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WO2018013041A1 - Procédé et système d'arrêt d'un moteur à combustion interne - Google Patents

Procédé et système d'arrêt d'un moteur à combustion interne Download PDF

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Publication number
WO2018013041A1
WO2018013041A1 PCT/SE2017/050758 SE2017050758W WO2018013041A1 WO 2018013041 A1 WO2018013041 A1 WO 2018013041A1 SE 2017050758 W SE2017050758 W SE 2017050758W WO 2018013041 A1 WO2018013041 A1 WO 2018013041A1
Authority
WO
WIPO (PCT)
Prior art keywords
combustion chamber
compression
internal combustion
combustion engine
intake
Prior art date
Application number
PCT/SE2017/050758
Other languages
English (en)
Inventor
Erik HÖCKERDAL
Ola Stenlåås
Original Assignee
Scania Cv Ab
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 Scania Cv Ab filed Critical Scania Cv Ab
Priority to DE112017002863.9T priority Critical patent/DE112017002863T5/de
Priority to BR112018075612-1A priority patent/BR112018075612A2/pt
Publication of WO2018013041A1 publication Critical patent/WO2018013041A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/03—Stopping; Stalling
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to combustion processes, and in particular to a method and system for stopping an internal combustion engine.
  • the present invention also relates to a vehicle, as well as a computer program and a computer program product that implement the method according to the invention.
  • Undesired emission of substances can be reduced by reducing fuel consumption and/or through the use of aftertreatment (purifying) of exhaust gases emanating from combustion.
  • Fuel consumption there are various ways of reducing such consumption, e.g. by controlling the combustion process.
  • brake energy can be regenerated to electrical energy in electric hybrid vehicles.
  • Other methods include improving use of energy, e.g. by reducing unnecessary braking.
  • Fuel consumption may also be reduced using engine start/stop (a.k.a. stop/start) functionality, where the internal combustion engine is stopped when the vehicle is standing still, e.g. due to traffic lights, to be started again when the vehicle is to be set in motion to avoid fuel consumption when the vehicle is standing still.
  • start/stop a.k.a. stop/start
  • a method for stopping an internal combustion engine said internal combustion engine having at least one combustion chamber and a crankshaft being arranged to be propelled by said at least one combustion chamber, wherein intake of air to said combustion chamber is controlled by at least one intake valve, and wherein evacuation of said combustion chamber is controlled by at least one exhaust valve.
  • the method includes, when said internal combustion engine is to be stopped:
  • Stop-start systems also known as stop-start systems
  • Start-stop systems automatically, e.g. through the use of a vehicle control system, stops, i.e. turns off, and restarts the internal combustion engine in situations where the internal combustion engine is idling to reduce the amount of time spent idling to thereby reduce fuel consumption and emissions.
  • start-stop functionality may also be beneficial from a noise restriction point of view, since noise produced by the internal combustion engine when running is essentially eliminated when the engine is stopped.
  • noise levels that require the internal combustion engine to be turned off when the vehicle is standing still, e.g. in city centres, to fulfil noise restrictions. Also, in some instances it may be required to turn off the internal combustion engine when the vehicle is in motion and switch to electrical propulsion e.g. in city centres to fulfil noise regulations. According to the
  • valves when stopping an internal combustion engine, valves are controlled in the same manner as when the internal combustion engine is running, where the engine is stopped by turning off fuel injection. According to the invention, valves are controlled differently when stopping the engine.
  • crankshaft rotation is subjected to a brake force when e.g. a piston reciprocating in the combustion chamber, or other means such as a rotor of a Wankel engine, acting in the combustion chamber compresses air provided during an intake phase. Following compression, however, a large part of the work produced during compression is returned as crankshaft motive force from the following gas expansion, e.g. by
  • crankshaft propelling force on a piston or other means in the combustion chamber which occurs also when there is no combustion in the combustion chamber.
