EP0964995B1 - Systemes de demarrage pour moteur a combustion interne et procede de demarrage correspondant - Google Patents

Systemes de demarrage pour moteur a combustion interne et procede de demarrage correspondant Download PDF

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Publication number
EP0964995B1
EP0964995B1 EP98913670A EP98913670A EP0964995B1 EP 0964995 B1 EP0964995 B1 EP 0964995B1 EP 98913670 A EP98913670 A EP 98913670A EP 98913670 A EP98913670 A EP 98913670A EP 0964995 B1 EP0964995 B1 EP 0964995B1
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EP
European Patent Office
Prior art keywords
energy
internal combustion
starter
combustion engine
starting
Prior art date
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Expired - Lifetime
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EP98913670A
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German (de)
English (en)
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EP0964995A1 (fr
Inventor
Thomas Pels
Klaus Revermann
Holger Riekenbrauck
Klaus-Peter Zeyen
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Continental ISAD Electronic Systems GmbH and Co OHG
Original Assignee
Continental ISAD Electronic Systems GmbH and Co OHG
ISAD Electronic Systems GmbH and Co KG
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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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
    • F02N19/04—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines
    • 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
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • 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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • 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
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • 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
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0885—Capacitors, e.g. for additional power supply
    • 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
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0888—DC/DC converters
    • 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
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/023—Engine temperature
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/046—Energy or power necessary for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P19/00—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
    • F02P19/02—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs

