EP1000242B1 - Procede permettant de faire demarrer un moteur diesel et systeme d'entrainement comportant ledit moteur - Google Patents

Procede permettant de faire demarrer un moteur diesel et systeme d'entrainement comportant ledit moteur Download PDF

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Publication number
EP1000242B1
EP1000242B1 EP98945105A EP98945105A EP1000242B1 EP 1000242 B1 EP1000242 B1 EP 1000242B1 EP 98945105 A EP98945105 A EP 98945105A EP 98945105 A EP98945105 A EP 98945105A EP 1000242 B1 EP1000242 B1 EP 1000242B1
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EP
European Patent Office
Prior art keywords
diesel engine
speed
starter
starting
temperature
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
EP98945105A
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German (de)
English (en)
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EP1000242A1 (fr
Inventor
Thomas Pels
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.)
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
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 Continental ISAD Electronic Systems GmbH and Co OHG, ISAD Electronic Systems GmbH and Co KG filed Critical Continental ISAD Electronic Systems GmbH and Co OHG
Publication of EP1000242A1 publication Critical patent/EP1000242A1/fr
Application granted granted Critical
Publication of EP1000242B1 publication Critical patent/EP1000242B1/fr
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
    • F02N11/08—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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current 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
    • 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
    • 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
    • F02N2200/022—Engine speed
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/102—Control of the starter motor speed; Control of the engine speed during cranking