  • the compression still takes place, at least to a large extent, there is hence a pressure increase in the combustion chamber during the compression stage, but the propelling force from gas expansion is reduced by reducing the pressure in the combustion chamber prior to or at the beginning of the following expansion stage.
  • accelerating force from gas expansion is reduced or eliminated by allowing gas expansion through one or more valves instead of acting against e.g. a piston or other means in the
  • crankshaft propelling power is reduced in relation to the pressure, and crankshaft propelling power, obtained when valves are not opened at the end of compression stage or beginning of expansion stage.
  • Pressure may be reduced e.g. to atmospheric pressure, or some other suitable pressure being lower than the pressure being the result of the compression.
  • the invention is applicable to any internal combustion process involving a compression stage and following expansion stage.
  • the compression can be arranged to be reduced by changing an opening time of one or more intake valves and/or one or more exhaust valves of the combustion chamber.
  • an intake valve and/or an exhaust valve can be arranged to be opened during the last part of, or at the end of, the
  • an intake valve and/or an exhaust valve can be arranged to be opened at the beginning of the expansion stage that follows the compression stage. In this way, although the expansion may occur to some extent, a major portion of the expansion will still take place through the open valve. In this way, the force exerted on the means in the combustion chamber interacting with the crankshaft, such as e.g. a reciprocating piston, will be reduced and hence the propelling force provided to the crankshaft is also reduced.
  • the intake valve and/or exhaust valve is maintained open from the end of the compression stage to the beginning of the exhaust stage.
  • a valve may open first at the end of the compression stage, where a valve (the same or a different) is opened at the beginning of the
  • the intake valve and/or exhaust valve may be controlled to reduce crankshaft propelling power caused by expansion
  • valves may be controlled in a conventional manner during the combustion cycle apart from the particular control to reduce the propelling effect from expansion.
  • the intake valve and/or exhaust valve of said combustion chamber may be opened for intake of gas (air), e.g. according to normal operation, to provide gas for
  • pressurized air is provided to the combustion chamber to thereby increase
  • an intake valve of said combustion chamber is opened for intake of air for compression, and following compression of said intake of air, an exhaust valve of said combustion chamber is opened to reduce pressure in said combustion chamber to thereby reduce crankshaft propulsion by gas expansion.
  • pressure may be reduced in said combustion chamber by opening an intake valve and/or an exhaust valve at the end of the compression stroke and/or at the beginning of the following expansion stroke.
  • the present invention may be used e.g. in two stroke or four stroke internal
  • combustion engines are, however applicable also for internal combustion engines operating according to other principles comprising a compression stage and following gas expansion stage, such as e.g. Wankel engines.
  • a camshaft can be arranged to be phase shifted (phased), e.g. using phasers, to accomplish control of the valves according to the above. That is, a camshaft can be arranged to comprise a degree of freedom of rotation independent from the rotation of the crankshaft.
  • a camshaft may be designed to allow a phasing corresponding e.g. to any suitable number of crankshaft degrees in the interval 10-100 degrees, where the phasing can be arranged to be both retarding and advancing in relation to crankshaft rotation.
  • valves Other means may also be used, in the alternative, or in addition, to control the valves.
  • additional camshaft tappets may be utilised, where such tappets may be arranged to be selectively engageable.
  • additional valve openings may be achieved, and used to increase the retarding force in order to stop the engine in a shorter period of time.
  • additional valve openings may be arranged to be used e.g. only when stopping the internal combustion engine, and not during normal operation when the internal combustion engine is running.
  • the valves may be controlled independently from the rotations of the crankshaft, e.g. through the use of suitable electrical / mechanical / pneumatical means or combinations thereof.
  • the intake valve and/or exhaust may be arranged to be
  • the internal combustion engine may be of a designed such that a single intake valve and a single exhaust valve,
  • valves respectively, acts against the combustion chamber, and one or both these valves may be arranged to open according to the above.
  • valves of all or at least a plurality of the combustion chambers of the internal combustion engine may be arranged to be controlled according to the above.
