driven in the now following working phase by the expansion of the ignited fuel.
  • the homogeneous operation of the internal combustion engine 1 the fuel from the injection valve 8 is injected into the combustion chamber 4 during an intake phase caused by the piston 2.
  • the injected fuel is swirled and thus distributed in the combustion chamber 4 substantially uniformly (homogeneously).
  • the fuel-air mixture is compressed during the compression phase, and then from the spark plug. 9 to be detonated. Due to the expansion of the ignited fuel, the piston 2 is driven.
  • crankshaft 10 In stratified operation as well as in homogeneous operation, a crankshaft 10 is set into rotary motion by the driven piston 2, over which ultimately the wheels of the motor vehicle are driven.
  • the crankshaft 10 is associated with a speed sensor 11 which generates a signal N in response to the rotational movement of the crankshaft 10.
  • the fuel is injected in stratified operation and in homogeneous operation at high pressure via the injection valve 8 into the combustion chamber 4.
  • an electric fuel pump is provided as a prefeed pump and a high pressure pump, the latter can be driven by the internal combustion engine 1 or electric motor.
  • the electric fuel pump is driven independently of the internal combustion engine 1 and generates a so-called rail pressure EKP of at least 3 bar, and the high-pressure pump generates a rail pressure HD up to about 200 bar.
  • the fuel mass injected into the combustion chamber 4 by the injection valve 8 in stratified operation and in homogeneous operation is controlled and / or regulated by a control unit 12, in particular with regard to low fuel consumption and / or low pollutant emission.
  • the control unit 12 is provided with a microprocessor which has stored in a control, in particular in a read-only memory, a program which is adapted to perform said control and / or regulation.
  • the control unit 12 is acted upon by input signals which represent operating variables of the internal combustion engine 1 measured by means of sensors.
  • Control unit 12 with an arranged in the intake manifold 6 air mass sensor, a arranged in the exhaust pipe 7 lambda sensor and / or connected to the speed sensor 11.
  • the control unit 12 is connected to an accelerator pedal sensor 13, which generates a signal FP, which indicates the position of a driver-actuated accelerator pedal.
  • the control unit 12 generates output signals with which the behavior of the internal combustion engine 1 can be influenced in accordance with the desired control and / or regulation via actuators.
  • the control unit 12 is connected to the injection valve 8 and the spark plug 9 and generates the signals required for their control TI, ZW.
  • FIGS. 2 and 3 schematically illustrate two different methods according to the invention for starting a 4-cylinder internal combustion engine 1 in the form of diagrams.
  • the individual lines of the diagrams refer to the respectively indicated cylinder 3 of the internal combustion engine 1.
  • the various cylinders 3 are identified by numbers.
  • the individual columns of the diagrams relate to the phases or cycles in which the piston 2 of the associated cylinder 3 is located.
  • Each of the pistons 2 may be in an intake phase, a compression phase, a work phase or an ejection phase.
  • the transitions between the individual phases are characterized by the top dead center OT of the pistons 2.
  • the horizontal axis along the phases of the piston 2 represents a rotational angle ° CA of the crankshaft 10.
  • the position of the internal combustion engine 1 is shown before starting, ie the position at standstill of the internal combustion engine 1.
  • the dotted line 15 shows the inflection point of the rotational movement of the crankshaft 10, at which the direction of rotation from a reverse rotation in a Forward rotation passes.
  • the speed sensor 11 is designed as absolute angle encoder. This means that the rotational speed sensor 11 at any time, in particular after a standstill of the internal combustion engine 1, generates the rotational angle ° KW and passes it on to the control unit 12. In this way, at the beginning 14 of the starting process, the position of the pistons 2 in the cylinders 3 can be determined.
  • the crankshaft 10 can also be offset by an electric motor starter in a necessary revolution, so that the speed sensor 11 can signal the position of the piston 2.
  • the cylinders 3 are in a compression phase (cylinder No. 1), a working phase (No. 2), an ejection phase (No. 3) and an intake phase (No. 4).
  • the intake and exhaust valves 5 of No. 1 cylinder are initially closed.
  • the piston 2 of the cylinder No. 1 is - viewed in the forward direction - before the top dead center OT.
  • fuel is injected into the combustion chamber 4 of the cylinder no. If the high-pressure pump is driven by the internal combustion engine 1, the injection takes place only under rail pressure EKP of the electric fuel pump.