Definitions

  • the present invention relates to a method for starting of a diesel engine and a drive system of a motor vehicle with a diesel engine.
  • Start-up aids are usually used in small-volume vehicles DI engines as well as engines with split combustion chamber glow plugs used.
  • the glow plug of the candle protrudes into the combustion chamber or in the chamber of the engine.
  • glow plugs are also Glow plugs (in the narrower sense) common, i.e. Glow plugs with exposed Filament.
  • the thermal jump start often on preheating the suction Air with the help of electrically heated spark plugs or Heating flanges (see Automotive Engineering Handbook, 22. Ed. 1995, VDI-Verlag, Düsseldorf, pp. 538-540).
  • JP 55-75568 describes a starter device for diesel engines known, when starting at low temperatures initially no air is let into the combustion chamber, which means the starter's workload is reduced and as a result the Starting speed increased. To preheat it then to Glow plugs are provided to start let-in air.
  • a flywheel starter is known from DE 28 53 130 A1, the before starting with the help of an electric drive is brought to such a high speed that the stored kinetic energy is sufficient to start. at low temperatures will have a greater starting energy than at high, the flywheel is correspondingly lower Temperatures brought to higher speed.
  • the aspect of a thermal jump start is in this document in which it primarily a special type of flywheel drive goes, not mentioned.
  • the object of the present invention is an improved method to specify a diesel engine to start and a corresponding To provide drive system.
  • the invention is based on the idea that by reducing the contact time between air and cylinder walls a significant improvement in the misfire start behavior can be achieved.
  • the shorter contact time in turn is achieved by a faster starting speed.
  • the compression when starting more adiabatic Area so that for the auto-ignition of the fuel required limit temperature even at low temperatures is achieved solely by compression.
  • thermal jump starters such as glow plugs or Air preheating devices in the intake tract can be completely or at least above a low limit temperature.
  • the diesel engine therefore has no thermal Jump starter on or it is controlled so that a any starting aid, if any, or only above the low limit temperature is used.
  • a any starting aid if any, or only above the low limit temperature is used.
  • the diesel engine therefore preferably has no such device for indirect preheating or is controlled so that such Device for starting not or only above the deep one Limit temperature is used.
  • a post-heating device e.g. an after-glow device
  • Such heating after starting is not considered “using a thermal Starting aids "to understand.
  • the present invention thus makes a contribution on traffic safety, environmental protection and increasing the Driving comfort and to reduce effort in diesel vehicles. It can thus be used for the further spread of diesel vehicles contribute.
  • Claims 5 and 8 relate to the point in time in the course fuel is injected during the starting process. And that is done this is advantageous only after the speed has been reached is necessary for self-ignition of the fuel. This saves Fuel and reduces smoke.
  • the diesel engine is preferably a small-volume engine with a displacement of less than 3000 cm 3 , particularly preferably less than 2000 cm 3 .
  • This type of engine is used in particular in passenger cars and small commercial vehicles with a total weight of less than 3.5 t.
  • the cooling in the combustion chamber is particularly pronounced, and the omission of thermal starting aids achieved by the invention is therefore particularly advantageous here.
  • the starter of the drive system is a direct starter, i.e. he brings the power required to start instantaneously (i.e. without storage) by converting electrical energy into mechanical Energy on. So it's not one Flywheel starter, the drive of which is not what is required to start Can apply torque, so that the drive Start only indirectly due to the storage of kinetic energy is possible.
  • the starter is a as Starter / generator functioning electrical machine that is permanent runs along, unlike a flywheel starter before starting but does not have a driving effect.
  • the relative speed of electrical Machine to diesel engine is in starter and generator operation same, i.e. the transmission ratio between electrical Machine and internal combustion engine are constant.
  • Such Machines are designed for generator operation at high speeds. For starter operation, they have to be able to, high Applying torques. They are required to achieve the required excellent starting speed.
  • Claim 11 is an electric starter inverter-controlled induction machine. Under "Rotary field machine” is understood to mean a machine in which a magnetic rotating field occurs, which rotates through 360 ° and thereby takes the runner with him.
  • the inverter provides for the generation of the rotating field alternating or three-phase with freely adjustable Frequency, amplitude and phase ready.
  • the energy required to start is at least partially a capacitor store (e.g. a so-called intermediate circuit store) removed, the subpoena according to claim 13 can take place depending on the temperature.
  • the Energy for starting at least partially taken from a battery.
  • the drive system according to Fig. 1 is e.g. for a motor vehicle, determined about a passenger car. It has a direct injection diesel engine with a small cubic capacity (e.g. 1500cm) 1 on, the torque via a drive shaft 2, a clutch 3 and other (not shown) parts of a drive train delivers the drive wheels of the vehicle.
  • the diesel engine 1 is with no glow device and no preheating device equipped for the intake air. He also has no institution for heating the cooling water with the engine stopped.
  • On the Drive shaft 2 is an electrical one serving as a starter / generator Machine 4, here an asynchronous three-phase machine, arranged. It has a seated directly on the drive shaft 2 and rotatably connected runner 5 and one e.g.
  • the (not shown) winding of the stator 6 is by a Inverter 7 with electrical currents and voltages fed practically freely adjustable amplitude, phase and frequency. It is a DC link inverter, which is essentially one constant DC link voltage with the help of electronic Switches e.g. sine-weighted, wide-modulated pulses cuts out the - averaged by the inductance of the electrical machine 4 - to almost sinusoidal currents desired frequency, amplitude and phase.
  • the inverter is essentially made up of a machine DC-AC converter 7a, one DC voltage intermediate circuit 7b and an electrical system side DC converter 7c constructed.
