When it comes to GDI ‘start-stop’ technology, the control of final stop crank angle can never be neglected. The probability distribution of this final angle could be obtained via repetitious engine stop experimental method, the principle of which however, could not. As a result it seems impossible to get a concise control on the engine stop process. Dynamic model ‘engine stop’ has been established, simplified and modified in order to identify the key factors that have an effect on engine stop. The model was verified by related experiment to address the simulation demands. The analysis on simulation results provide us several essential conclusions that the factors, specifically heat transfer and leakage as well as the initial speed in compression top dead center of final stroke, will cause a strongly different piston final position. The engine final position will be relatively located in the range 0–10°CA, 60–90°CA ATDC.
Direct Injection Start-Stop Piston Final Stop Position Modelling and Analysis
Lect. Notes Electrical Eng.
Society of Automotive Engineers (SAE)-China Congress ; 2016 ; Shanghai, China October 26, 2016 - October 28, 2016
08.03.2017
10 pages
Aufsatz/Kapitel (Buch)
Elektronische Ressource
Englisch
VW has direct-injection Diesel, flywheel stop-start
Kraftfahrwesen | 1982
|Normally-Engaged Dual-Piston Clutch for Engine Stop-Start
British Library Conference Proceedings | 2015
|Normally-Engaged Dual-Piston Clutch for Engine Stop-Start Application
SAE Technical Papers | 2015
|Normally-engaged dual-piston clutch for engine stop-start application
Kraftfahrwesen | 2015
|Kraftfahrwesen | 2005
|