  • the high-pressure pump is driven independently of the internal combustion engine 1 - the fuel is injected for the purpose of mixture preparation under high pressure in the combustion chamber 4. Then the injected fuel is also ignited in the compression phase. This results in a first combustion, by which the crankshaft 10 is set in a reverse rotational movement.
  • the piston - viewed in the forward direction - in an ejection phase, which in the present case during the backward movement of the internal combustion engine 1 corresponds to an intake phase.
  • the fuel injected into the No. 4 cylinder is ignited during the forward movement of the engine 1 towards the end of the compression phase, causing a third combustion and further acceleration of the crankshaft 10 in the forward direction.
  • the start of injection can also be in the progressive compression phase - during the forward movement of the internal combustion engine 1 - be moved if the injection pressure is sufficiently large.
  • the actual starting process in the forward direction thus begins in the inventive method always out of the turning point 15, in which the piston 2 in the cylinders 3 have an optimal position.
  • the cylinders whose pistons are in the working phase when viewed in the forward direction are filled with a relatively large air mass.
  • the combustion energy resulting from the combustion of the fuel injected into the combustion chamber thus provides a sufficiently high starting energy to start the internal combustion engine.
  • the distance between the injection valve 8 and the surface of the piston 2 is so large that the fuel injected into the combustion chamber 4 almost completely merges into a highly flammable fuel-air mixture in the form of a fuel cloud.
  • the further injections, ignitions and positions of the valves 5 are shown in the diagram using the example of the cylinder No. 2 and the cylinder No. 1. Accordingly, the further injections take place during the intake phase of the respective cylinder 3. Alternatively, the further injections can also take place during the compression phase, if the injection pressure is sufficiently high. The further ignitions take place towards the end of the compression phase shortly before or shortly after reaching the top dead center OT.
  • the intake and exhaust valves 5 of the combustion chamber 4 are adjusted by means of a camshaft-free control.
  • each inlet and outlet valve 5 is equipped with its own actuator.
  • the valves 5 can be opened and closed independently and freely as far as the valve release permits. In this way, it is possible to switch from a suction phase into a working phase and vice versa. In a corresponding way, the change from a compression phase into an ejection phase and vice versa is possible.
  • an unsuccessful first start attempt is, for example, before, if the internal combustion engine 1 does not move or the first compression resistance could not be overcome.
  • FIG. 2 is thus in the second attempt to start for the cylinder No. 4 at the beginning 14 of the starting process - in the forward direction - before the ejection phase.
  • Fuel is injected into the combustion chamber 4 of the No. 4 cylinder and ignited. By the first combustion, the internal combustion engine 1 is set in a backward movement. Then fuel is injected into cylinders # 2 and # 1.
  • the cylinder No. 2 is - in the forward direction - in the working phase. Viewed in the reverse direction - shortly before reaching top dead center, the fuel injected in cylinder no. 2 is ignited. It comes to a second combustion, which has a forward movement of the internal combustion engine 1 result. During the backward movement of the internal combustion engine 1, the piston of the cylinder No. 1 is in a downward movement, which corresponds to a suction phase. The injected into the cylinder No. 1 fuel is ignited in the forward movement of the internal combustion engine 1 toward the end of the compression phase. In the further course of the starting process, fuel is then injected into cylinder No. 3 and subsequently into all other cylinders in the intake phase or the compression phase and ignited towards the end of the compression phase.
  • each continuous compression phase can be achieved by late closing of the corresponding intake valves 5 - these are during the intake phase taking place before the compression phase open - suitably shortened.
  • the described method is applicable with corresponding modifications also in internal combustion engines 1 with more than four cylinders.
  • the cylinder No. 1 and the cylinder No. 4 are in the working phase by closing the valves 5. Fuel is injected and ignited simultaneously in both cylinders 3. The double combustion leads to a strong initial acceleration of the crankshaft 10. Due to the double combustion at the beginning 14 of the starting process sufficient reserves are available to safely overcome any friction and compression resistances of the internal combustion engine 1.

