EP1132613B1 - Method for starting an internal combustion engine - Google Patents
Method for starting an internal combustion engine Download PDFInfo
- Publication number
- EP1132613B1 EP1132613B1 EP01104950A EP01104950A EP1132613B1 EP 1132613 B1 EP1132613 B1 EP 1132613B1 EP 01104950 A EP01104950 A EP 01104950A EP 01104950 A EP01104950 A EP 01104950A EP 1132613 B1 EP1132613 B1 EP 1132613B1
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- EP
- European Patent Office
- Prior art keywords
- internal combustion
- combustion engine
- speed
- fuel
- injection
- 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.)
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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
- 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
- F02D41/02—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
- F02D41/061—Introducing corrections for particular operating conditions for engine starting or warming up the corrections being time dependent
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3827—Common rail control systems for diesel engines
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
Definitions
- the invention relates to a method for starting an internal combustion engine, in their combustion chambers fuel from one Pressure accumulator is injected.
- Fuel in an internal combustion engine in its combustion chambers is injected from a pressure accumulator, the The injection duration and the start of injection are selected appropriately.
- EP0 886 058 describes a method for temperature-dependent control of the known fuel pressure of an accumulator.
- a known idle controller is usually included corresponding initialization values, which then independently in a known manner by acting on the manipulated variables Injection duration and start of injection the starting process and regulates the subsequent idling.
- the invention has for its object a method for Starting an internal combustion engine with fuel in its combustion chambers is injected from a pressure accumulator, to indicate with the at all temperatures, especially in low temperature ranges, improved starting behavior without having to measure the temperature.
- the invention is based on the knowledge that for Starting behavior at low temperatures the viscosity of the Fuel is crucial for an injection amount of fuel introduced into the combustion chambers.
- the viscosity of the diesel fuel increases Fuel at low temperatures.
- system repercussions by keeping the other injection parameters constant, in particular the activation duration of the injection valves and the start of injection switched off. This can make a systematic Adjustment of the operating point of the injection valves under Other parameters determining the operating point are kept constant.
- the manipulated variable of the binary controller used is the fuel pressure in the pressure accumulator, the monitored controlled variable is the speed behavior of the internal combustion engine, in particular a speed gradient.
- the timing of the starting process is in time series in Fig. 1 shown.
- FIG. 2 shows the control circuit for operating point control in a block diagram of the injectors.
- the internal combustion engine is designated with M.
- N the speed N is monitored.
- a default member P provides one Default value for the fuel pressure FUP, which is then at the Internal combustion engine M is set.
- B On the internal combustion engine M further operating parameters B are set, in particular the activation period TI and the start of injection SOI for the injectors. Control of the internal combustion engine M with these parameters is from a not shown Spreading device taken over, in which also in Fig. 2nd
- the control loop shown can be implemented as a program module can.
- the value for the fuel pressure supplied by the default element P. FUP is supplied by an integral member I. Value increased.
- the engine is at the starter speed N_Starter driven.
- the speed N remains the internal combustion engine M on the starter speed N_Starter.
- the internal combustion engine M does not apply any torque Speed does not increase.
- the internal combustion engine M now generates for the first time a torque, the speed N begins to increase.
- This Rise shows that the internal combustion engine M start starts.
- the operating point of the injection is therefore one desired area in which a starting process take place can. Therefore the working point is kept by not only as before the other injection parameters, in particular the activation duration of the TI of the injection valves and the start of injection SOI, but also the fuel pressure FUP in Pressure accumulator can be kept constant.
- the working point is maintained until the internal combustion engine M at the time t3 reaches idle speed.
- the internal combustion engine operated with the conventional idle control in which the known variation of the control period TI Injectors and the start of injection SOI takes place. Further the fuel pressure FUP in the pressure accumulator to that for provided the idle value.
- the controller working for starting the internal combustion engine takes a non-linear control of the working point accordingly that the fuel pressure FUP in the Pressure accumulator is used and the binary as control variable Differentiate whether the internal combustion engine has an induced torque applies, is used.
- This controlled variable corresponds ultimately a binary signal that indicates whether a Fuel injection with combustion takes place. Because only then the speed N of the internal combustion engine M increases Internal combustion engine M shows a change in its speed N, can directly monitor the speed N or at their first time derivative can be recognized. It can therefore both the speed N as well as its first time derivative can be used as a control variable.
