Method to control free runout of internal combustion engine

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention makes it possible to develop method of control of runout of internal combustion engine to set piston in at least one cylinder into required position providing direct starting of engine at minimum possible expenditures. According to proposed method, piston in at least one of engine cylinders is purposefully set into required position corresponding to turning of crankshaft through angle whose value lies behind top dead center passed by piston. Valves of one or several cylinders of internal combustion engine after switching off the ignition are closed for one or several time intervals V1, V2. moments of beginning V2B and end V1E, V2E for each time interval V1, V2 when valves are closed, are set to provide stopping of crankshaft in required position of piston stop at runout.

EFFECT: provision of direct starting of engine.

6 cl, 3 dwg

 

The level of technology

The present invention relates to a method of controlling the run of the internal combustion engine (ice), at which the piston in at least one of the cylinders of the engine purposefully lead to the desired position corresponding to a crankshaft rotation angle, the value of which is clearly passed for this piston top dead point.

In internal combustion engines with so-called direct internal start, the starter which serves as a combustion engine, a prerequisite for its start-up is finding the piston in at least one of the cylinders in position, which is clearly passed for them the upper dead point. Subsequent injection into the cylinder fuel and ignition generated by the combustion of this fuel point is enough to start the engine. To start such internal combustion engines with direct start in the application DE 19741294 A1 was asked to lead the crankshaft at the specified starting position by means of the electric machine so that the ignition can be injected into the "trigger" cylinder fuel was reaching the crankshaft starting position. In addition, in the aforementioned application DE 19741294 A1 describes that purposefully install the piston in at least one of the cylinders required for immediate start engine position is tion in the runout of the crankshaft. However, in the specified publication says nothing about the means and methods that would purposefully install the piston in this position specified stop when stopping the engine.

The invention and its solution

The present invention was based on the task to develop a way to control run-on ice indicated in the beginning of the description of the type at the lowest possible cost would when coasting internal combustion engine to purposefully cause the piston in at least one of the cylinders in the desired location, providing a direct start of the engine.

This task is solved by the distinguishing features of claim 1 claims due to the fact that the valves of one or more cylinders of internal combustion engine after the ignition is switched off close to one or more time intervals, and the start and end of each time interval, find the valve in the closed state is controlled so that the crankshaft is stopped in the desired stop position of the piston when coasting. According to the invention, equipped with a DIC mechanism variable valve timing, this mechanism can be used for targeted management coasting motor without the use in this case additional funds.

Prefer the performance communications embodiments of the invention are presented in the dependent claims.

Thus, in particular, in accordance with one of these options in the first stage of the method after switching off the ignition and make a crankshaft by a predetermined number of revolutions of the measured speed of rotation during the passage of the piston top dead center. Then in the second stage for achieving the subsequent piston bottom dead point, the valve of the specified at least one cylinder closed at a first time interval of the location of these valves in the closed position. Then in the third stage during the passage of a crankshaft by a given angular position for traversing the piston bottom dead point again measure the speed of its rotation. Next, in the fourth stage on the basis of both measured values of the speed of rotation of the crankshaft to determine the end of the first time interval, find the valve in the closed position. And finally, at the final stage in the case, if the rotation speed of the crankshaft is measured when the piston is at top dead center and corresponding to some maximum value of the kinetic energy, the valves of at least one of the next cylinder is closed at the second time interval, and the closing and opening of these valves is determined on the basis of both measured values of the speed of rotation of a cranked VA is A.

According to another preferred variant, depending on the difference of the measured values of the rotation speed and the rotation speed of the crankshaft is measured after passage of the piston bottom dead point, the end of the first time interval, find the valve in the closed state is determined by the first multiparameter characterization, the beginning of the second time interval of the location of the valves in the closed state is determined by the second multiparameter characterization, and the end of the second time interval of the location of the valves in the closed state is determined by the third multiparameter characterization.

In accordance with another preferable if the rotation speed of the crankshaft is measured when the piston is at top dead center corresponds to the minimum value of the kinetic energy, the first time interval to locate the valve in a closed condition closing the achievement of crankshaft angular position, which is 180° precedes the specified stop position of the piston when coasting, and in that case, if the rotation speed of the crankshaft is measured when the piston is at top dead center point corresponds to the maximum value of the kinetic energy, the first temporal interval for the location of the valves in the closed position closing upon reaching the crankshaft angular position, that 90° precedes the specified stop position of the piston when the coast.

