• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method for starting an internal combustion engine (1) having a plurality of piston-cylinder units (2), wherein upstream of the piston-cylinder units (2) dead volumes (3) are present, wherein at a start attempt of the internal combustion engine (1), the piston in the cylinders are driven by an auxiliary motor (5), wherein the maximum permissible duration of a start attempt is limited by a predetermined starting time (ts) of the internal combustion engine (1), wherein the starting time (ts) before or at the beginning of a start attempt of the internal combustion engine (1) is calculated and specified as a function of a state of the internal combustion engine (1) and / or of the auxiliary engine (5).
    公开号:AT516215A1
    申请号:T676/2014
    申请日:2014-09-03
    公开日:2016-03-15
    发明作者:Herbert Schaumberger；Nikolaus Spyra；Francisco Lopez
    申请人:Ge Jenbacher Gmbh & Co Og；
    IPC主号:
    专利说明:

    The invention relates to a method for starting an internal combustion engine having the features of the preamble of claim 1.
    Starting internal combustion engines, particularly stationary engine engines, places a heavy burden on the components involved. When starting an internal combustion engine, an auxiliary motor driven gear, the starter pinion, usually spurs into a ring gear connected to the crankshaft of the engine and accelerates the engine up to a rotational speed the engine, where it can run automatically. The stress applies to the mechanical components and in particular to the auxiliary engine. In the case of auxiliary electric motors, these are the electrical windings and the starter batteries.
    One safety-relevant aspect is that during the starting process, combustible mixture is pumped into the exhaust tract, thus increasing the risk of deflagration with the duration of the starting process.
    It is therefore usual for the reasons mentioned above to limit the maximum allowable duration of a startup process by a predetermined time.
    A disadvantage of prior art starting methods is that unsuccessful starting attempts are frequent, i. Start attempts that do not lead to an automatic running of the internal combustion engine.
    The object of the present invention is to provide a starting method by which the probability of success of a start attempt is increased compared to the prior art.
    This object is achieved by a method having the features of claim 1. Advantageous embodiments are defined in the subclaims.
    The fact that the start time is calculated and specified before or at the beginning of a start attempt of the internal combustion engine as a function of a state of the internal combustion engine and / or of the auxiliary engine thus ensures that the probability of success of a start attempt is significantly increased. With the success of a start attempt is meant that the internal combustion engine starts to run automatically by the start attempt.
    Thus, the mechanical and electrical components involved in the starting process are subjected to less stress and achieve a longer service life than in the prior art starting methods, since in the prior art unsuccessful starting attempts are more frequent than with the method according to the invention.
    By considering a state of the internal combustion engine and / or the auxiliary motor for determining the start time, therefore, a start time adapted to the state of the engine and / or the assist motor is set.
    The start time corresponds to the time required until a mixture capable of igniting is present in all cylinders. Too long a start-up time means increased risk of deflagration as unburned mixture escapes into the exhaust tract. A short start time would have the consequence that not all cylinders are reached by ignitable mixture. The advantages of the proposed method are the reduction of deflagration risk, the increased likelihood of success of the starting process and the reduced load on the auxiliary motor and, if necessary, of the batteries, which increases their service life.
    Preferably, it may be provided that if, after the start time has elapsed, the speed of the internal combustion engine has not reached or exceeded the starting rotational speed, the start attempt is aborted.
    The starting speed of the internal combustion engine is that speed at which the engine begins to run automatically at the earliest.
    It is therefore checked whether after reaching the predetermined start time, the speed of the internal combustion engine has actually reached the starting speed. If the start speed is not reached in the start attempt considered, this start attempt is aborted. Canceling the attempt to start means at least switching off the auxiliary motor. Another useful measure when stopping the start attempt is the closing of fuel supply devices such as gas valves, so that no further fuel sucked and unburned.
    It is preferably provided that the starting time is specified as a function of the size of the dead volumes. Dead volumes are those volumes that exist between the combustion chambers and a fuel metering device or mixer disposed upstream of the combustion chambers. During a starting operation, the dead volumes must be exhausted by the pumping action of the piston-cylinder units of the internal combustion engine until the cylinders are filled with combustible mixture. Before the majority of the piston-cylinder units are filled with a combustible mixture, a startup process may not be successful. Thus, considering the size of the dead volumes in the start time measurement is a contribution to increasing the probability of success of a startup attempt.
    Particularly preferably it can be provided that the starting time - depending on a speed of the auxiliary motor and / or - depending on the number of cylinders of the internal combustion engine and / or - depending on the displacement of the piston-cylinder units and / or - depending on the degree of delivery of the Internal combustion engine is specified.
    The invention is explained in more detail below by the figures. Showing:
    1 is a schematic representation of an internal combustion engine with auxiliary motor,
    FIG. 2 is a schematic diagram of speed over time during a startup procedure. FIG.
    Fig. 3 is a graphical representation of the calculation of the start time.