- injection parameters are due to this compensation chosen so that for normal environmental conditions, i.e. a warm internal combustion engine M, are optimal.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Description
Die Erfindung betrifft ein Verfahren zum Starten einer Brennkraftmaschine, in deren Brennräume Kraftstoff aus einem Druckspeicher eingespritzt wird.The invention relates to a method for starting an internal combustion engine, in their combustion chambers fuel from one Pressure accumulator is injected.
Zum Starten einer Brennkraftmaschine muss man eine bestimmte Mindestmenge an Kraftstoff in die Brennkammern einbringen. Bei einer Brennkraftmaschine in deren Brennräume Kraftstoff aus einem Druckspeicher eingespritzt wird, wird deshalb die Einspritzdauer und der Einspritzbeginn geeignet gewählt.To start an internal combustion engine you have to have a specific one Introduce the minimum amount of fuel into the combustion chambers. Fuel in an internal combustion engine in its combustion chambers is injected from a pressure accumulator, the The injection duration and the start of injection are selected appropriately.
Man muss dabei der Tatsache Rechnung tragen, dass das Einspritzverhalten der Einspritzventile und die Viskosität des einzuspritzenden Kraftstoffes wesentlichen Einfluss auf die bei einer Einspritzung eingebrachte Kraftstoffmenge haben. Beide Größen sind temperaturabhängig. Deshalb ist es bekannt, die Startwerte für den Kraftstoffdruck und die Ansteuerdauer der Einspritzventile temperaturabhängig zu wählen, um bei allen Temperaturen sicherzustellen, dass eine ausreichende Kraftstoffmenge beim Start in die Brennräume eingespritzt wird. Auch ist es bekannt, durch entsprechende Ansteuerung der Einspritzventile die Kraftstoffmenge während eines Startvorganges zu steigern, um auf jeden Fall ein sicheres Startverhalten zu erreichen.You have to take into account the fact that the injection behavior of the injectors and the viscosity of the The fuel to be injected has a significant influence on the amount of fuel introduced during an injection. Both sizes are temperature dependent. That's why it's known the starting values for the fuel pressure and the activation duration to choose the injectors depending on the temperature, in order for all Temperatures ensure adequate Amount of fuel injected into the combustion chambers when starting becomes. It is also known by appropriate control of the injection valves the amount of fuel during a starting process to increase in any case a safe starting behavior to reach.
Aus EP0 886 058 ist ein Verfahren zur temperaturabhängigen Steuerung des kraftstoffdrucks eines Druckspeichers bekannt.EP0 886 058 describes a method for temperature-dependent control of the known fuel pressure of an accumulator.
Dabei wird üblicherweise ein bekannter Leerlaufregler mit entsprechenden Initialisierungswerten versehen, der dann selbständig auf bekannte Weise durch Wirkung auf die Stellgrößen Einspritzdauer und Einspritzbeginn den Startvorgang und den anschließenden Leerlauf regelt.A known idle controller is usually included corresponding initialization values, which then independently in a known manner by acting on the manipulated variables Injection duration and start of injection the starting process and regulates the subsequent idling.
Dieses Vorgehen hat den Nachteil, dass nicht für alle Temperaturen, in denen die Brennkraftmaschine gestartet wird, ein optimales Startverhalten erreicht wird. Weiter ist eine Temperaturmessung vor dem Start unerlässlich.This procedure has the disadvantage that not for all temperatures, in which the internal combustion engine is started optimal starting behavior is achieved. Next is a temperature measurement essential before starting.
Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zum Starten einer Brennkraftmaschine, in deren Brennräume Kraftstoff aus einem Druckspeicher eingespritzt wird, anzugeben, mit dem bei allen Temperaturen, insbesondere in niederen Temperaturbereichen, ein verbessertes Startverhalten erreicht wird, ohne dass die Temperatur gemessen werden müsste.The invention has for its object a method for Starting an internal combustion engine with fuel in its combustion chambers is injected from a pressure accumulator, to indicate with the at all temperatures, especially in low temperature ranges, improved starting behavior without having to measure the temperature.
Diese Aufgabe wird durch die in Anspruch 1 gekennzeichnete Erfindung gelöst.This object is characterized by that in claim 1 Invention solved.
