EP1073842A1 - Procede et systeme pour le demarrage d'un moteur a combustion interne - Google Patents

Procede et systeme pour le demarrage d'un moteur a combustion interne

Info

Publication number
EP1073842A1
EP1073842A1 EP99917937A EP99917937A EP1073842A1 EP 1073842 A1 EP1073842 A1 EP 1073842A1 EP 99917937 A EP99917937 A EP 99917937A EP 99917937 A EP99917937 A EP 99917937A EP 1073842 A1 EP1073842 A1 EP 1073842A1
Authority
EP
European Patent Office
Prior art keywords
starting
combustion engine
internal combustion
angle
crankshaft
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.)
Granted
Application number
EP99917937A
Other languages
German (de)
English (en)
Other versions
EP1073842B8 (fr
EP1073842B1 (fr
EP1073842B2 (fr
Inventor
Thomas Pels
Franz Rosskopf
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.)
Bayerische Motoren Werke AG
Temic Automotive Electric Motors GmbH
Original Assignee
Bayerische Motoren Werke AG
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=7865140&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1073842(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Bayerische Motoren Werke AG, Continental ISAD Electronic Systems GmbH and Co OHG, ISAD Electronic Systems GmbH and Co KG filed Critical Bayerische Motoren Werke AG
Publication of EP1073842A1 publication Critical patent/EP1073842A1/fr
Publication of EP1073842B1 publication Critical patent/EP1073842B1/fr
Application granted granted Critical
Publication of EP1073842B2 publication Critical patent/EP1073842B2/fr
Publication of EP1073842B8 publication Critical patent/EP1073842B8/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • 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
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/007—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation using inertial reverse rotation