  • the latter is with one Vehicle electrical system 8 and an electrical system long-term storage 9, here a conventional lead-sulfuric acid battery.
  • the Vehicle electrical system 8 and the vehicle electrical system battery 9 are at a low level Voltage level, e.g. 12 or 24 volts.
  • the intermediate circuit 7b on the other hand is due to an increased voltage, which is advantageous is in the range between 200 and 400 volts. With others Embodiments, the increased voltage is at the top of the low voltage range, around 36 volts.
  • the intermediate circuit 7b is a short-term storage, here a capacitor storage 10 switched, which also the voltage in the intermediate circuit with a steep slope increasing current draw - the when pulses are generated by the converter 7a - approximately keeps constant.
  • a short-term battery i.e. a quick-discharge battery
  • the electrical machine 4 and the inverter 7 are like this designed to have the required torque and the necessary Power for directly driving the drive shaft 2 (e.g. the Crankshaft) of the diesel engine 1 to the required high Apply speed.
  • the electrical machine 4 can, for example, after the starting process act as a generator, i.e. electrical power deliver.
  • the converter 7c is a bidirectional converter educated. On the one hand, it can if the electrical machine 4 is operated as a motor and from the on-board electrical system battery 9 is fed, electrical energy from the electrical system battery 9 bring in the intermediate circuit 7b, and on the other hand if they as Generator is operated, energy from the intermediate circuit 7b for the purpose of feeding the consumers of the vehicle electrical system 8 and the vehicle electrical system battery 9 convict.
  • the capacitor store 10 can also be used as an energy store for all or part of that required for starter operation Serve energy.
  • the charging of the capacitor store 10 can be done in different ways: There is one possibility therein, the capacitor storage 10 even when the To keep diesel engine 1 charged: When operating the Diesel engine 1, i.e. in generator operation of the electrical machine 4 it will be charged anyway. When the engine stops the unavoidable slight charge losses are continuously recharged from the on-board electrical system battery 9. The start can then be done without waiting. Another one Reloading is not possible.
  • the capacitor store 10 then discharges when the engine is at a standstill, and only from the on-board electrical system battery 9 before starting charged. In both cases, the whole does not need to Start required energy stored in the capacitor store 10 his.
  • Embodiments takes a separate, with the Intermediate circuit 7b coupled energy store (e.g. a capacitor store or a short-term battery) storing the all or part of the starting energy. If at deep Temperatures a thermal starting aid for use comes, it is also advantageously from the capacitor store 10 fed. In embodiments (not shown) the supply of the starter 4 and possibly the thermal Starting aids wholly or partly from a battery, e.g. the on-board electrical system battery 9.
  • the Intermediate circuit 7b coupled energy store e.g. a capacitor store or a short-term battery
  • a higher-level control unit 11 controls the starting process by it the inverter 7, namely the converter 7a and the Converter 7c controls. It gives the converter 7a amplitude, phase and frequency of the three-phase voltage to be generated. the There is converter 7c the amount of current, the current direction for motor Operation and, if applicable, the amount of voltage increase (if energy is taken from the on-board electrical system battery 9).
  • the control unit 11 controls the electrical Machine 4 via the inverter 7 such that the Drive shaft 2 to a high enough to ignite the fuel Speed is driven, not by one thermal booster system is made use of.
  • the speed at which the diesel engine 1 from the electrical Machine 4 is driven (at least in a partial area) selected depending on temperature.
  • an engine temperature sensor 12a and an outside temperature sensor 12 b provided to record the engine and outside temperature.
  • Fig. 2 illustrates the dependence of the starting speed (ie the speed required for self-ignition, at which fuel is injected) on the temperature.
  • the engine and outside temperature are assumed to be the same; Different values of these temperatures are taken into account by a corresponding map.
  • the dependency drawn is such that the starting speed drops from a maximum (eg 400 min -1 ) at the lowest temperature with increasing temperature. Above a certain temperature (here 10 ° C) it is kept constant, ie it is in this area by an amount increasing with increasing temperature above the minimum required speed value. This setting of a minimum speed serves for starting comfort.
  • a further temperature-dependent parameter can be the starting time, ie the time with which the diesel engine 1 is driven at the starting speed until fuel is injected.
  • the start time is longer at low temperatures than at high ones, ie their temperature dependence is similar to the relationship shown in FIG. 2.
  • these temperature dependencies are taken into account by variably setting the charge level at least so high that a safe start is ensured at the respective temperature.
  • the control unit 11 provides for a permanent recharging or one-time charging from the on-board electrical system battery to the above-mentioned minimum charge level before the actual starting process.
  • a battery as an energy source, its capacity and power are selected sufficiently to ensure starting with the required starter speed at all temperatures.
  • the first step in step S1 is to ask whether a command to start the diesel engine 1 is given has been.
  • process steps include one Measurement of temperatures, a determination of the safe Start at the required charge level measured temperature values e.g. with the help of a stored in the control unit 11 Map similar to Fig. 2, and a recharge of the capacitor store 10 to the required level.
  • This episode of Process steps are ongoing during engine shutdown repeated. When operating with a single charge this sequence executed once after the start command.
  • Step S2 measures the temperatures (if this did not happen immediately before) and one Determination of the safe start at the measured temperature values required starting speed and duration, e.g. With With the help of a map stored in the control unit 11. Without Then use thermal starting aids (step S3) in step S4 the crankshaft 2 of the diesel engine 1 from the electric starter 4 with the predetermined starting speed driven. After the predetermined start time has elapsed The injection of fuel begins in step S5. In the following Step S6 starts the diesel engine by auto-ignition, without a thermal jump starter would have been used, even at the deepest occurring operating temperatures.