    FIG. 1 shows in a schematic representation an internal combustion engine 1 which has a plurality of piston-cylinder units 2. The piston-cylinder units 2 of the internal combustion engine 1 are supplied via the intake manifold 6 with fuel-air mixture. The inflow of fuel-air mixture in the intake manifold 6 is symbolized by arrows. The fuel supply device 7 measures fuel.
    The fuel supply device 7 may be, for example, a gas mixer, a metering valve or another conventional fuel supply device. Also shown is an auxiliary engine 5 (starter motor) which is connected to the crankshaft of the internal combustion engine 1 via the starter ring 4. The auxiliary motor 5 may be driven electrically or pneumatically. In the case of electric drive usually starter batteries are provided as energy storage, in a pneumatic starter motor is a compressed air storage as energy supply.
    During the starting process, a pinion of the auxiliary motor 5 spurts into the starter ring 4 and accelerates the internal combustion engine 1 until it automatically starts to run. During the starting process promote the piston-cylinder units 2 Gasbzw. Mixture of the suction 6th
    Those portions of the intake pipe 6 which are located between the piston-cylinder units 2 and the fuel supply device 7 are referred to as dead volumes 3 in the present application. During a starting operation, after metering of fuel by the fuel supply device 7, the dead volumes must first be flooded 3 of the fuel-air mixture before the fuel-air mixture reaches the piston-cylinder units 2.
    The dead volumes 3 together with the throughput per revolution of the internal combustion engine 1 cause a transport delay of the fuel-air mixture in the piston-cylinder units 2. This has the consequence that during a starting process only after some time in the piston-cylinder units 2 combustible Mixture is present. This time is given by the throughput of the piston-cylinder units 2, the speed of the internal combustion engine 1 given by the speed of the auxiliary motor 5, and the size of the dead volumes 3. A suitable measure for describing the pumping action (flow rate) of the piston-cylinder units is Degree of delivery (English, volumetricefficiency), which indicates how much fresh charge for theoretically maximum possible filling is available after completion of a change of charge in the cylinder.
    The greater the starting speed, the faster the dead volumes 3 are pumped out.
    The larger the number of cylinders, the faster the dead volumes 3 - added starting speed - pumped out.
    A larger displacement of the piston-cylinder units 2 causes - for a given starting speed and given number of cylinders - a faster pumping dead volumes 3.
    FIG. 2 shows a graph of rotational speed n of the internal combustion engine 1 on the Y axis plotted against the time t on the X axis. Shown in the diagram is a typical speed curve of the internal combustion engine 1 during a starting process. It can thus be seen that, after the internal combustion engine 1 has been accelerated by the auxiliary motor 5 to the maximum starter speed nmax (in this case, for example 180 revolutions / min), the starting process is carried out until the starting rotational speed ns of the internal combustion engine 1 has been reached.
    The maximum starter speed nmax is determined by the power of the auxiliary motor 5, the charging state of starter batteries (in an electric assist motor), oil temperature and friction conditions.
    The starting rotational speed ns of the internal combustion engine 1 is that rotational speed at which the internal combustion engine 1 starts to run automatically at the earliest.
    At time t0, the assist motor 5 has accelerated the engine 1 to the maximum startup speed nmax. The starting time ts indicates how long the engine 1 is kept at nmax before it starts to run automatically and reaches the starting speed ns.
    The maximum starter rotation speed nmax is that rotation speed of the internal combustion engine 1 on which the auxiliary engine 5 keeps the internal combustion engine 1 during the starting operation. Once the internal combustion engine 1 itself performs combustion by combustion in the piston-cylinder units 2, the internal combustion engine 1 further accelerates. Enters the internal combustion engine 1 by the combustion in the piston-cylinder units 2, the starting speed ns, the starter spurts out.
    Figures 3a and 3b show a graphical representation of the calculation of the start time according to an embodiment.
    To clarify the term, it is stated that an internal combustion engine 1 is the superordinate term. This includes different engine series, which differ for instance by different displacement of the piston-cylinder units 2. Within the engine series, there are again different types, which differ by the number of piston-cylinder units 2. Thus, an engine series can include engines with different numbers of cylinders, the size (the volume) of the individual piston-cylinder units But within a motor series is largely the same.
    It is now first determined for a motor series, which may include types with different numbers of cylinders, a reference start time tref for a type with a determined number of cylinders.
    In the present example, the reference start time tref is determined for a type with 20 cylinders. Furthermore, a start time is determined for a type having a different number of cylinders, for example 12 cylinders. The start time for the 12-cylinder type is divided by the reference start time tref. The result of this division is the factor for taking into account the number of cylinders Factorcyi.
    This relationship is shown graphically in FIG. 3a. In the graph of Fig. 3a, the cylinder number Nzyi is plotted against the start time ts. It can be seen that the 20-cylinder engine has a shorter starting time, ts_2o, than the 12-cylinder engine, ts_i2-
    The factor Factorcyi thus reflects the above-explained relationship that at the same speed, the dead volumes 3 are pumped out more quickly with a larger number of cylinders.
    In the example shown, for the 12-cylinder type, a 1.27 times as long start time was determined as for the 20-cylinder type, i. Factorcyi is 1.27 in this particular example. The Factorcyi factor can of course take on a different amount for other engine series.