  • a camshaft may be used to control valves of a plurality of, or all of, the combustion chambers of the internal combustion engine.
  • opening and closing of intake valves may be controlled by a first camshaft
  • opening and closing of exhaust valves may be controlled by a second camshaft. At least one of said first and second camshafts may be controlled to open/close valves according to the above.
  • the intake valves and/or exhaust valves may also be controlled in any other suitable manner, such as by electrical, pneumatic or mechanical means, and may be arranged to be individually controllable when reducing the crankshaft propelling force by controlling expansion following compression in the combustion chambers of the vehicle.
  • the piston may be provided with recesses or cut-outs on the piston head in order to allow valves to be open while the piston reaches TDC in order to avoid conflict with the valves.
  • FIG. 1A illustrates a powertrain of an exemplary vehicle in which the present invention advantageously can be utilised
  • Fig. IB illustrates an example of a control unit in a vehicle control system
  • Fig. 2 illustrates an example of a combustion chamber suitable for being controlled according to embodiments of the
  • Fig. 3 illustrates an exemplary method according to one embodiment of the present invention.
  • Fig. 4 illustrates an exemplary system involving an in-line six-cylinder internal combustion engine being controlled according to embodiments of the present invention.
  • Figs. 5A-B shows control exemplary control strategies
  • the invention is described in relation to an internal combustion engine operating according to the Diesel principle. It is to be understood, however, that the invention is applicable for any kind of operating principle, such as e.g. internal combustion engines operating according to spark- ignition (SI), homogeneous charge compression ignition (HCCI), reactivity controlled compression ignition (RCCI), partially premixed combustion (PPC) .
  • SI spark- ignition
  • HCCI homogeneous charge compression ignition
  • RCCI reactivity controlled compression ignition
  • PPC partially premixed combustion
  • Fig. 1A schematically depicts a powertrain of an exemplary vehicle 100.
  • the powertrain comprises a power source, in the present example a compression-ignited internal combustion engine 101 such as a Diesel engine, which, in a conventional manner, is connected via an output shaft, i.e. a crankshaft of the internal combustion engine 101, normally also utilising a flywheel 102, to a gearbox 103 via a clutch 106.
  • An output shaft 107 from the gearbox 103 propels drive wheels 113, 114 via a final drive 108, such as a common differential, and drive axles 104, 105 connected to said final drive 108.
  • the internal combustion engine 101 is controlled by the vehicle control system via a control unit 115.
  • the clutch 106 and gearbox 103 are also controlled by the vehicle control system by means of a control unit 116.
  • Fig. 1A discloses a powertrain of a specific kind, but the invention is applicable for any kind of powertrain, and also e.g. in hybrid vehicles.
  • the disclosed vehicle furthermore
  • the aftertreatment components 130 comprises one or more aftertreatment components 130 for aftertreatment (purifying) of exhaust gases that results from combustion in the internal combustion engine 101.
  • aftertreatment components 130 are controlled by means of a control unit 131. It is to be noted that the system described herein is only exemplary, and that according to embodiments of the invention, the vehicle is of a kind where exhaust gases are not subject to aftertreatment . The vehicle may also be of a kind where no turbocharger is used . As is known to a person skilled in the art, aftertreatment components 130 may be of various kinds, designs and
  • the present invention provides a method for stopping the combustion engine that, at least in some instances, may provide advantages in comparison to other solutions. For example, the time it takes to stop the internal combustion engine can be reduced.
  • An exemplary method 300 of the present invention is shown in fig. 3.
  • the method can be implemented at least partly e.g. in the engine control unit 115 for controlling operation of the internal combustion engine 101.
  • the functions of a vehicle are, in general, controlled by a number of control units, and control systems in vehicles of the disclosed kind generally comprise a communication bus system consisting of one or more communication buses for connecting a number of electronic control units (ECUs), or controllers, to various components on board the vehicle.