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)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un procédé pour démarrer un moteur à combustion interne à plusieurs cylindres (1), notamment d'une automobile, en sens normal (sens de rotation avant). Selon ce procédé, la position d'un piston (2) dans un cylindre (3) dudit moteur à combustion interne (1) est déterminée et du carburant est injecté dans une chambre de combustion (4) du cylindre (3) dont le piston (2) se trouve dans une phase de travail. L'objectif de cette invention est de pouvoir démarrer ledit moteur à combustion interne de manière fiable, sans démarreur électrique, indépendamment de la position des pistons (2) dans les cylindres (3) avant le démarrage (14). A cette fin, le moteur à combustion interne (1) est d'abord entraîné en sens inverse, par injection de carburant dans une chambre de combustion (4) d'au moins un cylindre (3) dont le piston (2), considéré par rapport au sens normal, se trouve dans une phase de compression, puis le carburant comprimé dans la chambre de combustion (4) dudit cylindre (3) est enflammé, le mouvement de rotation en sens inverse étant stoppé avant d'atteindre le point mort bas (UT) du piston (2) dudit cylindre (3), et le moteur à combustion interne (1) est ensuite démarré en sens normal.

Claims (16)

  1. Procédé pour démarrer un moteur à combustion interne à plusieurs cylindres, en particulier d'un véhicule automobile, en marche avant, selon lequel on détermine la position d'un piston (2) dans un cylindre (3) du moteur à combustion interne et on injecte du carburant dans la chambre de combustion (4) de ce cylindre (3) dont le piston (2) se trouve en phase de travail,
    caractérisé en ce que
    le moteur à combustion interne est tout d'abord actionné en marche arrière, avec injection de carburant dans une chambre de combustion (4) d'au moins un cylindre (3) dont le piston (2) (par rapport au sens de la marche avant) se trouve dans une phase de compression et le carburant comprimé dans la chambre de combustion (4) d'au moins un cylindre (3) est allumé, le mouvement de rotation étant arrêté avant l'atteinte du point mort bas (UT) du piston (2) de ce cylindre (3) et ensuite on démarre le moteur à combustion interne (1) en marche avant.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la soupape d'admission et/ou d'échappement (5) du cylindre (3) dont le piston (par rapport au sens de marche avant) se trouve avant le point mort haut (OT), avant le processus de démarrage, sont mises à une position correspondant à la phase de compression.
  3. Procédé selon la revendication 2,
    caractérisé en ce que
    les soupapes d'admission et/ou d'échappement (5) de deux cylindres (3) dont les pistons (2) se trouvent (par rapport à la marche avant) avant leur point mort haut (OT) sont mises, avant le processus de démarrage, dans une position correspondant à la phase de compression.
  4. Procédé selon l'une des revendications 1 à 3,
    caractérisé en ce que
