EP0617756B1 - Brennkraftmaschine - Google Patents

Brennkraftmaschine Download PDF

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Publication number
EP0617756B1
EP0617756B1 EP92924699A EP92924699A EP0617756B1 EP 0617756 B1 EP0617756 B1 EP 0617756B1 EP 92924699 A EP92924699 A EP 92924699A EP 92924699 A EP92924699 A EP 92924699A EP 0617756 B1 EP0617756 B1 EP 0617756B1
Authority
EP
European Patent Office
Prior art keywords
frequency
starter
internal combustion
frequency signal
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP92924699A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0617756A1 (de
Inventor
Josef Bauer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Motorenfabrik Hatz GmbH and Co KG
Original Assignee
Motorenfabrik Hatz GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Motorenfabrik Hatz GmbH and Co KG filed Critical Motorenfabrik Hatz GmbH and Co KG
Publication of EP0617756A1 publication Critical patent/EP0617756A1/de
Application granted granted Critical
Publication of EP0617756B1 publication Critical patent/EP0617756B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • F02N11/101—Safety devices for preventing engine starter actuation or engagement
    • F02N11/105—Safety devices for preventing engine starter actuation or engagement when the engine is already running

Definitions

  • the present invention relates to an internal combustion engine according to the preamble of claim 1.
  • a starter protection system for such an internal combustion engine is known from US Pat. No. 4,901,690.
  • actuation of the starter is ruled out as long as the engine speed exceeds a predetermined threshold value and - for a predetermined time interval - after the starter switch has been opened.
  • the last-mentioned circuit prevents the starter from being actuated within the predetermined time interval despite the starter switch being closed again after a first brief actuation of the starter switch, but without the motor starting.
  • this starter protection system also does not provide reliable protection in all possible operating states of the engine.
  • the starter can in turn be actuated in the run-down phase of the engine.
  • the second switching frequency of the frequency relay below which the starter can be actuated again, is preferably located close to 0; as long as the switching frequency is greater than 0, however, there remains the danger of starting into the motor which is coasting down.
  • US Pat. No. 4,070,585 discloses a starter protection system in which the starter circuit is interrupted for a first time interval when the starter switch is opened, but the starter circuit is only opened after a minimal delay of the order of 20 to 30 msec.
  • the control is designed so that the starter circuit is opened for a predetermined time interval (approx. 2 sec) when the engine has come to a standstill.
  • the known starter protection devices controlled by the start of charging of the alternator also do not always work satisfactorily reliably. Again and again it happens in practice that the engine is started. One reason for this was the dependency of the start of charge speed on a number of factors such as temperature, battery voltage, excitation power, generator tolerances etc. Under unfavorable conditions it can happen that, although the engine is already running, the alternator is not yet charging, so that the starter can still be operated. This can also be the case if the alternator or regulator is defective. The result is damage to the engine and / or starter. Furthermore, in the known internal combustion engines it is generally possible to actuate the starter several times in quick succession, so that the starter switches on when it is pressed a second time into the motor that has not yet come to a standstill. This can also cause damage to the starter and / or engine.
  • the present invention has for its object to provide a generic internal combustion engine in which actuation of the electric starter is reliably prevented under all operating conditions with the engine running and swinging out.
  • the circuit arrangement comprises a second time delay element and also controls the switch-off relay for "opening the starter circuit" for a second time interval if, as the frequency of the frequency signal decreases as a result of a decreasing engine speed, the frequency of the frequency signal has a second switching frequency of the frequency relay.
  • the shutdown relay is primarily direct Depending on the speed of the internal combustion engine operated. As soon as the frequency signal proportional to the engine speed exceeds the switching frequency, the frequency relay of the circuit arrangement controls the switch-off relay in such a way that it interrupts the starter circuit. Whether the alternator is already charging at this speed or not has no influence on the starter protection device. Thus, neither the operating conditions of the internal combustion engine play a role, nor the functional state of the alternator and the regulator. The corrosion of electrical contacts that occurs with increasing age of the internal combustion engine, which can also lead to a shift in the start of charging speed and thus to an impairment of the function of conventional starter protection circuits, has no influence on the function of the starter protection circuit in internal combustion engines according to the invention.
  • the starter circuit By also interrupting the starter circuit via a first time delay element of the circuit arrangement for a predetermined time interval even when the starter switch is opened, ie the terminal "50" is de-energized, it is excluded that after only a brief actuation of the starter switch, whereby the engine is started but does not reach its starting speed, the starter can be actuated repeatedly as long as the engine has not oscillated.
  • the corresponding time interval is set depending on the motor type so that the motor has come to a standstill before the starter can be operated again.
  • the order of magnitude for the time interval of the first time delay element is approximately 8 seconds.
  • the second time delay element provided within the scope of the invention, which after the frequency of the frequency signal drops below the switching point of the frequency relay, holds the switch-off relay for a second time interval in the position in which the starter circuit is interrupted, prevents the starter from starting in the oscillating motor, in particular after switching off from "normal" operation.
  • the delay time is set so that it is always greater than the swing-out time, ie the time from falling below the lower switching frequency until the motor comes to a complete standstill.
  • the second time interval is therefore particularly dependent on the switching frequency of the frequency relay, ie on the engine speed at which the frequency relay would enable the starter to be operated again when the engine speed decreased.
  • the starter protection circuit provided in the context of the invention - unlike the known starter protection circuit - can be used in all internal combustion engines, even in those which are equipped with a regulator which only slowly extinguishes the charge control lamp at the start of charging. A fluttering of the switch-off relay that has occurred up to now cannot occur even with the latter-mentioned internal combustion engines if they are designed according to the invention.
