System and method for controlling fuel injection when an engine is automatically started to decrease an engine startup period

• US 9,249,750 B2
• Filed: 11/08/2012
• Issued: 02/02/2016
• Est. Priority Date: 11/08/2012
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Santoso, Halim G., Yurgil, James R., Smith, Stuart R., Shafto, Robert Douglas
• Primary Examiner(s): Moulis, Thomas
• Assistant Examiner(s): DALLO, JOSEPH J
• Application Number:
  US13/672,126
• Publication Number:
  US 20140129117A1
• Time in Patent Office: 1,181 Days
• Field of Search: 701101-105, 701/113
• US Class Current: 1/1
• CPC Class Codes: F02D 2041/0092 Synchronisation of the cylinders at engine start
• CPC Class Codes: F02D 2200/0402 the parameter being determined by using a model of the engine intake or its components
• CPC Class Codes: F02D 2200/0406 Intake manifold pressure
• CPC Class Codes: F02D 2200/0414 Air temperature
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/009 using means for generating position or synchronisation signals
• CPC Class Codes: F02D 41/065 at hot start or restart F02D41/067 takes precedence
• CPC Class Codes: F02D 41/182 for the control of a fuel injection device
• CPC Class Codes: F02D 41/30 Controlling fuel injection F02D41/182, F02D41/24 take precedence
• CPC Class Codes: F02N 11/0814 comprising means for controlling automatic idle-start-stop
• CPC Class Codes: F02P 5/045 combined with electronic control of other engine functions, e.g. fuel injection in general F02D37/02
• CPC Class Codes: F02P 5/1506 with particular means during starting
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A system according to the principles of the present disclosure includes a stop-start module and a fuel control module. The stop-start module stops an engine and thereby interrupts an engine cycle when a driver depresses a brake pedal while an ignition system is on and the engine is idling. The stop-start module restarts the engine when the driver releases the brake pedal. The fuel control module, when the engine is restarted, selectively injects fuel into a cylinder of the engine as the cylinder completes the interrupted engine cycle based on an amount of crankshaft rotation corresponding to a difference between a position of a piston in the cylinder when the piston is stopped and top dead center.

Claims

1. A system comprising:

a stop-start module that stops an engine and thereby interrupts a compression stroke of a cylinder in the engine when a driver depresses a brake pedal while an ignition system is on and the engine is idling, and that restarts the engine when the driver releases the brake pedal;

a fuel control module that, when the engine is restarted, selectively injects fuel into the cylinder as the cylinder completes the interrupted compression stroke based on an amount of crankshaft rotation corresponding to a difference between a position of a piston in the cylinder when the piston is stopped and top dead center; and

a spark control module that, when the engine is restarted, selectively generates spark in the cylinder as the cylinder completes the interrupted compression stroke based on the amount of crankshaft rotation.

2. The system of claim 1 wherein the fuel control module injects fuel into the cylinder during the interrupted compression stroke when the amount of crankshaft rotation is greater than a first angle.

3. The system of claim 2 wherein the fuel control module determines an injection amount and injection timing based on the amount of crankshaft rotation.

4. The system of claim 3 wherein the fuel control module applies a multiplier to the injection amount that is based on a propensity of the engine to automatically ignite, wherein the multiplier is greater than one.

5. The system of claim 2 wherein the fuel control module determines an injection amount and injection timing based on a compression ratio of the cylinder and an amount of air trapped within the cylinder when the engine is shut down.

6. The system of claim 5 wherein the fuel control module estimates the trapped air amount based on the piston stopping position, engine geometry, an intake air temperature, and a manifold pressure, and the fuel control module estimates the compression ratio based on valve timing and a ratio of a first volume of the cylinder at the piston stopping position to a second volume of the cylinder at top dead center.

7. The system of claim 1 wherein the spark control module generates spark in the cylinder during the interrupted compression stroke when the amount of crankshaft rotation is greater than a first angle.

8. The system of claim 7 wherein the spark control module determines spark timing based on the piston stopping position.

9. The system of claim 8 wherein the spark control module determines the spark timing further based on at least one of an engine shutdown period, a manifold pressure, and an intake air temperature.

19. The system of claim 2 wherein the fuel control module adjusts the first angle based on a target engine speed.

10. A method comprising:

stopping an engine and thereby interrupting a compression stroke of a cylinder in the engine when a driver depresses a brake pedal while an ignition system is on and the engine is idling;

restarting the engine when the driver releases the brake pedal;

when the engine is restarted, selectively injecting fuel into the cylinder as the cylinder completes the interrupted compression stroke based on an amount of crankshaft rotation corresponding to a difference between a position of a piston in the cylinder when the piston is stopped and top dead center; and

when the engine is restarted, selectively generating spark in the cylinder as the cylinder completes the interrupted compression stroke based on the amount of crankshaft rotation.

11. The method of claim 10 further comprising injecting fuel into the cylinder during the interrupted compression stroke when the amount of crankshaft rotation is greater than a first angle.

12. The method of claim 11 further comprising determining an injection amount and injection timing based on the amount of crankshaft rotation.

13. The method of claim 12 further comprising applying a multiplier to the injection amount that is based on a propensity of the engine to automatically ignite, wherein the multiplier is greater than one.

14. The method of claim 11 further comprising determining an injection amount and injection timing based on a compression ratio of the cylinder and an amount of air trapped within the cylinder when the engine is shut down.

15. The method of claim 14 further comprising:

estimating the trapped air amount based on the piston stopping position, engine geometry, an intake air temperature, and a manifold pressure; and

estimating the compression ratio based on valve timing and a ratio of a first volume of the cylinder at the piston stopping position to a second volume of the cylinder at top dead center.

16. The method of claim 10 further comprising generating spark in the cylinder during the interrupted compression stroke when the amount of crankshaft rotation is greater than a first angle.

17. The method of claim 16 further comprising determining spark timing based on the piston stopping position.

18. The method of claim 17 further comprising determining the spark timing further based on at least one of an engine shutdown period, a manifold pressure, and an intake air temperature.

20. The method of claim 11 further comprising adjusting the first angle based on a target engine speed.