Method and device for controlling an internal combustion engine

Inactive Publication Date: 2013-06-27
ROBERT BOSCH GMBH
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Benefits of technology

[0005]If a quantity of air supplied to the internal combustion engine is reduced by means of an air metering device and only increased again shortly before the internal combustion engine comes to a halt, “engine shake”, i.e. the generation of discernible vibration, can be avoided. This is achieved by initially reducing the quantity of air supplied to the internal combustion engine as the internal combustion engine runs down and increasing it again if a detected speed of the internal combustion engine has fallen below a speed threshold value.

Problems solved by technology

There is therefore a conflict of aims between rapid engine starting (which requires a large quantity of air in the cylinder) and comfortable, i.e. low-vibration, engine rundown (which requires a small amount of air in the cylinder).

Method used

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  • Method and device for controlling an internal combustion engine
  • Method and device for controlling an internal combustion engine
  • Method and device for controlling an internal combustion engine

Examples

Experimental program
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Embodiment Construction

[0028]FIG. 1 shows a cylinder 10 of an internal combustion engine having a combustion chamber 20, a piston 30, which is connected by a connecting rod 40 to a crankshaft 50. The piston 30 performs an up and down motion in a known manner. The reversal points of the motion are referred to as dead center positions. The transition from an upward motion to a downward motion is referred to as the top dead center position, while the transition from a downward motion to an upward motion is referred to as the bottom dead center position. An angular position of the crankshaft 50, referred to as a crank angle, is conventionally defined relative to the top dead center position. A crankshaft sensor 220 detects the angular position of the crankshaft 50.

[0029]Air to be combusted is sucked into the combustion chamber 20 via an intake pipe 80 in a known manner during a downward motion of the piston 30. This is referred to as the intake stroke or inlet stroke. The combusted air is forced out of the co...

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PUM

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Abstract

The invention relates to a method for stopping an internal combustion engine, wherein an amount of air which is supplied via an air metering device of the internal combustion engine, in particular a throttle flap (100), is reduced after a stopping order has been detected. According to the invention, the amount of air which is supplied via the air metering device of the internal combustion engine is again increased when the detected speed (n) of the internal combustion engine falls below a predefinable speed threshold value (ns), wherein an intake cylinder (ZYL2) to which the amount of air is supplied does not enter any working cycle after the amount of supplied air has been increased.

Description

BACKGROUND OF THE INVENTION[0001]Particularly in the case of vehicles with start / stop technology, i.e. when the engine is frequently switched off and on again during normal driving operation, comfortable running down of the internal combustion engine and rapid restarting of the internal combustion engine is of great importance.[0002]JP-2008298031 A describes a method in which the throttle valve of the internal combustion engine is closed during rundown in order to suppress vibration. By means of this measure, the air charge in the cylinders in the internal combustion engine is reduced, thus reducing the roughness of rundown since compression and decompression are minimized.[0003]To restart the internal combustion engine, however, as much air as possible is required in the cylinders in which ignition takes place for the restart. There is therefore a conflict of aims between rapid engine starting (which requires a large quantity of air in the cylinder) and comfortable, i.e. low-vibrat...

Claims

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Application Information

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Patent Type & Authority Applications(United States)
IPC IPC(8): F02D41/00
CPCF02D41/0002F02D41/042F02D41/1402F02N11/0814F02N99/002Y02T10/42F02N2019/008F02N2200/022F02N2200/0801Y02T10/48F02N99/006Y02T10/40F02D41/00F02N11/08
Inventor CALVA, ELIASRAI, KARTHIKMUELLER, NORBERTWEISS, RUEDIGERDIETRICH, MANFRED
Owner ROBERT BOSCH GMBH
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