In that case, if the rotation speed of the crankshaft is measured when the piston is at top dead center point corresponds to the maximum value of kinetic energy, it is preferable that the second time interval of the location of the valves in the closed state began upon reaching the crankshaft angular position, which is 90° precedes the specified stop position of the piston when coasting, and ended upon reaching the crankshaft angular position, which lies near the stop position of the piston when the coast.

It is expedient further to amend determined by multivariate characteristics of the moments of the beginning and end of time intervals of the location of the valves in the closed state by the introduction of the amendments, the values of which are determined on the basis of characteristics that are dependent on the temperature of the engine.

Drawings

Below the invention is described in more detail on the example of one of the variants of its implementation with reference to the accompanying drawings on which is shown:

on figa and 1B is a diagram showing the position of the valves of the four cylinders when coasting internal combustion engine,

figure 2 is a functional diagram illustrating the control process of the coasting of the engine.

Description options the implementation of the

Underlying the invention is the rundown of the engine discussed below on the four-cylinder internal combustion engine (ice). To bring the pistons, for example, in the 1st and 4th cylinder after ignition off to the desired position, which corresponds, for example, the rotation of the crankshaft at an angle of 90° after passage of the piston top dead center (TDC), the valve timing (intake and exhaust valves) close and reopen in a certain mode, illustrated in figa and 1B. Shown in figure 2 chart allows to explain the process of management of individual valve timing, which being run engine stop of the pistons, for example, in the 1st and 4th cylinders in the desired position. On figa and 1B, which shows the dependence of the time intervals V1 and V2 closed state of the valves of cylinders 1, 4 and cylinder 2, 3 depending on the rotation angle of the crankshaft of OPCW, the desired stop position of the piston when the freewheel, which is indicated with the abbreviation as the SURFACE corresponds to the rotation of the crankshaft at an angle of 90° after passage of the piston top dead center TDC.

The control process of the coasting internal combustion engine starts with measuring the speed of rotation of the crankshaft during the passage of the piston top dead center TDC off after the treatment initiation and after completion of a crankshaft by a predetermined number of revolutions. The measured value of the speed of rotation of the crankshaft is conventionally marked on figa, 1B and 2 as M1. The rotation angle of the crankshaft of OPCW and the speed of rotation M1 of the crankshaft is determined in a known manner (see, for example, DE 3932072 A1) is installed on the crankshaft special disk with code tags. When installing the pistons after passing top dead center TDC, which is measured first value of the speed of rotation of the M1, at the bottom dead center BDC close the valve timing controlling connection of the 1st and 4th cylinder with inlet and outlet piping. In the present embodiment, the specified bottom dead center BDC is separated from the stop position of the piston when the run-on SURFACE on the rotation angle of the crankshaft is equal to -270°. This first, starting at the bottom dead center BDC time interval V1 locate the valve in the closed state ends when the rotation of the crankshaft at an angle in the range of -180° to -90°prior to the stop position of the piston when the run-on SURFACE. How to determine the exact moment of the end V1E first time interval V1 locate the valve in the closed position, is illustrated below using the functional diagram shown in figure 2. To determine the end V1E first time interval V1 finding Klah the ANOVA in the closed position measure the speed of rotation of the crankshaft when passing them point corresponding to the turn angle of -180°prior to the stop position of the piston when the run-on SURFACE. This is the second measured value is provisionally designated as M2.

At the point V logical Association is determined by the difference between the two measured values M1 and M2 of the speed of rotation of the crankshaft. Based on this difference between these measured values and on the basis of the second measured value M2 for the first multiparameter characterization KF1 depending on both of these input values is determined by the end V1E first time interval V1 locate the valve in the closed position. In other words, the output signal V1E received in accordance with the first multiparameter characteristic KF1, corresponds to the angular position of the crankshaft, which must end with a first time interval V1 locate the valve in the closed state.

Shown on the drawing block diagram decision threshold value to the first measured value M1 rotation speed of the crankshaft obtained when passing the top dead center TDC, which is conventionally designated as block decision threshold value PCS. At the specified decision threshold value PRPS determine whether the first measured value is s M1 minimum kinetic energy E minor the maximum kinetic energy Emaxrotation of the crankshaft. Both of these threshold Eminand Emaxkinetic energy depends after the ignition is switched off from the properties of the particular engine and its auxiliaries.