Definitions

  • the present invention relates to a method for starting an internal combustion engine and a starter system for an internal combustion engine.
  • a battery-powered DC motor is often used as an electric starter, which transmits the necessary starting torque to the crankshaft of the internal combustion engine via a drive pinion engaging a ring gear on the flywheel.
  • a starter system with an electric starter motor is also known, the rotor of which sits directly on the crankshaft of the internal combustion engine and is connected to it in a rotationally fixed manner. With such an arrangement, the mass of the rotor of the electrical machine is also used as a flywheel.
  • the starting torque of an internal combustion engine and the minimum starting speed depend, among other things, on the type of engine, stroke volume, number of cylinders, bearing friction, compression and mixture preparation, and above all on the temperature. It is also important for the compression of an internal combustion engine and thus for its willingness to start, in which section of the working process the engine or cylinders are located when starting. For example, the compression of one 2 cylinders currently in the compression stroke are unfavorable for the starter behavior because they counter the starter with excessive torque right at the start of the start. So far, this influencing variable has not been sufficiently taken into account in the prior art. Known starters had to be designed so that the internal combustion engine can be started under all conditions.
  • the object of the present invention is to provide a method for easier starting an internal combustion engine and to provide a corresponding starter system.
  • the crankshaft of the internal combustion engine is accelerated to at least one speed (so-called starting speed) required for starting the internal combustion engine, an electrical machine being used for this purpose, the rotor of which is switched on directly or via an intermediate gear ratio the crankshaft acts. Furthermore, the crankshaft is brought into a predefined crank angle position or in a predefined crank angle (hereinafter referred to as “starting angle”) with the aid of the electric machine and the internal combustion engine is started from this starting angle, the starting angle being ⁇ tart required energy is at least partially taken from a capacitor storage.
  • starting angle a predefined crank angle position or in a predefined crank angle
  • the actual starting process of the internal combustion engine can then start from a favorable starting angle and is additionally - not as usual completely supplied from a starter battery but rather - at least partially from a capacitor memory, which can deliver the necessary electrical starting power much faster than a conventional battery.
  • a capacitor storage is much less sensitive to temperature than an electrochemical battery, so that problem-free starting is possible even at very low temperatures.
  • the capacitor store can be charged in different ways.
  • One possibility is that the capacitor store is charged from a starter battery only before starting.
  • the command which triggers the setting process for the crankshaft start angle is preferably used at the same time as a signal for charging the capacitor store from the starter battery.
  • the internal combustion engine can then be started without any waiting time.
  • a corresponding starter system according to the invention for an internal combustion engine comprises: an electrical machine, the rotor of which is rotatably connected directly or via an intermediate gear to the crankshaft of the internal combustion engine in order to accelerate the internal combustion engine to at least a speed (starting speed) necessary for starting; Means for detecting and / or deriving the crank angle of the internal combustion engine; a control device which controls the electric machine so that the crankshaft of the internal combustion engine is brought into a predetermined starting angle for the starting process; and a capacitor store, e.g. a so-called intermediate circuit memory, which at least partially supplies the energy required for starting.
  • the capacitor store according to the invention can preferably also be a combination of electrical capacitor elements and electrochemical battery elements.
  • the position of the crankshaft at the start of the start is of essential importance for the starting behavior of an internal combustion engine.
  • the invention is based on the idea that by influencing the crank angle before the actual starting process and the type of starting energy supply, a substantial improvement in the starting behavior of an internal combustion engine can be achieved.
  • the electrical machine for example a so-called crankshaft starter with a rotor which is directly connected to the crankshaft in a rotationally fixed manner, it is possible to apply the moments necessary for setting a desired starting angle in both directions of rotation of the crankshaft and with great accuracy.
  • the starter system has a control device for this purpose, which controls the rotor of the electrical machine with knowledge of the instantaneous crank angle, possibly taking into account the transmission ratio between rotor and crankshaft, in such a way that the crankshaft is brought into the desired starting angle.
  • starter system in gasoline engines and in diesel engines, e.g. Four-stroke engines with intake manifold injection or with direct injection, which are designed for use in passenger vehicles.
  • crank angle is selected as the starting angle at which the starting torque to be applied by the electrical machine at the beginning of the starting process is lower than in known starter systems.
  • the crank angle is set for the next start at the end of the compression stroke, preferably in an area immediately after top dead center, the starter only has to overcome the relatively compression-free intake stroke of the internal combustion engine at the start of the start.
  • the starter has almost two full revolutions after the start of the start to build up enough starting power to overcome the next compression stroke. This is particularly beneficial during a cold start.
  • the crank angle is selected as the starting angle at which the staring duration, ie the duration from the start to the start of the internal combustion engine, is reduced to a minimum.
  • the staring duration ie the duration from the start to the start of the internal combustion engine
  • this is preferably the crank angle position at the beginning of the intake stroke, particularly preferably in the overlap area between the exhaust stroke and the intake stroke; in the case of a four-stroke internal combustion engine with direct injection, however, preferably the crank angle position at the end of the intake stroke.
  • the start angle setting process and thus the start time can also be shortened by selecting the start angle in the area immediately before the reference mark of the rotation angle sensor system becomes.
  • the angle of rotation detection can then be carried out without delay right at the start of the starting process.
  • the start can be made without any delay, this also serves to improve traffic safety and increase ease of use e.g. of motor vehicles. Furthermore, the total amount of energy required to start an internal combustion engine is less, which advantageously allows a smaller dimensioning of the starter energy store.
  • the internal combustion engine is preferably automatically brought into a starting angle which is favorable for the next start when the internal combustion engine is switched off or shortly after the ignition of the internal combustion engine is switched off, for example by braking the electrical machine onto the crankshaft of the internal combustion engine which is running out or accelerating.
  • the desired starting angle is only set automatically shortly before the start of the starting process, for example by the electric machine rotating the crankshaft of the stationary internal combustion engine forwards or backwards to the desired starting angle. This prevents undesired “adjustment" of the starting angle once set in the time between the setting process and the starting process. It is particularly favorable if, in connection with the last-mentioned method variant, the energy required for starter operation is at least partially drawn from a capacitor store.