  • ECUs electronice control units
  • controllers electronice control units
  • Such a control system may comprise a large number of control units, and the control of a specific
  • Fig. 1A depicts only control units 115-116, 131, but vehicles 100 of the illustrated kind are often provided with significantly more control units, as one skilled in the art will appreciate.
  • Control units 115-116, 131 are arranged to communicate with one another and various components via said communication bus system and other wiring, partly indicated by interconnecting lines in fig. 1A.
  • the present invention can be implemented in any suitable control unit in the vehicle 100, and hence not necessarily in the control unit 115.
  • the control influencing valve opening and valve closing according to the present invention to control reduction of pressure through valve opening following compression will usually depend on signals being received from other control units and/or vehicle components, and it is generally the case that control units of the disclosed type are normally adapted to receive sensor signals from various parts of the vehicle 100.
  • the control unit 115 may, for example, receive signals from the control system requesting the internal combustion engine 101 to be stopped.
  • Control units of the illustrated type are also usually adapted to deliver control signals to various parts and components of the vehicle, e.g. to control valves according to the
  • the programmed instructions typically consist of a computer program which, when executed in a computer or control unit, causes the computer/control unit to exercise the desired control, such as method steps according to the present invention.
  • the computer program usually
  • the digital storage medium 121 can, for example, consist of any of the group comprising: ROM (Read-Only Memory), PROM (Programmable
  • control unit 115 An exemplary control unit (the control unit 115) is shown schematically in Fig. IB, wherein the control unit can
  • processing unit 120 can consist of, for example, any suitable type of processor or microcomputer, such as a circuit for digital signal processing (Digital Signal Processor, DSP) or a circuit with a predetermined specific function (Application Specific Integrated Circuit, ASIC) .
  • the processing unit 120 is connected to a memory unit 121, which provides the processing unit 120, with e.g. the stored program code 126 and/or the stored data that the processing unit 120 requires to be able to perform calculations.
  • the processing unit 120 is also arranged so as to store partial or final results of calculations in the memory unit 121.
  • control unit 115 is equipped with devices 122, 123, 124, 125 for receiving and transmitting input and output signals, respectively.
  • These input and output signals can comprise waveforms, pulses or other attributes that the devices 122, 125 for receiving input signals can detect as information for processing by the processing unit 120.
  • the devices 123, 124 for transmitting output signals are arranged so as to convert calculation results from the processing unit 120 into output signals for transfer to other parts of the vehicle control system and/or the component (s) for which the signals are intended.
  • Each and every one of the connections to the devices for receiving and transmitting respective input and output signals can consist of one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport) or any other bus configuration, or of a wireless connection.
  • a data bus such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport) or any other bus configuration, or of a wireless connection.
  • step 301 the method starts in step 301, where it is determined whether the internal combustion engine 101 is to be stopped.
  • the method continues to step 302.
  • the method remains in step 301 for as long as this is not the case, and the method continues to step 302 when it is determined that the internal combustion engine is to be stopped according to the invention.
  • the transition from step 301 to step 302 can, for example, be initiated at all times when the internal combustion engine is to be stopped.
  • control according to the invention can be arranged to be performed e.g. only for particular situations when the internal
  • combustion engine is to be stopped, such as when the internal combustion engine is to be stopped in a stop-start operation, or when the vehicle is urban areas where restrictions
  • noise may apply, and/or anytime stopping of the internal combustion engine is requested by the control system and not the vehicle driver. Other criteria for performing the transition from step 301 to step 302 may also be applied.
  • step 302 a suitable control of the reduction of pressure following compression by opening of one or more valves when stopping the internal combustion engine is determined, and according to the present example the reduction of pressure following compression is controlled by controlling an exhaust valve of a combustion chamber, and where, according to the present example, all combustion chambers are arranged to be controlled in the same manner.
  • a suitable control of the exhaust valves of the combustion chambers of the internal combustion engine is determined.