Die Erfindung geht von der Erkenntnis aus, dass für das Startverhalten bei niedrigen Temperaturen die Viskosität des Kraftstoffes ausschlaggebend für die bei einer Einspritzung in die Brennkammern eingebrachte Kraftstoffmenge ist. Insbesondere bei Dieselkraftstoff steigt die Zähflüssigkeit des Kraftstoffes bei niederen Temperaturen stark an. Zum Ausgleich der mit sinkender Temperatur zunehmenden Viskosität ist deshalb vorgesehen, den Kraftstoffdruck in dem Druckspeicher, aus dem heraus über Einspritzventile die Einspritzung in die Brennräume erfolgt, dann während des Startvorgangs anzuheben, wenn festgestellt wird, dass die Brennkraftmaschine nicht innerhalb einer gewissen Zeitdauer nach Beginn des Startvorganges, d.h. nach Erreichen der Anlasserdrehzahl startet.The invention is based on the knowledge that for Starting behavior at low temperatures the viscosity of the Fuel is crucial for an injection amount of fuel introduced into the combustion chambers. In particular the viscosity of the diesel fuel increases Fuel at low temperatures. To compensate the increasing viscosity with falling temperature it is therefore provided that the fuel pressure in the pressure accumulator, out of the injection via injectors into the combustion chambers, then lifting during the starting process, if it is determined that the internal combustion engine not within a certain period of time after the start of the Starting process, i.e. after reaching the starter speed starts.
In einer bevorzugten Weiterbildung werden Systemrückwirkungen durch Konstanthalten der anderen Einspritzparameter, insbesondere der Ansteuerdauer der Einspritzventile und des Einspritzbeginnes ausgeschaltet. Dadurch kann eine systematische Einregelung des Arbeitspunktes der Einspritzventile unter Konstanthaltung anderer arbeitspunktbestimmender Größen erfolgen. Die Stellgröße des dabei verwendeten binären Reglers ist der Kraftstoffdruck im Druckspeicher, die überwachte Regelgröße ist das Drehzahlverhalten der Brennkraftmaschine, insbesondere ein Drehzahlgradient.In a preferred further development, system repercussions by keeping the other injection parameters constant, in particular the activation duration of the injection valves and the start of injection switched off. This can make a systematic Adjustment of the operating point of the injection valves under Other parameters determining the operating point are kept constant. The manipulated variable of the binary controller used is the fuel pressure in the pressure accumulator, the monitored controlled variable is the speed behavior of the internal combustion engine, in particular a speed gradient.
Vorteilhafte Weiterbildungen der Erfindung sind Gegenstand der Unteransprüche.Advantageous developments of the invention are the subject of subclaims.
Die Erfindung wird nachfolgend unter Bezugnahme auf die Zeichnung in einem Ausführungsbeispiel näher erläutert. In der Zeichnung zeigen:
- Fig. 1
- Zeitreihen verschiedener Betriebsparameter einer Brennkraftmaschine während eines Startvorganges und
- Fig. 2
- ein Blockschaltbild eines binären Reglers zur Durchführung des Verfahrens zum Starten einer Brennkraftmaschine.
- Fig. 1
- Time series of various operating parameters of an internal combustion engine during a starting process and
- Fig. 2
- a block diagram of a binary controller for performing the method for starting an internal combustion engine.
Zum sicheren Start einer Dieselbrennkraftmaschine, die eine sogenannte "common rail"-Einspritzanlage aufweist, wird nachfolgendes Verfahren verwendet. Der genaue Aufbau der Brennkraftmaschine ist für das Verständnis dabei nur insofern von Bedeutung, als es sich um eine Brennkraftmaschine handelt, bei der die Einspritzung aus einem Druckspeicher über Einspritzventile erfolgt. Es muss sich nicht wie im nachfolgenden Fall um eine Dieselbrennkraftmaschine handeln.For a safe start of a diesel engine, the one has so-called "common rail" injection system, the following Method used. The exact structure of the internal combustion engine is only for the understanding of Meaning when it is an internal combustion engine, in which the injection from a pressure accumulator via injectors he follows. It doesn't have to be like the one below Case to be a diesel engine.
Der Zeitablauf des Startvorganges ist in Fig. 1 in Zeitreihen dargestellt. Dabei ist die Zeitreihe der Drehzahl N, des Kraftstoffdruckes FUP im Druckspeicher, der Ansteuerdauer TI der Einspritzventile sowie des Einspritzbeginnes SOI aufgetragen.The timing of the starting process is in time series in Fig. 1 shown. The time series of the speed N, the Fuel pressure FUP in the pressure accumulator, the control period TI of the injection valves and the start of injection SOI.