    pendant le mouvement de rotation du moteur à combustion interne en marche arrière, les soupapes d'admission et/ou d'échappement d'un cylindre (3) dont le piston se trouve (par rapport au sens de la marche avant) dans une phase d'aspiration sont commandées de manière ciblée de sorte que le mouvement de rotation du moteur à combustion interne vient de s'arrêter en position arrière avant l'atteinte du point mort bas (UT) du piston (2) de l'unique cylindre (3).
  5. Procédé selon la revendication 4,
    caractérisé en ce que
    les soupapes d'admission et d'échappement du cylindre (3), dont le piston (2) se trouve (par rapport au sens de la marche avant) dans une phase d'aspiration, sont fermées pendant le mouvement de rotation du moteur à combustion interne (1) en marche arrière.
  6. Procédé selon la revendication 5,
    caractérisé en ce que
    les soupapes d'admission et d'échappement (5) du cylindre (3), dont le piston (2) se trouve (par rapport au sens de la marche avant) dans une phase d'aspiration, sont maintenues fermées pendant une durée prédéterminée après le changement de direction de rotation du moteur à combustion interne (1).
  7. Procédé selon l'une des revendications 1 à 6,
    caractérisé en ce que
    pendant le mouvement de rotation du moteur à combustion interne en marche arrière du carburant est injecté dans une chambre de combustion (4) d'un autre cylindre (3) dont le piston (2) se trouve (par rapport au sens de la marche avant) dans une phase de travail et le carburant étanchéifié dans la chambre de combustion (4) cylindre (3) est allumé (par rapport au sens de la marche avant) avant l'atteinte du point mort haut (OT).
  8. Procédé selon la revendication 7,
    caractérisé en ce que
    dans la suite du processus de démarrage, du carburant est injecté dans une chambre de combustion (4) d'un cylindre (3) dont le piston (2) se trouve (par rapport au sens direct) dans une phase d'aspiration ou une phase de compression et le carburant comprimé se trouvant dans la chambre de combustion (4) de l'unique cylindre (3) est allumé.
  9. Procédé selon l'une des revendications 1 à 8,
    caractérisé en ce qu'
    après un premier allumage sans succès du carburant injecté dans l'unique cylindre (3), le procédé est reconduit avec des phases inversées de l'unique cylindre (3).
  10. Procédé selon l'une des revendications 1 à 9,
    caractérisé en ce que
    pendant le processus de démarrage dans l'une des phases de compression d'un cylindre (3) du moteur à combustion interne, la soupape d'admission (5) correspondante du cylindre (3) est fermée en retard.
  11. Procédé selon l'une des revendications 1 à 10,
    caractérisé en ce que
    le carburant comprimé dans une chambre de combustion (4) d'un cylindre (3) est allumé juste avant d'atteindre le point mort haut (OT) du piston (2) du cylindre correspondant (3) vers la fin de la phase de compression.
  12. Elément de commande, en particulier mémoire ROM ou mémoire flash pour un appareil de commande (12) d'un moteur à combustion interne (1), en particulier d'un véhicule automobile sur lequel est mémorisé un programme pouvant être exécuté sur un appareil de calcul, en particulier un microprocesseur et approprié à la mise en oeuvre d'un procédé selon l'une des revendications précédentes.