Definitions

  • the present invention relates to a starter system for a Internal combustion engine and a method for starting an Combustion engine.
  • an internal combustion engine using Capacitors can start. This is the one required to start Energy from an on-board electrical system battery (with 12 volts or 24 volts) With the help of a step-up DC-DC converter (so-called step-up converter) brought to a higher voltage level and stored in one or more capacitors.
  • Starter systems are e.g. from SU 1265388 A1 (MOSC AUTOMECH) and EP 0 390 398 A1 (ISUZU) are known.
  • the capacitor store is at the same voltage level as the vehicle battery, so there is no step-up converter in between. Examples of this are given in DE 41 35 025 A1 (MAGNETI MARELLI) and U.S. Patent No. 5,041,776 (ISUZU).
  • JP 02175350 A ISUZU
  • JP 02175351 A ISUZU
  • the present invention aims to provide an improved Starter system with short-term storage, such as one Capacitor storage. This also includes the Provision of an appropriate procedure for starting.
  • the invention is based on the following findings: at depths Temperatures of the internal combustion engine, especially in severe Frost like -20 ° C is the electrical energy needed to start much larger than at high temperatures, for example at Operating temperatur. This is essentially based on the essential greater resistance that the internal combustion engine due to Cold opposes greater viscosity of the oil to the starter rotation.
  • the starter system must be for the deepest in practice occurring temperatures can be designed. That is, the capacity of the capacitor is for the most common higher ones Temperatures extremely oversized.
  • the invention takes a different path: because one too temperature-dependent loading of the temporary storage does not change anything that this is for the lowest occurring temperature must be dimensioned - and is therefore oversized. It was recognized that - at higher temperatures not needed - proportion short-term storage capacity in the service of other consumers (as the starter) can be put to this preferably for a short time before starting the internal combustion engine to be able to supply high performance. At high temperatures like e.g. Operating temperature stands for these additional consumers a relatively large amount of energy and power before starting Available. As the temperature of the internal combustion engine decreases, it decreases this amount because a larger amount of energy for the starting process must be kept available.
  • Capacitor storage With appropriate dimensioning of the Capacitor storage remains at the lowest occurring Temperature just no energy for the additional consumers left. Your feeding can - in this relatively rare occurrence Case - e.g. postponed to the time immediately after starting if a generator driven by the internal combustion engine provides enough energy.
  • Short-term storage is preferably each storage for understood electrical energy in which the majority (e.g. 97%) the maximum energy stored non-destructively within 60 Seconds, preferably within 30 seconds and especially can preferably be removed within 15 seconds.
  • chemical energy stores can also be used for this act for high power consumption, e.g. so-called alkaline Secondary systems, e.g. alkaline nickel / cadmium systems or nickel / iron systems, e.g. Sintered electrodes or fiber structure electrodes can contain.
  • Long-term storage is on the other hand, a memory that, after fully charged, the entire stored energy is only extracted in periods longer than 10 min can be.
  • the consumer is advantageously an electrical one Heating preferably a catalyst heater (claim 2). It will be used to meet future strict emissions regulations expected to be required when the catalytic converters Otto engines are electric before the internal combustion engine is started to heat. This ensures that the catalyst already at its first temperature at its operating temperature lies and thus works effectively.
  • the invention allows one rapid preheating of the catalytic converter practically without construction Additional effort by the - otherwise oversized - short-term storage if the internal combustion engine temperatures are not too low serves as a buffer for the catalyst heating energy.
  • the starter is advantageous from an inverter with a DC link fed, the short-term energy storage at the voltage level of the DC link lies (claim 3).
  • a DC link inverter cuts, for example, from a constant DC link voltage with the help of electronic switches (e.g. field effect transistors or IGBTs) wide modulated pulses out, averaged by the inductance of the generator almost smooth direct currents of the desired voltage or alternating currents desired frequency, amplitude and phase.
  • the starter is therefore advantageous as a three-phase machine (also Called induction machine). This is - in contrast to a commutator machine - especially one without a commutator Machine understood in which e.g.
  • the starter can be used in particular as an asynchronous machine, e.g. With Short-circuit rotor, or as a synchronous machine, e.g. with runner with pronounced magnetic poles.
  • the short-circuit runner in the asynchronous machine e.g. a cage runner with short-circuit bars be in the axial direction.
  • the rotor has windings which e.g. can be short-circuited externally via slip rings.
  • the pronounced Magnetic poles of the rotor realized on the synchronous machine e.g. by permanent magnets or by electromagnets that e.g.
  • the starter can be supplied with excitation current via slip rings.
  • the starter can be used indirectly, for example via pinions, countershafts etc. be coupled to the engine shaft. But sits advantageously part of the starter, especially the runner, directly on the Motor shaft and is preferably rotatably coupled to it or coupled.
  • the runner can, for example, on the gear leading shaft sit, or on the other side of the internal combustion engine on the stub of the waves ending blind there.
  • Another Part of the starter, especially the stand is non-rotatable connected to a non-rotatable part or releasably connectable, e.g. the engine or gearbox.
  • An inverter-controlled three-phase machine can be used in addition to the Starter function advantageously one or more additional functions have, e.g. the function of a generator for the electrical system supply, an additional vehicle drive motor, as an additional Vehicle brake and / or an active smoothing device for Rotational irregularities due to internal combustion engines whose discontinuous mode of operation occur.
  • the reversal from engine to generator operation is carried out by appropriate Reversal of the magnetic fields using the corresponding inverter control.
  • the invention is also based on methods for starting an internal combustion engine directed. Regarding the features, configurations and Advantages of the method according to the invention are set out in claims 4 and 5 and the above and following explanations of the starter system and its configurations and exemplary embodiments directed.
  • the proportion e v of the energy stored in the capacitor which is branched off for the consumer, is plotted as a function of the temperature of the internal combustion engine.
  • the proportion e v is defined as the ratio of the amount of energy E v diverted to the consumer and the amount of the total energy E total stored in the capacitor.
  • T min the lowest occurring temperature
  • T max the highest occurring temperature of the internal combustion engine
  • only part of the stored energy is required for starting, ie the starting energy component e Start / warm is significantly less than one.
  • the remaining amount of energy can be used to feed a consumer before starting, ie the consumer energy component e V / warm is equal to the difference between one and e Start / warm .