Fig. 2 zeigt in einem Blockschaltbild den Regelkreis zur Arbeitspunktregelung der Einspritzventile. In diesem Regelkreis ist die Brennkraftmaschine mit M bezeichnet. Als Regelgröße wird die Drehzahl N überwacht. Ein Vorgabeglied P liefert einen Vorgabewert für den Kraftstoffdruck FUP, der dann an der Brennkraftmaschine M eingestellt wird. An der Brennkraftmaschine M werden noch weitere Betriebsparameter B eingestellt, insbesondere die Ansteuerdauer TI sowie der Einspritzbeginn SOI für die Einspritzventile. Die Steuerung der Brennkraftmaschine M mit diesen Parametern wird von einem nicht dargestellten Streuergerät übernommen, in dem auch der in Fig. 2 dargestellte Regelkreis als Programmmodul verwirklicht sein kann. Der vom Vorgabeglied P gelieferter Wert für den Kraftstoffdruck FUP wird um ein von einem Integralglied I gelieferten Wert erhöht. Das Integralglied I erhält an seinem Eingang eine Zeitspanne zugeführt. Dabei handelt es sich um diejenige Zeitspanne, in der die Drehzahl N der Brennkraftmaschine M gleich der Anlasserdrehzahl N_Starter ist. Die Bestimmung dieser Zeitspanne ist durch einen mit einem "=" bezeichneten Block symbolisch dargestellt, dem die Anlasserdrehzahl N_Starter und die Drehzahl N der Brennkraftmaschine zugeführt wird.2 shows the control circuit for operating point control in a block diagram of the injectors. In this control loop the internal combustion engine is designated with M. As a controlled variable the speed N is monitored. A default member P provides one Default value for the fuel pressure FUP, which is then at the Internal combustion engine M is set. On the internal combustion engine M further operating parameters B are set, in particular the activation period TI and the start of injection SOI for the injectors. Control of the internal combustion engine M with these parameters is from a not shown Spreading device taken over, in which also in Fig. 2nd The control loop shown can be implemented as a program module can. The value for the fuel pressure supplied by the default element P. FUP is supplied by an integral member I. Value increased. The integral element I receives at its input fed a period of time. This is the one Time span in which the speed N of the internal combustion engine M is equal to the starter speed N_Starter. The determination this period of time is marked by an "=" The block is symbolically represented by the starter speed N_Starter and the speed N of the internal combustion engine is fed.
Zum Zeitpunkt t0 wird die Brennkraftmaschine mit der Anlasserdrehzahl N_Starter angetrieben. Gleichzeitig wird die Einspritzung mit Initialisierungswerten für die Ansteuerdauer TI, den Einspritzbeginn SOI und den Kraftstoffdruck FUP angesteuert. Im dargestellten Fall verharrt jedoch die Drehzahl N der Brennkraftmaschine M auf der Anlasserdrehzahl N_Starter. Die Brennkraftmaschine M bringt kein Drehmoment auf, die Drehzahl steigt nicht an.At time t0, the engine is at the starter speed N_Starter driven. At the same time, the injection with initialization values for the control duration TI, the start of injection SOI and the fuel pressure FUP controlled. In the case shown, however, the speed N remains the internal combustion engine M on the starter speed N_Starter. The internal combustion engine M does not apply any torque Speed does not increase.
Ab dem Zeitpunkt t1 wird festgestellt, dass der so eingestellte Einspritzarbeitspunkt nicht zum gewünschten Startvorgang führt, da die Drehzahl N der Brennkraftmaschine M nicht steigt. Die Einspritzanlage befindet sich also nicht im notwendigen Arbeitspunkt. Nun wird unter Konstanthaltung der sonstigen Einspritzparameter sukzessive der Kraftstoffdruck FUP im Druckspeicher angehoben. In Fig. 1 ist eine lineare Steigerung des Kraftstoffdruckes FUP mit anwachsender Zeit seit dem Zeitpunkt t1 dargestellt. Es ist aber auch eine andere Steigerung des Kraftstoffdruckes FUP denkbar. Entscheidend ist lediglich, dass ab dem Zeitpunkt t1 der Kraftstoffdruck erhöht ist.From time t1, it is determined that the set in this way Injection operating point not for the desired starting process leads, because the speed N of the internal combustion engine M does not increases. The injection system is therefore not in the necessary Operating point. Now the other injection parameters successively the fuel pressure FBD raised in the pressure accumulator. 1 is a linear one FUP fuel pressure increases with increasing time shown since time t1. But it is also different An increase in the fuel pressure FUP is conceivable. critical is only that from time t1 the fuel pressure is increased.
