Method for starting an internal combustion engine
A technology for internal combustion engines and fuels, applied to internal combustion piston engines, combustion engines, engine control, etc., can solve problems such as unfavorable starting conditions of internal combustion engines
Inactive Publication Date: 2010-06-16
AUDI AG +1
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Problems solved by technology
The sum of these two components leads to unfavorable starting conditions of the internal combustion engine
Method used
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[0021] When calculating the fuel fraction A to be dosed for an internal combustion engine by means of a known motor control system, an attempt is made to describe in each case all influencing parameters which influence the effective composition of the fuel-air mixture in the combustion chamber. Such as figure 1 As shown in , the fraction A of the fuel to be dosed is formed from a basic fraction B of fuel. The basic fuel fraction B for each operating point of the internal combustion engine can be stored in a composite characteristic curve (Kennfeld) and corrected with other factors as a function of the corresponding operating point parameters for stoichiometric operation of the internal combustion engine.
[0022] The correction factor describes a particular operating point of the internal combustion engine, for example during start-up, warm operation or possible load changes. The basic fuel fraction B is corrected with respect to a correction factor C during the starting proc...
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The invention relates to a method for starting a, preferably, bivalently operated internal combustion engine. When the internal combustion engine, which is operated with gaseous fuel, is switched offor when gaseous fuel penetrates into the intake path, more time is required for the starting thereof. The reason thereof is the amount of gaseous fuel in the intake arrangement of the internal combustion engine. The fuel-air mixture taken in at the start comprises a gaseous amount of fuel which is present prior to the start and an amount of the additionally added liquid fuel. The total of both ofthe amounts leads to an unfavourable starting of the internal combustion engine. The aim of the invention is to start the internal combustion engine without delay. According to the invention, the basis of the calculation which is used to determine the portion of fuel expands, which should be proportionate to air taken in by the internal combustion engine. The proportion of fuel which is present prior to the start in the intake arrangement (F) influences the amount of gaseous fuel. In a preferred embodiment, the amount of gaseous fuel in the intake arrangement is determined by several individual factors and the adaptation factor describing modifications of the leakages of the injectors during the service life of the internal combustion engine is integrated in the determination of the amountof gaseous fuel in the intake arrangement. The first fuel injections are corrected according to the amount of gaseous fuel in the intake arrangement, or delayed such that an optimal fuel-air mixturein the combustion chamber is adjusted for the start of the internal combustion engine.
Description
technical field [0001] The invention relates to a method for starting an internal combustion engine. Background technique [0002] It is known that an increasing number of alternatives are being discussed for the drive of motor vehicles. Hyundai has made the switch from internal combustion engines running solely on petrol or diesel to a bivalent drive scheme. [0003] DE 3233935 A1 describes a gasoline internal combustion engine which can optionally be operated with gasoline or LPG fuel. It is provided with a converter by means of which it is possible to switch between gasoline and LPG fuel operation. [0004] DE 10255345 A1 shows a method and a device for assessing the composition of LPG fuel, in which a motor vehicle drive with a binary fuel system is described, which uses not only gasoline but also LPG fuel. Usually the internal combustion engine is started with gasoline and LPG fuel is used after starting. [0005] However, if a bivalently operated internal combustio...
Claims
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IPC IPC(8): F02D41/00F02D41/06F02N99/00
CPCF02D41/0027F02D41/062F02D19/061F02D19/081F02D19/0647Y02T10/30
Inventor B·贝克尔H·克莱因
Owner AUDI AG