  • 1 schematically illustrates e v for all values between T min and T max .
  • a starter system for a motor vehicle, e.g. a passenger car, an internal combustion engine 1, the Torque via a drive shaft 2 (e.g. the crankshaft of the Internal combustion engine 1), a clutch 3 and others (not shown) Parts of a drive train on the drive wheels of the vehicle emits. With the starter function of interest here the clutch 3 opened.
  • Electric machine 4 serving as a starter, here an asynchronous three-phase machine. It has one directly on the drive shaft 2 seated and rotatably connected runner 5 and one e.g. Stand 6 supported on the housing of the internal combustion engine 1 on.
  • the starter 4 (as well as the facilities described in more detail below for its supply and for energy storage) are like this dimensioned that the internal combustion engine 1 preferably directly (i.e. without flywheel function or the like) can and preferably also no ratio or reduction between Starter 4 and internal combustion engine 1 is arranged so that both can run together permanently.
  • the winding (not shown) of the stator 6 is by an inverter 7 with electrical Currents and voltages practically freely adjustable amplitude, Phase and frequency fed. It is e.g. a DC link inverter, which from a in essentially constant DC link voltage with the help of electronic switches e.g.
  • the inverter is essentially a machine-side DC-AC converter 7a, an intermediate circuit 7b and a DC voltage converter 7c on the electrical system side.
  • Short-term energy storage 8 e.g. a capacitor store
  • the converter 7c is with a vehicle electrical system 9 and a long-term energy storage, here an electrical system battery 10, coupled.
  • the electrical system 9 and the Battery 10 is at a low voltage level, e.g. 12 or 24 volts.
  • the intermediate circuit 7b lies on a increased voltage, which is advantageously in the range between 48 and is 350 volts.
  • the electrical machine 4 can after Starting process in which she needs electrical energy as a generator act, i.e. deliver electrical energy.
  • the converter 7c is therefore designed as a bidirectional converter, on the one hand for the starting process or its preparation electrical energy bring from the on-board electrical system battery 10 into the intermediate circuit 7b can, and on the other hand in generator operation energy from the To transfer intermediate circuit 7b to the low voltage side Consumers of the electrical system 9 to feed and the electrical system battery 10 to load.
  • the converter 7a converts the DC voltage during motor operation of the intermediate circuit 7b in AC voltage, in generator mode it feeds the one supplied by the electrical machine 4 Energy after rectification in the intermediate circuit 7b.
  • the Capacitor memory 8 is able to generate voltage pulses with a for a high pulse frequency (advantageous in the range from 20 kHz to 100 kHz) with the required slope. He also serves as an energy store for those required to start Energy, possibly in cooperation with the battery 10. With others Embodiments (not shown) is for deployment flank divider Pulse a separate, particularly quickly unloadable Capacitor storage is provided, which is only lower Capacity.
  • the charging of the capacitor store 8 can either in generator mode by the electrical Machine 4 via the converter 7a, or when the vehicle is at a standstill take place from the battery 10 via the converter 7c.
  • High performance consumer e.g. an electric catalyst heater
  • a consumer control device 12 with the DC link 7b coupled. Feeding the high-performance consumer 11 advantageously takes place at a high voltage level, e.g. the voltage level of the intermediate circuit 7b.
  • the consumer control device 12 does not serve as a voltage converter, but only as a current control device. In other embodiments it also has the function of a voltage converter to higher ones or lower voltages.
  • a higher-level control device 13 controls the inverter 7, namely the inverter 7a and the Converter 7c, as well as the consumer control device 12. It gives that Converter 7a amplitude, phase and frequency of the starter 4 to supplying three-phase current. The converter 7c gives the amount of current the current direction and the amount of the voltage increase or -reduction before. Finally, there is the consumer control device 12 what amount of current this from the intermediate circuit 7b and if necessary which voltage difference to overcome is.
  • the controller 13 receives input signals from one Temperature sensor 14, the information e.g. about the coolant temperature of the internal combustion engine 1 delivers. It also receives Input signals from a rotary encoder (not shown) which it determine the current speed of the drive shaft 2 can. It can also receive a number of other information e.g. regarding the position of the throttle valve of the internal combustion engine 1, the ignition timing etc.
  • step S1 the capacitor store 8 is charged.
  • the charging takes place to a fixed predetermined value, e.g. through the The target value of the DC link voltage is specified.
  • the capacitor store 8 is already charged with the internal combustion engine running then as a generator functioning electrical machine 4.
  • the capacitor store 8 discharges gradually, so that it is then wholly or partially by taking energy is to be charged from the on-board electrical system battery 10.
  • step S2 the control unit 13 determines the current temperature of the Internal combustion engine based on that supplied by the temperature sensor 14 Measurement information.
  • step S3 the control device 13 determines e.g.
  • step S4 Control unit 13 from whether a command to start the internal combustion engine - was given by pressing the ignition key. If this is not the case, the control unit 13 carries out the Steps S2 to S5 are repeated. If, however, a start command has been given, it proceeds to the following step S6.
  • this is Program in a passive waiting state; only after receiving one Starting commands, it carries out actions in accordance with steps S2 and S4 through).
  • the control device 13 causes the High-performance consumer 11, here a catalyst heater, with short term very high performance with the part of the Energy is fed.
  • the catalyst immediately comes e.g. to operating temperature and is already at the first Ignitions ready for the material conversion of harmful exhaust gases.
  • the internal combustion engine 1 is finally under Use of the energy portion remaining in the capacitor store 8 started.
  • the invention is based on the idea that Temperature dependence of the amount of energy required to start not to be taken into account when charging the temporary storage device, but during the discharge process. This is particularly beneficial for such starter systems in which the short-term storage voltage should be at a predetermined level, such as that Intermediate circuit level of the starter supply serving inverter.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un système de démarrage pour moteurs à combustion interne et un procédé de démarrage de tels moteurs. L'invention concerne en particulier un système de démarrage comprenant un démarreur électrique (4), un accumulateur temporaire (8) électrique, notamment un condensateur accumulateur qui, une fois chargé, sert à alimenter le démarreur. Le système de démarrage comprend également un dispositif de détection directe ou indirecte de la température et un dispositif de commande permettant de prélever une partie de l'énergie emmagasinée dans l'accumulateur temporaire afin d'alimenter au moins un consommateur avant l'opération de démarrage. La quantité d'énergie ainsi prélevée est fonction de la température. Elle est notamment moins importante à basse température qu'à température élevée.