As shown in figb, immediately after the first time interval V1 closed state of the valves of the 1st and 4th cylinders, a second time interval V2 closed state of the valves of the 2nd and 3rd cylinders. This second time interval V2 starts at the earliest upon reaching the crankshaft angular position -90°preceding the stop position of the piston when the run-on SURFACE, and ends at the latest directly in the vicinity of the stop position when stopping the BEHAVIOR. Accurate data on the moments of the beginning and end of the second time interval V2 locate the valve in the closed state is read by the second multiparameter characterization KF2 and third multiparameter characterization KF3. The input values used to determine the appropriate output data for both these multivariate characteristics KF2 and KF3, also serve as the difference between the two measured values M1 and M2 and the actual measured value M2. Depending on the specified input values for the second multiparameter is the characteristic KF2 is determined by the beginning V2B, and on the third multiparameter characterization KF3 is determined by the end V2E the second time interval V2 locate the valve in the closed position. Under the moments of the beginning of V2B and end V2E the second time interval of the location of the valves in the closed state in all cases refers to the angular position of the crankshaft relative to the stop position of the piston when the run-on SURFACE. The input values for the second and third multiparameter characteristics KF2 and KF3 are also output signals resulting from the decision threshold value PCS. Thus, in particular, if the first measured value M1 rotation speed of the crankshaft at the time of passage of the piston top dead point after the ignition is turned off corresponds to the minimum of the kinetic energy Eminon the basis of both multivariate characteristics KF2 and KF3 second time interval of the location of the valves in the closed state is suppressed, resulting in the valves of the 2nd and 3rd cylinders remain open. In another extreme case, when the first measured value M1 corresponds to the upper limit value of Emaxkinetic energy, on the basis of the second multivariate characteristics KF2 as the beginning V2B of the second time interval V2 locate the valve in the closed state is udaetsya value corresponding to the achievement of the crankshaft angle -90°preceding the stop position of the piston when the run-on SURFACE, as shown in figb. In this case, on the basis of the third multivariate characteristics KF3 as of the end of V2E the second time interval V2 locate the valve in the closed state is issued, as shown in figb, the value corresponding to the angular position of the crankshaft near the stop position of the piston when the run-on SURFACE.

It should be noted that there are a number of factors or interference, such as changing depending on the temperature and degree of contamination of the friction coefficient, as well as due to aging effects, preventing accurate stopping of the piston in the desired position when the run-on SURFACE. To account for such factors output values that can be derived from multiparameter characteristics KF1, KF2 and KF3, it is advisable to adjust, by introducing appropriate amendments K1, K2 and K3. This purpose is provided, as shown in figure 2, points VP1, VP2 and VP3 logical associations in which the output signals derived from multiparameter characteristics KF1, KF2 and KF3, logically combined by multiplication or addition, with amendments K1, K2, K3, read on characteristics KL1, KL2 and KL3. Based on the characteristics KL1, KL2 and KL3 is predelays dependent on the engine temperature T operation.amendments K1 (for end V1E first time interval V1 locate the valve in the closed state), K2 (for the moment V2B of the second time interval V2 locate the valve in the closed state) and K3 (for end V2E the second time interval V2 locate the valve in the closed state). Along with the engine temperature Toperation.characteristics KL1, KL2 and KL3 during the formation of the amendments K1, K2 and K3 can be taken into account and, depending on the mileage engine wear.

The above method of controlling the coasting internal combustion engine are considered on the example of the four-cylinder engine. However, the proposed method is applicable to internal combustion engines with a different number of cylinders, you need a different group of cylinders for one, two or more time intervals of finding their valves closed. Although in the above embodiment, it was assumed that the beginning of the first time interval V1 locate the valve in the closed position has a fixed value, namely, corresponds to the angular position of the crankshaft of OPCW -270°preceding the stop position of the piston when the run-on SURFACE, in principle, the beginning of the first time interval V1 locate the valve in the closed state can be defined by a separate multivariate characteristic depending on soo the relevant measured values M1 and M2.

1. The way to control run-down of the internal combustion engine (ice), at which the piston in at least one of the cylinders of the engine purposefully lead to the desired position corresponding to a crankshaft rotation angle, the value of which is clearly passed for this piston top dead point, wherein the one or more valves of the cylinders of the internal combustion engine after the ignition is switched off close to one or more time intervals (VI, V2), while the moments start (V2B) and end (VIE, V2E) each time interval (VI, V2) locate the valve in the closed position control so that the crankshaft is stopped in the desired stop position of the piston when coasting (DOM).