Zum Zeitpunkt t2 erzeugt die Brennkraftmaschine M nun erstmals ein Drehmoment, die Drehzahl N beginnt zu steigen. Dieser Anstieg zeigt, dass die Brennkraftmaschine M zu starten beginnt. Der Arbeitspunkt der Einspritzung liegt somit in einem gewünschten Bereich, in dem ein Startvorgang stattfinden kann. Deshalb wird der Arbeitspunkt gehalten, indem nicht nur wie bislang die sonstigen Einspritzparameter, insbesondere die Ansteuerdauer der TI der Einspritzventile und der Einspritzbeginn SOI, sondern auch der Kraftstoffdruck FUP im Druckspeicher konstant gehalten werden. Der Arbeitspunkt wird so lange beibehalten, bis die Brennkraftmaschine M zum Zeitpunkt t3 die Leerlaufdrehzahl erreicht. Dann wird die Brennkraftmaschine mit der herkömmlichen Leerlaufregelung betrieben, in der die bekannte Variation der Ansteuerdauer TI der Einspritzventile und des Einspritzbeginnes SOI erfolgt. Weiter wird der Kraftstoffdruck FUP im Druckspeicher auf den für den Leerlauf vorgesehenen Wert geführt.At time t2, the internal combustion engine M now generates for the first time a torque, the speed N begins to increase. This Rise shows that the internal combustion engine M start starts. The operating point of the injection is therefore one desired area in which a starting process take place can. Therefore the working point is kept by not only as before the other injection parameters, in particular the activation duration of the TI of the injection valves and the start of injection SOI, but also the fuel pressure FUP in Pressure accumulator can be kept constant. The working point is maintained until the internal combustion engine M at the time t3 reaches idle speed. Then the internal combustion engine operated with the conventional idle control, in which the known variation of the control period TI Injectors and the start of injection SOI takes place. Further the fuel pressure FUP in the pressure accumulator to that for provided the idle value.
Der für den Start der Brennkraftmaschine arbeitende Regler nimmt also eine nichtlineare Regelung des Arbeitspunktes dahingehend vor, dass als Stellgröße der Kraftstoffdruck FUP im Druckspeicher verwendet wird und als Regelgröße die binäre Unterscheidung, ob die Brennkraftmaschine ein induziertes Moment aufbringt, herangezogen wird. Diese Regelgröße entspricht letztlich einem binären Signal, das anzeigt, ob eine Kraftstoffeinspritzung mit Verbrennung stattfindet. Denn nur dann steigt die Drehzahl N der Brennkraftmaschine M. Dass die Brennkraftmaschine M eine Änderung ihrer Drehzahl N zeigt, kann an der Überwachung der Drehzahl N direkt oder an deren erster zeitlicher Ableitung erkannt werden. Es kann somit sowohl die Drehzahl N als auch deren erste zeitliche Ableitung als Regelgröße verwendet werden. The controller working for starting the internal combustion engine takes a non-linear control of the working point accordingly that the fuel pressure FUP in the Pressure accumulator is used and the binary as control variable Differentiate whether the internal combustion engine has an induced torque applies, is used. This controlled variable corresponds ultimately a binary signal that indicates whether a Fuel injection with combustion takes place. Because only then the speed N of the internal combustion engine M increases Internal combustion engine M shows a change in its speed N, can directly monitor the speed N or at their first time derivative can be recognized. It can therefore both the speed N as well as its first time derivative can be used as a control variable.
Durch dieses Vorgehen sind sowohl ein temperaturabhängiges Verhalten der Einspritzventile durch geänderte Reibung oder geändertes Verhalten, beispielsweise eines Piezoaktors, bei niederen Temperaturen kompensiert, als auch Viskositätsänderungen des Kraftstoffes.By doing this, both are temperature dependent Behavior of the injection valves due to changed friction or changed behavior, for example of a piezo actuator compensated for low temperatures, as well as changes in viscosity of fuel.
Die für den Start zum Zeitpunkt t0 verwendeten Parameter, insbesondere Einspritzparameter werden aufgrund dieser Kompensierung so gewählt, dass sie für normale Umgebungsbedingungen, d.h. eine warme Brennkraftmaschine M, optimal sind.The parameters used for the start at time t0, injection parameters in particular are due to this compensation chosen so that for normal environmental conditions, i.e. a warm internal combustion engine M, are optimal.