  • intake valves are
  • both intake valves and exhaust valves are
  • control may be
  • the internal combustion engine 101 comprises a plurality of combustion chambers, e.g. 4, 5, 6 or 8.
  • the present invention may be utilised for combustion engines having any number of combustion chambers, and an exemplary combustion chamber 209 is shown in fig. 2.
  • the figure hence discloses only one cylinder/combustion chamber 209 in which a reciprocating piston 210 is arranged.
  • Internal combustion engines of the disclosed kind further comprises, in general, at least one fuel injector per
  • combustion chamber (not shown) which in a conventional manner supplies fuel to the combustion chamber for combustion.
  • the combustion chamber 209 comprises an inlet 201 being controlled by one or more intake valves 211, which may be, and is according to the present example, arranged to be
  • Air for combustion is supplied to the combustion chamber by means of the intake valve 211 through an intake conduit 402, e.g. consisting of suitable piping, tubing and/or hosing, for receiving the air for supply to the intake conduit 402, e.g. consisting of suitable piping, tubing and/or hosing, for receiving the air for supply to the intake conduit 402, e.g. consisting of suitable piping, tubing and/or hosing, for receiving the air for supply to the
  • the air consists of air taken from the environment of the vehicle 100.
  • Evacuation of the combustion chamber 209 is controlled through an (or a plurality of) exhaust valve 213, which opens towards an exhaust manifold 414.
  • each camshaft 203, 204 which, although being commonly driven by a crankshaft 205, are arranged to be individually phased in relation to each other so that opening time, closing time and duration of the opening of the valves 211, 213 can be individually controlled for each valve.
  • the phasing can, for example, be accomplished by means of phasers.
  • Use of phasers allows continuous adjustment of the valve control.
  • the phasers may be arranged such that each camshaft can be phase shifted up to e.g. 60, 80 or 100 crank angle degrees or any other suitable number of degrees, where phase shifting selectively can be e.g. both advancing and retarding, thereby allowing a relatively high degree of freedom when controlling the inlet valve and exhaust valve in relation to each other.
  • additional camshaft tappets may be utilised to obtain openings and closing of valves at piston positions where this otherwise is not carried out, and hence e.g. for other portions of a combustion cycle than during normal operation, and also distinct from phasing.
  • Such tappets may be arranged to be selectively engageable, e.g. by means of switches.
  • An exemplary use of such additional valve opening is illustrated by dashed line 505 in fig. 5 below.
  • opening/closing of valves may also be arranged to be controlled in any suitable manner, such as by electrical and/or mechanical and/or pneumatical means .
  • fig. 4 schematically shows all cylinders of the combustion engine, denoted il-i6 in fig. 4.
  • ambient air from the vehicle/engine surrounding is drawn trough an air filter 404 from an intake side 404A of the air filter 404 being subjected to ambient air and being drawn through the air filter 404 by means of a compressor 406.
  • the compressor 406 is driven by a turbine 408, the compressor 406 and turbine 408 being
  • the compressed air is cooled by a charge air cooler 412 in a manner known per se prior to being supplied to the intake conduit 402 and combustion chambers il- i6 of the internal combustion engine 101. Passage to the exhaust conduits of the combustion chambers il- i6, is controlled by the exhaust valves of the combustion chambers, respectively.
  • the exhaust conduits are further arranged such that exhaust gases emanating from cylinders il-i3 share a common conduit 414 from exhaust outlets to a first inlet 408A of the turbine 408.
  • exhaust gases emanating from cylinders i4-i6 share a common conduit 416, separate from the conduit 414, from exhaust outlets to a second inlet 408B of the turbine 408.
  • the turbine 408, consequently, comprises separate exhaust gas inlets for receiving the exhaust gas streams from conduits 414 and 416, respectively, e.g. constituting a conventional twin-scroll turbine. Such arrangements may e.g. reduce
  • the exhaust gas stream is then again combined and discharged by the turbine 408 through a single common outlet 408C and is led to the one or more aftertreatment components 130, possibly via e.g. an exhaust brake, for aftertreatment of exhaust gases according to the above prior to being released into the surroundings of the vehicle 100.