Abstract

L'invention concerne un procédé permettant de faire démarrer un moteur diesel (1), qui comporte les étapes suivantes: on n'utilise, même dans la zone des basses températures jusqu'à la température tolérée la plus basse ou du moins au-dessus d'une température limite inférieure, aucun auxiliaire de démarrage thermique; dans cette zone des basses températures, on amène le moteur diesel (1) avec un starter électrique (4) jusqu'à un régime élevé suffisant pour allumer le carburant, sans utiliser préalablement d'auxiliaire de démarrage thermique; et le moteur diesel (1) démarre. L'invention concerne également le système d'entraînement correspondant.

Claims (14)

  1. Procédé permettant de faire démarrer un moteur diesel (1) d'un véhicule automobile qui ne comprend aucun moyen thermique d'aide au démarrage, comportant les étapes suivantes :
    la température du moteur est détectée ;
    en fonction de la température détectée, un régime est déterminé auquel le moteur diesel (1) doit être amené pour démarrer, grâce à un démarreur direct électrique (4), sans utilisation d'un moyen thermique d'aide au démarrage, où ce régime est plus élevé à basse température qu'à haute température ;
    le moteur diesel (1) est amené au régime déterminé directement grâce au démarreur électrique (4) et démarré de ce fait.
  2. Procédé selon la revendication 1, dans lequel le démarreur électrique (4) entraíne le moteur diesel (1) à un régime de 400 mn-1 ou plus dans la plage de basses températures.
  3. Procédé selon la revendication 2, dans lequel le démarreur électrique (4) entraíne le moteur diesel (1) à un régime de 600 mn-1 ou plus dans la plage de basses températures.
  4. Procédé selon la revendication 3, dans lequel le démarreur électrique (4) entraíne le moteur diesel (1) à un régime de 800 mn-1 ou plus dans la plage de basses températures.
  5. Procédé selon l'une quelconque des revendications 1 à 4, où l'injection du carburant dans la chambre de combustion du moteur diesel (1) a lieu seulement lorsque le régime déterminé a été atteint.
  6. Procédé selon l'une quelconque des revendications 1 à 5, où on utilise un moteur diesel de faible volume, ce moteur diesel étant conçu, en particulier, pour une utilisation dans des voitures de tourisme et dans de petits véhicules utilitaires.
  7. Système d'entraínement d'un véhicule automobile, comprenant :
    un moteur diesel (1) qui ne comprend aucun moyen thermique d'aide au démarrage,
    un démarreur direct électrique (4),
    des moyens (12a, 12b) servant à détecter la température du moteur et/ou la température extérieure, et
    une commande (11) qui ordonne au démarreur (4) d'amener le moteur diesel (1) à un régime, variable en fonction de la température détectée, qui soit suffisant pour l'allumage du carburant, le régime étant plus élevé à basses températures qu'à hautes températures.
  8. Système d'entraínement selon la revendication 7, où l'injection du carburant dans la chambre de combustion du moteur diesel (1) a lieu seulement lorsque le régime, suffisant pour l'allumage du carburant, a été atteint.
  9. Système d'entraínement selon la revendication 7 ou 8, où le moteur diesel (1) est de faible volume et conçu, en particulier, pour une utilisation dans des voitures de tourisme et dans de petits véhicules utilitaires.
  10. Système d'entraínement selon l'une quelconque des revendications 7 à 9, où le démarreur direct électrique (4) est conçu comme un démarreur /alternateur qui tourne en permanence avec le moteur diesel (1).
  11. Système d'entraínement selon l'une quelconque des revendications 7 à 10, dans lequel le démarreur direct électrique (4) est un alternateur triphasé commandé par un convertisseur.
  12. Système d'entraínement selon l'une quelconque des revendications 7 à 11, dans lequel l'énergie nécessaire pour le démarrage provient au moins partiellement d'un accumulateur à condensateur (10).
  13. Système d'entraínement selon la revendication 12, dans lequel le préchargement de l'accumulateur à condensateur (10) a lieu en fonction de la température.
  14. Système d'entraínement selon l'une quelconque des revendications 7 à 13, dans lequel l'énergie nécessaire pour le démarrage provient au moins partiellement d'une batterie.
EP98945105A 1997-07-29 1998-07-28 Procede permettant de faire demarrer un moteur diesel et systeme d'entrainement comportant ledit moteur Expired - Lifetime EP1000242B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19732630A DE19732630A1 (de) 1997-07-29 1997-07-29 Verfahren zum Starten eines Dieselmotors sowie Antriebssystem mit einem Dieselmotor
DE19732630 1997-07-29
PCT/EP1998/004718 WO1999006693A1 (fr) 1997-07-29 1998-07-28 Procede permettant de faire demarrer un moteur diesel et systeme d'entrainement comportant ledit moteur