    Subsequently, the influence of the starting speed is considered by a second factor. This is shown graphically in FIG. 3b.
    To determine the factor for taking into account the starting speed, two starting operations are carried out at different starting speeds on the same engine. At higher start speed, a shorter start time is achieved.
    In FIG. 3b, the maximum starter speed nmax is plotted over the starting time ts.
    It can be seen that at a higher starter speed ni a shorter start time, ts_ni, is achieved than for the lower starter speed n2, at which the start time ts_nibeträgt.
    The ratio of the starting time for lower starting speed by starting time for higher starting speed gives the factor for taking into account the starting speed, Factornmax. This reflects the above-explained relationship that at higher rpm the dead volumes 3 are pumped out more quickly.
    The maximum allowable start time tmax for a selected engine 1 is now calculated using the formula: tmax = tref · FactorCyi · Factornmax
    Once the relationship between the number of cylinders and maximum starter speed is known through a reference measurement, the factors Factorcyi and Factormax within an engine series can be used to calculate any number of cylinders and starting speeds.
    According to a variant, the starting time can be calculated using the following formula.
    The volume flow from the intake pipe 6 to the piston-cylinder units 2 is designated V'zyi and contributes as unit m3 / s. The volumetric flow V'Zyi results as a product of:
    V'zyi = 1/2 * nmax * Nzy, * Vzy, ^ L with nmax as the maximum starter speed, Nzyi the number of cylinders, V ^ as the displacement of a cylinder and λι_ as the ratio of real and theoretical gas exchange of a cylinder (degree of delivery). The formula thus again shows what volumetric flow the piston-cylinder units 2 convey at a number of revolutions of nmax from the intake line. These are known sizes for a motor type.
    The degree of delivery λι_ (English, volumetric efficiency) indicates how much fresh charge theoretically maximum possible filling after completion of a charge change in the
    Cylinder is available. It is understood that a larger displacement causes a larger pumping action and thus a larger volume flow V'Zyi.
    The starting time ts can now be calculated as follows: ts = Vintake I V cyl with Vjntake the volume of the dead volumes 3 in m3.
    List of reference numbers used: 1 Internal combustion engine 2 Piston-cylinder units 3 Dead volumes 4 Starter ring 5 Auxiliary engine 6 Suction line 7 Fuel supply device
    Factornmax Factor for taking into account the starting speed
    Factorcyi Factor for considering the number of cylinders tmax Maximum permissible starting time ts Starting time nmax Maximum starting speed ns Starting speed
    Nzyi cylinder number
    Vimake volume of dead volumes 3 in m3 λι_ ratio of real and theoretical gas exchange of a
    Cylinder (Degree of delivery)
    Innsbruck, on 2 September 2014
    权利要求:
    Claims (7)
    [1]
    1. A method for starting an internal combustion engine (1), - which has a plurality of piston-cylinder units (2), wherein upstream of the piston-cylinder units (2) dead volumes (3) are present, - wherein at a start attempt the Internal combustion engine (1) the pistons in the cylinders are driven by an auxiliary motor (5), - wherein the maximum permissible duration of a start attempt by a predetermined starting time (ts) of the internal combustion engine (1) is limited, characterized in that the starting time (ts) before or is calculated and predetermined at the beginning of a starting attempt of the internal combustion engine (1) depending on a state of the internal combustion engine (1) and / or the auxiliary motor (5).
    [2]
    2. The method according to claim 1, characterized in that when after the start time (ts), the speed (n) of the internal combustion engine (1) has not reached or exceeded the starting speed (ns), the start attempt is canceled.
    [3]
    Method according to one of Claims 1 to 2, characterized in that the starting time (ts) is predetermined as a function of the size of the dead volumes (3).
    [4]
    4. The method according to any one of the preceding claims, characterized in that the starting time (ts) is predetermined in dependence on a rotational speed of the auxiliary motor (5).
    [5]
    5. The method according to any one of the preceding claims, characterized in that the starting time (ts) as a function of the number of cylinders (NZyi) of the internal combustion engine (1) is specified.
    [6]
    6. The method according to any one of the preceding claims, characterized in that the starting time (ts) depending on the displacement (Vzyi) of the piston-cylinder units (2) of the internal combustion engine (1) is given.
    [7]
    7. The method according to any one of the preceding claims, characterized in that the starting time (ts) as a function of the degree of delivery (λΟderder the internal combustion engine (1) is specified.
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    法律状态:
    优先权:
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    EP15002291.1A| EP2993342B1|2014-09-03|2015-08-01|Method for starting an internal combustion engine|
    US14/820,973| US9920730B2|2014-09-03|2015-08-07|Method of starting an internal combustion engine|
    JP2015162537A| JP6240639B2|2014-09-03|2015-08-20|Starting method for internal combustion engine|
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    CN201510551105.0A| CN105386919B|2014-09-03|2015-09-01|For starting the method and control system of internal combustion engine|
    KR1020150123993A| KR101818688B1|2014-09-03|2015-09-02|Method of starting an internal combustion engine|
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