  • the one or more aftertreatment components 130 possibly via e.g. an exhaust brake, for aftertreatment of exhaust gases according to the above prior to being released into the surroundings of the vehicle 100.
  • a suitable control of the valves is determined in step 302, and figs. 5A-B shows an exemplary control method that may be utilised according to the
  • the y-axis represents state of the valve, where the zero level represents a fully closed valve, and the other levels at least partially open valve, where physically fully open occurs at the top of the curve, although the fully open position in terms of flow may occur earlier.
  • the valves may be considered "open” when they are not fully closed, i.e. as soon as they have started to open and until they again are in closed position.
  • the x-axis represent movement, expressed in crankshaft degrees and -360°, 0°, 360°, representing piston 210 position top dead centre TDC, i.e. the piston being closest to valves 211, 213 prior to commencing travel towards crankshaft 205.
  • Solid line 501 represents the intake valve 211
  • dash/dotted line 502 represent the exhaust valve 213.
  • Dotted line 503 represents a limitation in valve clearance. That is, when intake and/or exhaust valves open inwards, and hence in a direction towards the piston 210 reciprocating in the combustion chamber 209, valves may not fully open at piston top dead centre TDC to avoid valves colliding with the piston. Dashed line 503 represents this valve clearance which must not be violated, hence according to the present embodiment, lines 501, 502 may not intersect line 503.
  • the piston head may, instead, be provided with valve cut-outs or recesses to allow further, or full, valve opening at TDC, e.g. according to dotted line 504.
  • valves may be designed such that valves open in a manner that do not interfere with the piston irrespective of when or the extent to which the valves open.
  • Fig. 5A illustrates an example of normal valve operation when the internal combustion engine is running, i.e. a conventional combustion cycle where intake valve 211 open at approx. -360° for intake of air for combustion when the piston 210 travels from TDC (at -360°) to bottom dead centre BDC at -180°.
  • intake valve 211 closes when, or slightly after, the piston commences return stroke towards TDC at -180°.
  • the return stroke from -180° to 0° is the compression stage, or stroke in the present example, and around 0° fuel is injected into the compressed air to commence combustion as is known per se.
  • the resulting compression i.e. the pressure obtained during the compression stroke
  • the amount of air provided during the intake stroke which in turn depends, inter alia, on the pressure of the intake air delivered by the compressor 412.
  • the force acting on the piston in the following expansion stage, stroke in this case depends partly on the pressure obtained during the compression stage, where the work produced by gas expansion is increased by the combustion.
  • the time it takes to stop the internal combustion engine is substantially reduced by
  • this is accomplished by opening, at least to some extent, the exhaust valve at the end of compression and/or at the beginning of the expansion.
  • it is preferred to open the exhaust valve as late as possible during the compression stage to benefit as much as possible from the retarding force caused by compression.
  • the opening of the exhaust valve can be controlled, for example, by suitable phasing of the camshaft controlling the exhaust valve 213, and this phasing can be determined in step 302.
  • An exemplary phasing suitable for use during stop of the internal combustion engine is shown in fig. 5B, where the intake valve 211 is controlled according to the above for normal intake of air, but where, in this example, the exhaust valve 213, in addition to conventional evacuation of the combustion chamber in an exhaust stroke (dash-dotted line in fig. 5A) , opens partly at the end of the compression stage and is maintained in the beginning of the expansion stage, dashed line 505.
  • fig. 5B An exemplary phasing suitable for use during stop of the internal combustion engine is shown in fig. 5B, where the intake valve 211 is controlled according to the above for normal intake of air, but where, in this example, the exhaust valve 213, in addition to conventional evacuation of the combustion chamber in an exhaust stroke (dash-dotted line in fig. 5A) , opens partly at the end of the compression
  • the exhaust valve 213 open to an extent respecting the available valve clearance, where other designs may allow further/full opening of the valve.