  13. Moteur à combustion interne 1 à plusieurs cylindres, en particulier d'un véhicule automobile, le moteur à combustion interne (1) comportant un dispositif de détection pour déterminer la position d'un piston (2) dans au moins un cylindre (3) du moteur à combustion interne, un dispositif de dosage du carburant à injecter dans une chambre de com-bustion (4) du cylindre (3), dont le piston (2) se trouve dans une phase de travail et une bougie d'allumage (9) pour allumer le carburant comprimé dans la chambre de combustion (4),
    caractérisé en ce que
    le système de dosage de carburant injecte du carburant dans la chambre de combustion (4) d'au moins un cylindre (3) dont le piston (2) se trouve (par rapport au sens de la marche avant) dans une phase de compression, la bougie d'allumage (9) allume le carburant comprise dans la chambre de combustion (4) de l'unique cylindre (3), engendrant un mouvement de rotation du moteur à combustion interne en marche arrière qui s'achève avant l'atteindre du point mort bas (UT) du piston (2) de ce cylindre (3) et des moyens pour démarrer le moteur à combustion interne (1) démarrent celui-ci en marche avant.
  14. Moteur à combustion interne (1) selon la revendication 1,
    caractérisé en ce que
    le moteur à combustion interne (1) présente une commande sans arbre à came des soupapes (5) d'admission et d'échappement de la chambre de combustion (4).
  15. Moteur à combustion interne (1) selon la revendication 13 ou 14,
    caractérisé en ce que
    le système de dosage de carburant a une pompe haute pression commandée indépendamment du moteur à combustion interne (1) pour établir une pression d'injection de carburant.
  16. Appareil de commande 12 d'un moteur à combustion interne (1) à plusieurs cylindres, en particulier d'un véhicule automobile, le moteur à combustion interne (1) comportant un dispositif de détection pour déterminer la position d'un piston (2) dans au moins un cylindre (3) du moteur à combustion interne, un dispositif de dosage du carburant à injecter dans une chambre de combustion (4) du cylindre (3), dont le piston (2) se trouve dans une phase de travail et une bougie d'allumage (9) pour allumer le carburant comprimé dans la chambre de combustion (4),
    caractérisé en ce que
    le système de dosage de carburant injecte du carburant dans la chambre de combustion (4) d'au moins un cylindre (3) dont le piston (2) se trouve (par rapport au sens de la marche avant) dans une phase de compression, la bougie d'allumage (9) allume le carburant comprimé dans la chambre de combustion (4) de l'unique cylindre (3), engendrant un mouvement de rotation du moteur à combustion interne en marche arrière qui s'achève avant l'atteindre du point mort bas (UT) du piston (2) de ce cylindre (3) et des moyens pour démarrer le moteur à combustion interne (1) démarrent celui-ci en marche avant.
EP01913583A 2000-04-26 2001-02-07 Procede pour demarrer un moteur a combustion interne a plusieurs cylindres Expired - Lifetime EP1301705B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10020325A DE10020325A1 (de) 2000-04-26 2000-04-26 Verfahren zum Starten einer mehrzylindrigen Brennkraftmaschine
DE10020325 2000-04-26
PCT/DE2001/000467 WO2001081759A1 (fr) 2000-04-26 2001-02-07 Procede pour demarrer un moteur a combustion interne a plusieurs cylindres