Claims (5)

  1. Système de démarrage pour un moteur à combustion interne (1) avec :
    un démarreur électrique (4),
    un accumulateur électrique de courte durée (8), en particulier un accumulateur à condensateur qui, après son chargement, sert à l'alimentation du démarreur (4),
    une saisie directe ou indirecte de la température et
    un dispositif de commande (13), qui déclenche un prélèvement d'une partie de l'énergie accumulée dans l'accumulateur de courte durée pour alimenter avant l'opération de démarrage un ou plusieurs consommateur(s) (11), l'importance de cette partie étant fonction de la température, c'est-à-dire moins importante aux basses températures qu'aux températures élevées.
  2. Système de démarrage selon la revendication 1, caractérisé en ce que le consommateur (11) est un chauffage électrique, en particulier un chauffage à catalyseur.
  3. Système de démarrage selon la revendication 1 ou 2, caractérisé en ce que le démarreur est alimenté par un onduleur (7) comprenant un circuit intermédiaire à tension continue (7b) et en ce que l'accumulateur de courte durée (8) se trouve dans le circuit intermédiaire à tension continue (7b).
  4. Procédé de démarrage d'un moteur à combustion interne (1) comprenant les étapes suivantes :
    chargement d'un accumulateur de courte durée (8) par prélèvement d'énergie dans un accumulateur de longue durée (10),
    saisie de la température et détermination de la quantité d'énergie qui est nécessaire pour le démarrage du moteur à combustion interne (1) à la température qui a été saisie,
    sur la base d'un ordre de démarrage, prélèvement de la partie de l'énergie accumulée qui n'est pas nécessaire pour le démarrage à la température qui a été saisie et injection de cette énergie dans un ou dans plusieurs consommateur(s) (11) et
    démarrage du moteur à combustion interne (1) en utilisant la partie d'énergie qui est restée dans l'accumulateur de courte durée (8).
  5. Procédé selon la revendication 4, caractérisé en ce que le consommateur (11) est un chauffage électrique, en particulier un chauffage à catalyseur.
EP98913670A 1997-03-06 1998-03-06 Systemes de demarrage pour moteur a combustion interne et procede de demarrage correspondant Expired - Lifetime EP0964995B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19709298 1997-03-06
DE19709298A DE19709298C2 (de) 1997-03-06 1997-03-06 Startersysteme für einen Verbrennungsmotor sowie Verfahren zum Starten eines Verbrennungsmotors
PCT/EP1998/001297 WO1998039565A1 (fr) 1997-03-06 1998-03-06 Systemes de demarrage pour moteur a combustion interne et procede de demarrage correspondant

Publications (2)

Publication Number Publication Date
EP0964995A1 EP0964995A1 (fr) 1999-12-22
EP0964995B1 true EP0964995B1 (fr) 2003-02-26

Family

ID=7822515

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98913670A Expired - Lifetime EP0964995B1 (fr) 1997-03-06 1998-03-06 Systemes de demarrage pour moteur a combustion interne et procede de demarrage correspondant

Country Status (5)

Country Link
US (1) US6202615B1 (fr)
EP (1) EP0964995B1 (fr)
JP (1) JP2001513863A (fr)
DE (2) DE19709298C2 (fr)
WO (1) WO1998039565A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006069620A1 (fr) * 2004-12-28 2006-07-06 Volkswagen Aktiengesellschaft Procede et dispositif permettant un demarrage optimise d'un moteur a combustion interne

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DE59807311D1 (de) 2003-04-03
EP0964995A1 (fr) 1999-12-22
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DE19709298C2 (de) 1999-03-11
US6202615B1 (en) 2001-03-20
WO1998039565A1 (fr) 1998-09-11

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