  • the compression stage is utilised to a large extent to retard the crankshaft, but when the exhaust valve 213 opens, the compressed gas in the combustion chamber will expand through the exhaust valve 213 into the exhaust manifold 414.
  • the expansion of the pressured gas will in little or no extent provide a force to assist the piston 210 when moving towards BDC, and hence the reduction in propelling force will substantially reduce the time it takes for the internal combustion engine 101 to stop.
  • a plurality of, or all of, the combustion chambers il-i6 of the internal combustion engine 101 are controlled in this manner.
  • step 302 When a suitable control has been determined in step 302, e.g. according to fig. 5B or any other suitable control for
  • step 303 reducing crankshaft propulsion by expansion
  • step 303 fuel injection is turned off, and in step 304 the exhaust valve 213 is controlled by the determined control, in this case by suitable phasing of the camshaft 204, where valves of all combustion chambers may simultaneously
  • step 305 it is determined whether the internal combustion engine is stopped, i.e. the speed of rotation of the
  • crankshaft 205 has reached zero, and for as long as this is not the case, valve control according to the above is
  • valve control according to the invention is maintained until the speed of rotation has been at least reduced to a first speed of rotation nl , such as e.g. 10 or 50 rpm, where valve control may be returned to normal valve control at the very end of the stopping of the internal combustion engine to be set for a following start of the internal combustion engine, while still benefitting substantially from the present invention.
  • the exhaust valve 213 is maintained open during part of the expansion stage, i.e. from 0° and onwards. This may be beneficial e.g. to avoid or reduce the below atmospheric pressure that otherwise may arise if the combustion chamber is closed at atmospheric pressure at TDC and the combustion chamber volume then expands as the piston travels towards BDC . If the pressure becomes too low in the combustion chamber, oil may be drawn into the combustion chamber past the piston/cylinder wall, which may be
  • valve control can be determined to take this factor into account.
  • the exhaust valves of the combustion chambers are controlled, but
  • the intake valves may be controlled instead, e.g. by suitable phasing of
  • camshaft 203 may be controlled in a suitable manner, such as e.g. exhaust valve at the end of compression stage and intake valve at the beginning of the expansion stage, or vice versa.
  • the procedure described above may be used twice for each combustion cycle, i.e. intake of air may be carried out not only during the normal intake stage as above, but this may also be repeated with intake at the expansion stage, i.e.
  • valve does not close again as in fig. 5B but maintained open for a longer period of time, followed by a control during evacuation stage similar to the above where the exhaust valve is opened e.g. according to the above instead of as in the conventional manner.
  • the disclosed method may be used e.g. in start-stop solutions, and be utilised in vehicles where the internal combustion engine is stopped according to the present invention.
  • the present invention has been exemplified for a vehicle.
  • the invention is, however, applicable in any kind of craft, such as, e.g., aircrafts and watercrafts.
  • the invention is also applicable for use in combustion plants.
  • the invention is applicable for any kind of internal combustion, and not only where a piston is reciprocating in a combustion chamber, but also for other kinds of engines, such as e.g. Wankel engines, for as long as compression is performed as part of a combustion cycle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

La présente invention concerne un procédé d'arrêt d'un moteur à combustion interne (101), ledit moteur à combustion interne (101) ayant au moins une chambre de combustion (209) et un vilebrequin (112) agencé de sorte à être propulsé par ladite/lesdites chambre(s) de combustion (209), l'entrée de gaz dans ladite/lesdites chambre(s) de combustion (209) étant commandée par au moins une soupape d'admission (211), et l'évacuation de ladite/desdites chambre(s) de combustion (209) étant commandée par au moins une soupape d'échappement (213). Le procédé comprend, lorsque ledit moteur à combustion interne (101) doit être arrêté : -la coupure de l'injection de carburant, -lorsque l'injection de carburant est coupée, la commande d'une soupape d'admission (211) et/ou d'une soupape d'échappement (213) de ladite/desdites chambre(s) de combustion (209) de telle sorte que, après compression dans ladite/lesdites chambre(s) de combustion (209), la pression dans ladite chambre de combustion (209) est réduite afin de réduire une puissance de propulsion du vilebrequin (112) générée par l'expansion du gaz après ladite compression.