Publications (2)

Publication Number Publication Date
EP1000242A1 EP1000242A1 (fr) 2000-05-17
EP1000242B1 true EP1000242B1 (fr) 2003-05-14

Family

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Application Number Title Priority Date Filing Date
EP98945105A Expired - Lifetime EP1000242B1 (fr) 1997-07-29 1998-07-28 Procede permettant de faire demarrer un moteur diesel et systeme d'entrainement comportant ledit moteur

Country Status (3)

Country Link
EP (1) EP1000242B1 (fr)
DE (2) DE19732630A1 (fr)
WO (1) WO1999006693A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3649171B2 (ja) * 2001-08-22 2005-05-18 トヨタ自動車株式会社 内燃機関の制御装置
DE10246978A1 (de) * 2002-10-09 2004-04-22 Daimlerchrysler Ag Verfahren zum Starten einer Antriebseinheit für ein Kraftfahrzeug
US7464681B2 (en) 2006-02-28 2008-12-16 Caterpillar Inc. Engine and engine control method
CN104421089B (zh) * 2013-09-11 2016-08-10 上海汽车集团股份有限公司 混合动力汽车的发动机启动系统及方法

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5575568A (en) * 1978-11-30 1980-06-06 Nissan Motor Co Ltd Diesel engine starter
DE2853130A1 (de) * 1978-12-08 1980-06-19 Luk Lamellen & Kupplungsbau Einrichtung zum starten einer brennkraftmaschine
SU1168741A1 (ru) * 1983-08-03 1985-07-23 Организация П/Я А-3500 Способ автоматического запуска дизел по программе
US4754730A (en) * 1986-12-01 1988-07-05 Marc Campagna Motor vehicle starting system
DE19532135A1 (de) * 1995-08-31 1997-03-06 Clouth Gummiwerke Ag Antriebssystem, insbesondere für ein Kraftfahrzeug, und Verfahren zum Betreiben desselben

Also Published As

Publication number Publication date
WO1999006693A1 (fr) 1999-02-11
DE19732630A1 (de) 1999-02-04
EP1000242A1 (fr) 2000-05-17
DE59808376D1 (de) 2003-06-18

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