  • a frequency relay as used according to the invention in the circuit arrangement for controlling the switch-off relay, is known as such and is commercially available; Such frequency relays can be obtained, for example, from Rheintacho GmbH & Co. in 7800 Koch. The frequency setpoint at which the known frequency relay closes the working circuit can be set. The construction of a frequency relay as such is therefore not the subject of the present invention.
  • the switching frequency set on the frequency relay depends not only on the type of the internal combustion engine in question, but also on the ratio of the speed of the internal combustion engine and the frequency signal of the frequency signal generator, which is dependent on a possible translation. The latter is particularly dependent on the type and arrangement of the frequency signal transmitter. If a three-phase alternator is used, the frequency relay on the input side is preferably connected to the "W" terminal of the alternator. In this case, a phase of the three-phase current generated by the alternator forms the frequency signal controlling the frequency relay; the alternator then represents the frequency signal generator.
  • frequency signal generator on the internal combustion engine.
  • a Hall generator or an inductive frequency transmitter is preferably used as the frequency signal transmitter.
  • the arrangement of these frequency signal transmitters is preferably on the starter ring gear. In this case, the frequency of the frequency signal identical to the speed of the internal combustion engine.
  • the frequency relay has two different switching points, depending on the direction in which the frequency of the frequency signal changes, ie whether the frequency increases or decreases with increasing or decreasing engine speed.
  • the switching frequency is greater with increasing frequency of the frequency signal than with decreasing frequency. This ensures that on the one hand the starter circuit is not interrupted prematurely, ie not before the internal combustion engine runs safely, but on the other hand that the starter remains locked even when the engine speed drops subsequently to very low values (less than self-running speed).
  • the frequency relay actuates the switch-off relay in a manner that interrupts the starter circuit when the frequency rises above 300 Hz, whereas if the frequency of the frequency signal falls below 10 Hz, it actuates the switch-off relay in a manner that closes the starter circuit.
  • the housing comprising the circuit arrangement needs to be attached to a suitable location on the engine block; the cable, which has connected the cut-off relay to the controller in known internal combustion engines, only has to be changed over in such a way that it now connects the cut-off relay to the output of the control. If further the appropriate Inputs of the control with the frequency signal generator, in particular the terminal "W" of the alternator, the terminal "50" of the starter switch and the voltage source, the conversion is complete.
  • the switch-off relay can be designed in any way. However, it is expedient to provide a polarized relay, the circuit of the switch-off relay being such that the starter circuit is closed when the control side is de-energized and opened when the coil is energized. This ensures that the engine can be started even if the control fails.
  • a three-phase alternator 2 is mechanically coupled to the internal combustion engine 1.
  • the electric starter 3 is provided on this.
  • the starter battery 4 provides the electrical energy required for starting.
  • the starter switch 5 is arranged, the actuation of which is required to close the starter circuit.
  • the switch-off relay 6 is provided in the starter circuit. It closes the starter circuit as long as there is no potential at its control input 6a. This means that the switch-off relay interrupts the starter circuit as soon as a sufficiently high potential is present at its control input 6a.
  • the control side of the switch-off relay 6 is connected to the output 7a of the circuit arrangement (control) 7.
  • the working input 7b of the controller 7 is connected to the positive potential of the starter battery 4.
  • the control input 7c of the control 7 is connected to the terminal "W" of the alternator 2 and the control input 7d of the control is connected to the terminal "50" of the starter switch 5.
  • the alternator speed which is proportional to the speed of the internal combustion engine 1 is equal to the frequency of the frequency signal, which is that in the circuit arrangement 7 provided frequency relay is supplied.
  • the working side of the controller 7 is interrupted, the working input 7b and the working output 7a are electrically separated from one another.
  • the control input 6a of the switch-off relay 6 is thus potential-free and the working side is conductive, i.e. the terminals 6d and 6c are conductively connected to one another. If the starter switch 5 is actuated in this situation, there is positive potential at the terminal "50" of the starter 3, so that it starts up.
  • Fig. 2 illustrates the starting process as a curve of the frequency signal of the frequency generator over time.
  • the starter 3 the internal combustion engine 1 and the alternator 2 coupled to it run up; the frequency f of the voltage that can be tapped at the terminal "W" of the alternator 2 thus also increases.
  • the frequency exceeds the upper switching point F 1 set on the frequency relay of the controller 7, a connection between the terminals 7 a and 7 b of the working side of the controller 7 is established.
  • the coil 6b of the switch-off relay 6 energized, and the switch-off relay 6 opens on the work side, so that the starter switch 3 is interrupted despite the starter switch 5 still being operated.
  • This switching state is maintained through the frequency relay alone until the frequency of the frequency that can be tapped at the terminal "W" of the alternator 2 drops below the lower switching frequency F2 of the frequency relay.
  • the second time delay element provided in the circuit arrangement 7 is activated, which further maintains the conductive connection between the terminals 7b and 7a of the control for the second time interval ⁇ t2.
  • the coil 6b of the switch-off relay 6 is thus still energized, and the working side of the switch-off relay remains interrupted.
  • the first time delay element provided in the circuit arrangement 7 is activated, which also has an electrically conductive connection between the terminals 7b and 7a of the circuit arrangement 7 and thus the switch-off relay 6 by energizing its coil 6b in the sense of a Interrupts the starter circuit controls.
  • the first time delay element which blocks the starter for the time interval ⁇ t1, especially when the engine has not started, ie the frequency of the frequency signal has remained below the upper switching frequency F1 is.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Eletrric Generators (AREA)
EP92924699A 1991-12-19 1992-12-10 Brennkraftmaschine Expired - Lifetime EP0617756B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19914142084 DE4142084C1 (enrdf_load_stackoverflow) 1991-12-19 1991-12-19
DE4142084 1991-12-19
PCT/EP1992/002845 WO1993012338A1 (de) 1991-12-19 1992-12-10 Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0617756A1 EP0617756A1 (de) 1994-10-05
EP0617756B1 true EP0617756B1 (de) 1995-08-02