PCT/SE2017/050758 2016-07-12 2017-07-06 Procédé et système d'arrêt d'un moteur à combustion interne WO2018013041A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112017002863.9T DE112017002863T5 (de) 2016-07-12 2017-07-06 Verfahren und System zum Stoppen eines internen Verbrennungsmotors
BR112018075612-1A BR112018075612A2 (pt) 2016-07-12 2017-07-06 método e sistema para interromper um motor de combustão interna

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1651045-5 2016-07-12
SE1651045A SE542314C2 (en) 2016-07-12 2016-07-12 Method and system for stopping an internal combustion engine

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WO2018013041A1 true WO2018013041A1 (fr) 2018-01-18

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DE (1) DE112017002863T5 (fr)
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019211508A1 (fr) * 2018-05-04 2019-11-07 Wärtsilä Finland Oy Procédé de démarrage d'un moteur à pistons alternatif quatre temps à combustion interne, et moteur à pistons alternatif quatre temps à combustion interne
SE2350727A1 (en) * 2023-06-14 2024-12-15 Scania Cv Ab Control arrangement and method for shutting down a combustion engine

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070234991A1 (en) * 2006-03-31 2007-10-11 Leman Scott A Method and apparatus for controlling engine valve timing
JP2009024660A (ja) * 2007-07-23 2009-02-05 Hino Motors Ltd クランキング振動低減装置
US20090199807A1 (en) * 2008-02-08 2009-08-13 Schaeffler Kg Method for adjusting a camshaft of an internal combustion engine and internal combustion engine with an adjustable camshaft
WO2010046826A1 (fr) * 2008-10-23 2010-04-29 Brunel University Procédé de démarrage d'un moteur à combustion interne
DE102013020780A1 (de) * 2013-12-11 2015-06-11 Daimler Ag Phasenverstellvorrichtung für einen Ventiltrieb
US20160108840A1 (en) * 2014-03-14 2016-04-21 Aisin Seiki Kabushiki Kaisha Vehicle control device

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070234991A1 (en) * 2006-03-31 2007-10-11 Leman Scott A Method and apparatus for controlling engine valve timing
JP2009024660A (ja) * 2007-07-23 2009-02-05 Hino Motors Ltd クランキング振動低減装置
US20090199807A1 (en) * 2008-02-08 2009-08-13 Schaeffler Kg Method for adjusting a camshaft of an internal combustion engine and internal combustion engine with an adjustable camshaft
WO2010046826A1 (fr) * 2008-10-23 2010-04-29 Brunel University Procédé de démarrage d'un moteur à combustion interne
DE102013020780A1 (de) * 2013-12-11 2015-06-11 Daimler Ag Phasenverstellvorrichtung für einen Ventiltrieb
US20160108840A1 (en) * 2014-03-14 2016-04-21 Aisin Seiki Kabushiki Kaisha Vehicle control device

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019211508A1 (fr) * 2018-05-04 2019-11-07 Wärtsilä Finland Oy Procédé de démarrage d'un moteur à pistons alternatif quatre temps à combustion interne, et moteur à pistons alternatif quatre temps à combustion interne
SE2350727A1 (en) * 2023-06-14 2024-12-15 Scania Cv Ab Control arrangement and method for shutting down a combustion engine

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SE542314C2 (en) 2020-04-07
SE1651045A1 (en) 2018-01-13
DE112017002863T5 (de) 2019-02-28
BR112018075612A2 (pt) 2019-04-09

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