Publications (2)

Publication Number Publication Date
EP1301705A1 EP1301705A1 (fr) 2003-04-16
EP1301705B1 true EP1301705B1 (fr) 2007-10-03

Family

ID=7639929

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01913583A Expired - Lifetime EP1301705B1 (fr) 2000-04-26 2001-02-07 Procede pour demarrer un moteur a combustion interne a plusieurs cylindres

Country Status (6)

Country Link
US (1) US6799547B2 (fr)
EP (1) EP1301705B1 (fr)
JP (1) JP4456792B2 (fr)
AU (1) AU2001239158A1 (fr)
DE (2) DE10020325A1 (fr)
WO (1) WO2001081759A1 (fr)

Families Citing this family (31)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1403511A1 (fr) * 2002-09-30 2004-03-31 Mazda Motor Corporation Système de démarrage pour moteur à combustion interne
JP4273838B2 (ja) * 2002-09-30 2009-06-03 トヨタ自動車株式会社 内燃機関の始動制御装置
DE10260748A1 (de) * 2002-12-23 2004-07-01 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
FR2843614A1 (fr) * 2003-01-29 2004-02-20 Siemens Vdo Automotive Procede et dispositif pour ameliorer le redemarrage du moteur, par detection d'une position relative d'un organe mobile
FR2843613A1 (fr) * 2003-01-29 2004-02-20 Siemens Vdo Automotive Procede et dispositif pour ameliorer le redemarrage d'un moteur, par detection d'une position absolue d'un organe mobile
DE50309198D1 (de) 2003-03-31 2008-04-03 Ford Global Tech Llc Verfahren zum Anlassen 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
DE10318768B4 (de) * 2003-04-25 2016-12-01 Robert Bosch Gmbh Verfahren zum Betreiben einer Viertakt-Brennkraftmaschine, insbesondere eines Kraftfahrzeugs
JP2004339952A (ja) * 2003-05-13 2004-12-02 Toyota Motor Corp 内燃機関の始動装置
EP1533501B1 (fr) * 2003-11-21 2012-06-20 Mazda Motor Corporation Système de démarrage de moteur
US7082899B2 (en) * 2004-03-26 2006-08-01 Bose Corporation Controlled starting and braking of an internal combustion engine
DE102004037129B4 (de) * 2004-07-30 2016-02-11 Robert Bosch Gmbh Vorrichtung und Verfahren zur Steuerung einer Brennkraftmaschine bei einem Start
EP1655485B1 (fr) 2004-11-08 2009-01-21 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Dispositif de verrouillage de vilebrequin
US7278388B2 (en) * 2005-05-12 2007-10-09 Ford Global Technologies, Llc Engine starting for engine having adjustable valve operation
US8763582B2 (en) * 2005-05-12 2014-07-01 Ford Global Technologies, Llc Engine starting for engine having adjustable valve operation and port fuel injection
US7461621B2 (en) * 2005-09-22 2008-12-09 Mazda Motor Corporation Method of starting spark ignition engine without using starter motor
US20070204827A1 (en) * 2006-03-02 2007-09-06 Kokusan Denki Co., Ltd. Engine starting device
JP4665818B2 (ja) * 2006-03-31 2011-04-06 マツダ株式会社 エンジンの始動装置
JP2007270808A (ja) * 2006-03-31 2007-10-18 Mazda Motor Corp 多気筒４サイクルエンジンの制御装置
DE102006016889A1 (de) * 2006-04-11 2007-10-25 Robert Bosch Gmbh Verfahren zum Direktstart einer mehrzylindrigen Kolben-Brennkraftmaschine
FR2900447B1 (fr) * 2006-04-26 2012-08-24 Valeo Sys Controle Moteur Sas Procede de demarrage d'un moteur thermique par allumage simultane dans deux cylindres
JP4682966B2 (ja) * 2006-11-06 2011-05-11 国産電機株式会社 エンジン始動方法及び装置
EP2240683A1 (fr) 2008-01-08 2010-10-20 Continental Automotive GmbH Procédé pour démarrer un moteur à combustion interne, dispositif et appareil de commande
US8573173B2 (en) * 2009-11-17 2013-11-05 Freescale Semiconductor, Inc. Four stroke single cylinder combustion engine starting system
DE102011080243A1 (de) * 2011-08-02 2013-02-07 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
WO2014128974A1 (fr) * 2013-02-25 2014-08-28 トヨタ自動車株式会社 Dispositif de commande de moteur à combustion interne
JP2015113716A (ja) * 2013-12-09 2015-06-22 トヨタ自動車株式会社 内燃機関の制御装置
US9845782B1 (en) * 2014-05-29 2017-12-19 Bombardier Recreational Products Inc. Method and system for starting an internal combustion engine
JP6435767B2 (ja) 2014-10-17 2018-12-12 いすゞ自動車株式会社 ディーゼルエンジンの停止装置
JP6863216B2 (ja) * 2017-10-12 2021-04-21 トヨタ自動車株式会社 内燃機関の制御装置

Family Cites Families (8)