2. The method according to claim 1, characterized in that after switching off the ignition and make a crankshaft by a predetermined number of revolutions of the measured speed of rotation (M1) during the passage of the piston top dead center (TDC), the piston further lower dead point (LDP) valves indicated at least one cylinder closed at the first time interval (VI) the location of these valves in the closed position, the passage of the crankshaft by a given angular position for traversing the piston bottom dead point (LDP) again measure the speed of rotation (M2), on the basis of both measured values of the rotation speed (M1, M2) crankshaft determine the end (VIE) of the first time interval (VI) the location of the valves in the closed position and in that case, if the rotation speed (M1) of the crankshaft is measured when the piston is at top dead center (TDC), is greater than some minimum value (Emin) the kinetic energy, the valves of at least one of the next cylinder is closed at the second time interval (V2), closing (V2E) and the opening (V2B) of these valves is determined on the basis of both measured values of the rotation speed (M1, M2) of the crankshaft.

3. The method according to claim 2, characterized in that depending on the difference of the measured values of the rotation speed (M1, M2) and the rotation speed (M2) of the crankshaft is measured after passage of the piston bottom dead point (LDP), the end (VIE) of the first time interval (VI) the location of the valves in the closed state is determined by the first multiparameter characterization (KF1), the beginning (V2B) of the second time interval (V2) locate the valve in the closed state is determined by the second multiparameter characterization (KF2)and the end (V2E) of the second time interval (V2) locate the valve in the closed state is determined by the third multiparameter characterization (KF3).

4. The method according to claim 2 or 3, characterized in that in the case if the speed of rotation (M1) of the crankshaft is measured when the piston is at top dead center (TDC), corresponds to the minimum value (Emin) the kinetic energy, the first time interval (VI) the location of the valves in the closed position closing the achievement of crankshaft angular position, which is 180° precedes the specified stop position of the piston when coasting (PHS), and in that case, if the rotation speed (M1) of the crankshaft is measured when the piston is at top dead center (TDC), corresponds to the maximum value (Emax) the kinetic energy, the first time interval (VI) the location of the valves in the closed position closing the achievement of crankshaft angular position, which is 90° precedes the specified stop position of the piston when coasting (DOM).

5. The method according to claim 2 or 3, characterized in that if the speed of rotation (M1) of the crankshaft is measured when the piston is at top dead center (TDC), corresponds to the maximum value (Emax) the kinetic energy, the second time interval (V2) locate the valve in the closed position start on reaching the crankshaft angular position, which is 90° precedes the specified stop position of the piston when coasting (PHS), and finish on the achievement of the crankshaft angular position, which lies near the stop position of the piston when coasting (DOM).

6. The method according to claim 3, characterized in that determined by multivariate characteristics (KF1, KF2, KF3) moments of the beginning and end (VIE, V2B, V2E) time intervals (VI, V2) locate the valve in the closed position correct, introducing amendments (K1, K2, K3), the values of which are determined on the basis of the characteristics (KL1, KL2, KL3), depending on the engine temperature (Toperation.).



 

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FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention makes it possible to develop method of control of runout of internal combustion engine to set piston in at least one cylinder into required position providing direct starting of engine at minimum possible expenditures. According to proposed method, piston in at least one of engine cylinders is purposefully set into required position corresponding to turning of crankshaft through angle whose value lies behind top dead center passed by piston. Valves of one or several cylinders of internal combustion engine after switching off the ignition are closed for one or several time intervals V1, V2. moments of beginning V2B and end V1E, V2E for each time interval V1, V2 when valves are closed, are set to provide stopping of crankshaft in required position of piston stop at runout.

EFFECT: provision of direct starting of engine.

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4 cl, 6 dwg

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5 cl, 12 dwg

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11 cl, 8 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention makes it possible to develop method of control of runout of internal combustion engine to set piston in at least one cylinder into required position providing direct starting of engine at minimum possible expenditures. According to proposed method, piston in at least one of engine cylinders is purposefully set into required position corresponding to turning of crankshaft through angle whose value lies behind top dead center passed by piston. Valves of one or several cylinders of internal combustion engine after switching off the ignition are closed for one or several time intervals V1, V2. moments of beginning V2B and end V1E, V2E for each time interval V1, V2 when valves are closed, are set to provide stopping of crankshaft in required position of piston stop at runout.

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