Engine Starting Time Calculation for Combustible Mixture Distribution
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Solution Overview
Problem
Existing methods for starting internal combustion engines are inefficient, leading to frequent unsuccessful starting attempts, increased stress on mechanical and electrical components, and a higher risk of deflagration due to prolonged starting processes.
Innovation Solution
A method that calculates and specifies the starting time based on the state of the internal combustion engine and auxiliary motor, aborts the starting attempt if the engine speed does not reach the starting speed within the specified time, and takes into account dead volumes and the size of the combustion chambers to ensure a combustible mixture reaches all cylinders, thereby reducing the risk of deflagration and increasing the probability of successful starts.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the starting time is extended to ensure all cylinders receive combustible mixture, then the completeness of mixture distribution is improved, but the risk of deflagration increases
Solution Approach 1:
The patent calculates the starting time in advance based on dead volume characteristics before the starting process begins. This preliminary determination of the optimal starting time allows the system to achieve complete mixture distribution without excessive duration, thereby preventing deflagration while ensuring all cylinders receive combustible mixture.
2Object-affected harmful factors
If the starting time is shortened to reduce deflagration risk, then the safety is improved, but the probability of successful start decreases
Solution Approach 1:
The patent changes the parameter of starting time from a fixed predetermined value to a dynamically calculated value based on specific engine characteristics (dead volume, cylinder configuration, auxiliary motor performance). This parameter optimization ensures the starting time is neither too short (failed start) nor too long (deflagration risk), achieving the optimal balance for successful and safe starting.
3Reliability
If multiple starting attempts are made to ensure engine startup, then the probability of successful start is improved, but the load on auxiliary motor and batteries increases
Solution Approach 1:
The patent performs preliminary calculation of the optimal starting time before each starting attempt, taking into account the specific characteristics of the engine and auxiliary motor. This preliminary optimization ensures that each starting attempt has the highest possible probability of success, thereby reducing the need for multiple repeated attempts and lowering the cumulative energy consumption and mechanical load on the auxiliary motor and batteries.
4Ease of operation
If a fixed predetermined starting time is used, then the simplicity of control is improved, but the adaptability to different engine states decreases
Solution Approach 1:
The patent changes the starting time parameter from a fixed predetermined value to a calculated value that adapts to different engine states, dead volumes, and auxiliary motor performances. Although this increases calculation complexity, it significantly improves adaptability to various operating conditions, ensuring optimal starting performance across different engine configurations and states.
Data Source
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Figure 3a~3b
AI summary
Method for starting an internal combustion engine (1) comprising a plurality of piston-cylinder units (2), wherein dead volumes (3) are present upstream of the piston-cylinder units (2), wherein during a starting attempt of the internal combustion engine (1) the pistons in the cylinders are driven by an auxiliary motor (5), wherein the maximum permissible duration of a starting attempt is limited by a predetermined starting time (ts) of the internal combustion engine (1), wherein the starting time (ts) is calculated and predetermined before or 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).