* 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
US4462348A (en) * 1981-08-31 1984-07-31 Ford Motor Company Engine starting system
DE4039062C1 (fr) * 1990-12-07 1992-06-04 Vogt Electronic Ag, 8391 Obernzell, De
AT398188B (de) * 1992-05-05 1994-10-25 Laimboeck Franz Antriebsvorrichtung für ein kraftfahrzeug
DE19743492B4 (de) * 1997-10-01 2014-02-13 Robert Bosch Gmbh Verfahren zum Starten einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE19808472A1 (de) * 1998-03-02 1999-09-09 Lsp Innovative Automotive Sys Verfahren zum Starten eines Kraftfahrzeugmotors
DE19817497A1 (de) * 1998-04-20 1999-10-28 Isad Electronic Sys Gmbh & Co Verfahren und Startersystem zum Starten eines Verbrennungsmotors
DE19955857A1 (de) * 1999-11-20 2001-06-07 Bosch Gmbh Robert Verfahren zum Starten einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
JP2003532005A (ja) 2003-10-28
EP1301705A1 (fr) 2003-04-16
WO2001081759A1 (fr) 2001-11-01
DE50113088D1 (de) 2007-11-15
AU2001239158A1 (en) 2001-11-07
US20030101956A1 (en) 2003-06-05
JP4456792B2 (ja) 2010-04-28
US6799547B2 (en) 2004-10-05
DE10020325A1 (de) 2001-11-08

Similar Documents

Publication Publication Date Title
EP1301705B1 (fr) Procede pour demarrer un moteur a combustion interne a plusieurs cylindres
EP1301706B1 (fr) Procede pour demarrer un moteur a combustion interne a plusieurs cylindres
EP1151194B1 (fr) Procede pour le demarrage d'un moteur a combustion interne, notamment d'un vehicule automobile
DE10111928B4 (de) Verfahren zum anlasserfreien Starten einer mehrzylindrigen Brennkraftmaschine
EP1413727B1 (fr) Méthode pour l'arrêt d'un moteur à combustion interne et moteur à combustion interne pour la mise en oeuvre de cette méthode
DE19743492B4 (de) Verfahren zum Starten einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE10064055A1 (de) Steuervorrichtung für Hochdruck-Kraftstoffpumpe und für Motor mit Direkteinspritzung
DE10306145A1 (de) Verfahren zur Steuerung eines Direktstarts eines Verennungsmotors
DE10304449B4 (de) Verfahren zur Steuerung einer direkten Einspitzung einer Brennkraftmaschine
DE10024438A1 (de) Startverfahren und Startvorrichtung für Brennkraftmaschinen
DE10342703B4 (de) Verfahren zum Starten einer mehrzylindrigen Brennkraftmaschine sowie Brennkraftmaschine
DE19746119A1 (de) Verfahren zum Starten einer Brennkraftmaschine
DE10351891B4 (de) Verfahren und Steuergerät zum Neustarten einer Brennkraftmaschine
DE102004035301B4 (de) Dieselmotor
DE102013217724A1 (de) Verfahren und Vorrichtung zum Betreiben eines Verbrennungsmotors mit verringerter Luftfüllung
DE102005020636B4 (de) Kompressionsimpulsverfahren zum Anlassen eines Freikolben-Verbrennungsmotors mit mehreren Zylindern
DE102004029378A1 (de) Verfahren zum Start einer Brennkraftmaschine
DE10341279B4 (de) Verfahren zur Durchführung eines Hochdruckstarts
DE102012209062A1 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
WO2006084518A1 (fr) Procede pour demarrer un moteur a combustion interne
DE10011434C2 (de) Verfahren zum Betreiben einer Brennkraftmaschine
WO2005121532A1 (fr) Procédé pour mettre en marche un moteur à combustion interne
DE19758925B4 (de) Verfahren zum Starten einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE102014201653B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102006016889A1 (de) Verfahren zum Direktstart einer mehrzylindrigen Kolben-Brennkraftmaschine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20021126

AK Designated contracting states

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

AX Request for extension of the european patent

Extension state: AL LT LV MK RO SI

RBV Designated contracting states (corrected)

Designated state(s): DE FR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR

REF Corresponds to:

Ref document number: 50113088

Country of ref document: DE

Date of ref document: 20071115

Kind code of ref document: P

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20080704

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20100315

Year of fee payment: 10

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20111102

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110228

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20140417

Year of fee payment: 14

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 50113088

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150901