Diese Werte für den Kraftstoffdruck FUP, die Ansteuerdauer TI und den Einspritzbeginn SOI ermöglichen einen optimalen Start einer warmen Brennkraftmaschine, sind aber bei Kaltstartbedingungen untauglich, da sie dann in der Regel keine oder keine ausreichende Kraftstoffeinspritzung gewährleisten. Durch den Regelkreis, der das Einspritzventilverhalten bei erhöhter Reibung und das Kraftstoffverhalten bei gesteigerter Viskosität, die sich bei kalten Temperaturen einstellen, kompensiert, wird auch bei Kaltstartbedingungen ein optimales Startverhalten erreicht.These values for the fuel pressure FUP, the control period TI and the start of injection SOI enable an optimal start a warm internal combustion engine, but are in cold start conditions unfit as they usually have no or do not ensure sufficient fuel injection. Through the control loop that contributes to the injector behavior increased friction and fuel behavior with increased Viscosity compensated for at cold temperatures, becomes an optimal one even in cold start conditions Start behavior achieved.
Claims (5)
- Method for starting an internal combustion engine, into the combustion chambers of which fuel is injected from a pressure reservoir, wherebya) the fuel pressure (FUP) in the pressure reservoir is set to a start value on commencement of a start procedure,b) the internal combustion engine (M) is started with a starter speed (N-Starter),c) the time for which the speed (N) of the internal combustion engine (M) remains at the level of the starter speed (N_Starter) is recorded, andd) when a predetermined time is exceeded the fuel pressure (FUP) is increased in the pressure reservoir until the internal combustion engine (M) displays a defined increase in its speed (N).
- Method according to Claim 1, characterized in that during stages c) and d) the remaining injection parameters, in particular the duration (TI) and the start (SOI) of the injections, are held constant at predefined values.
- Method according to one of the preceding claims, characterized in that the increase in the fuel pressure (FUP) occurs as a function of the time interval by which the predetermined time was exceeded.
- Method according to Claim 3, characterized in that the fuel pressure (FUP) is increased monotonically continuously with the time interval until the internal combustion engine (M) has reached a predetermined speed (N).
- Method according to one of the preceding claims, characterized in that the start occurs in stages a) and b) with operating parameters which are optimal for a warm internal combustion engine (M).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE10011507 | 2000-03-09 | ||
DE10011507 | 2000-03-09 |
Publications (3)
Publication Number | Publication Date |
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EP1132613A2 EP1132613A2 (en) | 2001-09-12 |
EP1132613A3 EP1132613A3 (en) | 2003-06-04 |
EP1132613B1 true EP1132613B1 (en) | 2004-05-19 |
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Application Number | Title | Priority Date | Filing Date |
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EP01104950A Expired - Lifetime EP1132613B1 (en) | 2000-03-09 | 2001-02-28 | Method for starting an internal combustion engine |
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EP (1) | EP1132613B1 (en) |
DE (1) | DE50102303D1 (en) |
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DE10147815A1 (en) * | 2001-09-27 | 2003-04-24 | Bosch Gmbh Robert | Method, computer program and control and / or regulating device for operating an internal combustion engine, and internal combustion engine |
DE102009040321B4 (en) * | 2009-09-05 | 2020-08-27 | Andreas Stihl Ag & Co. Kg | Method for operating an internal combustion engine |
DE102012210708B4 (en) | 2012-06-25 | 2021-12-02 | Robert Bosch Gmbh | Method and arrangement for determining a correction factor for correcting an injection profile in a motor vehicle under cold start conditions to ensure faster and more reliable engine start and engine restart |
SE542338C2 (en) * | 2017-02-20 | 2020-04-14 | Scania Cv Ab | A system and a method for controlling operation of a starter for a combustion engine |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
AT388030B (en) * | 1982-02-12 | 1989-04-25 | Steyr Daimler Puch Ag | FUEL INJECTION SYSTEM FOR AN ELECTRICAL ENGINE, INCLUDING A STARTER LOCK, WITH DIESEL ENGINES |
JPS59206651A (en) * | 1983-05-09 | 1984-11-22 | Toyota Motor Corp | Engine restart control method |
DE3707635A1 (en) * | 1987-03-10 | 1988-09-22 | Pierburg Gmbh | Method and device for starting an internal combustion engine |
-
2001
- 2001-02-28 EP EP01104950A patent/EP1132613B1/en not_active Expired - Lifetime
- 2001-02-28 DE DE50102303T patent/DE50102303D1/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
DE50102303D1 (en) | 2004-06-24 |
EP1132613A2 (en) | 2001-09-12 |
EP1132613A3 (en) | 2003-06-04 |
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