Family

ID=6447557

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92924699A Expired - Lifetime EP0617756B1 (de) 1991-12-19 1992-12-10 Brennkraftmaschine

Country Status (5)

Country Link
EP (1) EP0617756B1 (enrdf_load_stackoverflow)
JP (1) JPH07502094A (enrdf_load_stackoverflow)
CN (1) CN1033182C (enrdf_load_stackoverflow)
DE (2) DE4142084C1 (enrdf_load_stackoverflow)
WO (1) WO1993012338A1 (enrdf_load_stackoverflow)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2699607B1 (fr) * 1992-12-23 1995-01-20 Valeo Equip Electr Moteur Circuit de commande d'un démarreur de véhicule automobile.
DE19647286B4 (de) * 1995-11-22 2007-06-14 Volkswagen Ag Anlasser für eine Verbrennungskraftmaschine
JP2000130299A (ja) * 1998-10-26 2000-05-09 Mitsubishi Electric Corp スタータ保護装置
JP4670656B2 (ja) * 2006-01-24 2011-04-13 株式会社デンソー 車両の電力供給装置
CN102392774A (zh) * 2011-12-12 2012-03-28 无锡国煤重工机械有限公司 一种矿用防爆柴油机起动电机限时保护器
JP5566499B1 (ja) * 2013-05-01 2014-08-06 三菱電機株式会社 内燃機関の自動停止再始動装置および内燃機関の自動停止再始動方法
WO2016093779A1 (en) * 2014-12-08 2016-06-16 Turk Traktor Ve Ziraat Makinalari Anonim Starter protection system

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1439743A (en) * 1975-02-13 1976-06-16 Mullard Ltd Starter motor lockout system for an internal combustion engine
US4045062A (en) * 1975-12-17 1977-08-30 General Motors Corporation Electric cranking motor automatic disconnect and lockout circuit
US4209816A (en) * 1978-07-07 1980-06-24 Eaton Corporation Protective control for vehicle starter and electrical systems
US4901690A (en) * 1988-12-12 1990-02-20 General Motors Corporation Electronic starting motor system having timed cranking period control

Also Published As

Publication number Publication date
DE59203136D1 (de) 1995-09-07
EP0617756A1 (de) 1994-10-05
CN1074731A (zh) 1993-07-28
WO1993012338A1 (de) 1993-06-24
JPH07502094A (ja) 1995-03-02
CN1033182C (zh) 1996-10-30
DE4142084C1 (enrdf_load_stackoverflow) 1993-07-15

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