  • the instantaneous crank angle is determined, compared in the control device with the value of the predetermined crankshaft starting angle and any change in the crank angle is monitored again.
  • An angle detection integrated in the electrical machine is preferably used for this.
  • a suitable rotation angle sensor e.g. an inductive or optical rotary encoder.
  • the angle of rotation of the electrical machine can also be determined from the magnetic reflux of the rotor in the stator of the electrical machine. Since the rotor of the electrical machine is either connected directly or via a gear ratio to the crankshaft of the internal combustion engine, the crank angle results directly or by simple conversion, taking into account the gear ratio.
  • any type of electrical machine is suitable for the starter system according to the invention, whether direct current, alternating current, three-phase asynchronous or three-phase synchronous machine, which is able to apply the necessary moments and to carry out the desired crank angle adjustment precisely.
  • the electric machine of the starter system according to the invention which is preferably permanently runs along one as a starter / generator acting electrical machine with the Burn ⁇ voltage motor.
  • the electrical machine of the starter system according to the invention is particularly preferably an inverter-controlled induction machine.
  • U.N- 7 ter "rotating field machine” is understood to mean a machine in which a magnetic rotating field occurs which rotates through 360 ° and thereby takes the rotor with it.
  • the inverter receives the signals from the control device and provides alternating currents with freely adjustable frequency, amplitude and phase. Such an arrangement is extremely suitable for applying high moments in both directions of rotation of the crankshaft.
  • Figure 1 is a schematic representation of a starter system with an internal combustion engine.
  • FIG. 2 shows a schematic diagram to show the engine speed curve as a function of the crank angle of a four-stroke internal combustion engine
  • 3 shows a flow diagram of a first method variant for starting an internal combustion engine
  • FIG. 4 shows a flowchart of a second method variant for starting an internal combustion engine.
  • the starter system according to Fig. ⁇ T ⁇ is intended for example for a motor vehicle, such as a passenger car. It has a four-cylinder internal combustion engine 1 operating according to the four-stroke method, which outputs torques via a crankshaft 2, a clutch 3 and other (not shown) parts of a drive train to the drive wheels of the motor vehicle.
  • an electrical machine 4 serving as a starter / generator here an asynchronous three-phase machine, is arranged directly on the crankshaft 2. It has a rotor 5, which is seated directly on the crankshaft 2 and is connected to it in a rotationally fixed manner, and one, for example, on the housing of the internal combustion engine 1. 8 supported stator 6.
  • Such an electrical machine has a high breakaway torque for starter operation.
  • the rotor of an electrical machine e.g. a DC series motor, coupled to the crankshaft 2 via a transmission gear, possibly via an interposed single-track gear.
  • the winding (not shown) of the stator 6 of the electrical machine 4 is fed by an inverter 7 with electrical alternating currents or voltages of practically freely adjustable amplitude, phase and frequency.
  • an inverter 7 with electrical alternating currents or voltages of practically freely adjustable amplitude, phase and frequency.
  • It is preferably a DC voltage intermediate circuit inverter which is essentially composed of a machine-side DC voltage AC voltage converter 7a, a DC voltage intermediate circuit 7b and a DC voltage converter 7c on the electrical system side.
  • the latter is equipped with a vehicle electrical system 8 and an electrical system long-term storage 9, e.g. a conventional lead-sulfuric acid battery.
  • a short-term memory, here a capacitor memory 10 is connected to the intermediate circuit 7b.
  • the electrical machine 4 and the inverter 7 are designed such that they have the required torque in both directions of rotation of the crankshaft 2 for setting a desired crank angle position before the start and also the required output for starting the crankshaft 2 directly to the required one Able to produce starting speed.
  • a higher-level control device 11 controls the start angle setting process and the start process by controlling the inverter 7, specifically the converter 7a and the converter 7c.
  • the control device 11 receives the current angle of rotation of the rotor 5 from an inductive angle of rotation sensor 12 integrated in the electrical machine 4, for example installed on its housing and assigned to the rotor 5.
  • the measured rotor angle corresponds to the rotor 5 due to the direct coupling of the rotor 5 to the crankshaft 2 the crank angle of the crankshaft 2.
  • the starting process is prepared in a special way: after the engine operation has ended, e.g. when or shortly after the ignition of a motor vehicle is switched off, the control device 11 controls the electrical machine 4 via the inverter 7 such that the crankshaft 2 is brought into a crank angle position which is favorable for the next start.
  • the electric machine 4 transmits braking or accelerating moments to the crankshaft 2 of the stopping engine 1 in order to set the desired crank angle.
  • the electric machine 4 can also be operated in such a way that it rotates the crankshaft 2 forwards or backwards into the desired crank angle, in order to e.g. set the desired crank angle on the way of the "lowest torque to be applied". This does not necessarily have to be the "shortest" route.
  • the "optimal" crank angle, i.e. the starting angle, for starting an internal combustion engine depends, among other things. depending on the engine type, number of cylinders and firing order, and also on the desired starting behavior, whether e.g. a low starting torque at the start of the starting process or a shorter starting time is desired for the next start.
  • a favorable starting angle with a reduced starting torque lies in a region immediately after the top dead center of the cylinder fired first.
  • the two outer cylinders, r in a four-cylinder in-line engine are usually operated in synchronism with each other, but in opposite directions to deTrT, the two inner cylinders are accordingly the favorable starting angle immediately after the top dead center of the two outer cylinders of the internal combustion engine 1.
  • this set starting angle is that the breakaway torque to be applied by the starter machine 4 at the start of the subsequent starting process is considerably lower than in known starter systems. If the internal combustion engine 1 is started from this set crank angle position, then at least the two outer cylinders of the internal combustion engine 1 of the electrical machine 4 set a relative 10 slight - mainly due to friction - counteracting. Until the next compression stroke (of the two inner cylinders), the electrical machine 4 can supply the system with sufficient (start) energy to overcome the compression.
  • FIG. 2 The diagram in FIG. 2 is intended to illustrate how the “optimal” starting angle can be determined, for example, with a reduced starting torque for any type of engine and drive arrangement.
  • Fig. 2 shows schematically the dependency of the engine ; - Speed n from the crank angle ⁇ with constant torque of the electric starter machine.
  • the specific wave shape is construction-related, in particular depending on the engine type, stroke volume, number of cylinders, bearing friction, compression ratio, etc.
  • the areas a with decreasing speed n followed by areas b with increasing speed n go hand in hand with the repetitive compression phases followed by combustion phases, e.g. of a four-stroke engine . Accordingly, the areas of greatest compression lie in the areas of lowest speed, which are followed by a low-compression working phase of the internal combustion engine.
  • step Sl a command is given to set the crankshaft starting angle at or shortly after switching off the internal combustion engine 1 (for example, by turning off the ignition in the motor vehicle) Then, in step S2, the crank angle is measured directly or the rotor angle of the electric starter machine 4 is measured and the crank angle is derived, and the control device 11 also determines the desired "optimal" crank angle 2 and the required one Change the crank angle in order to set the desired starting angle 11
  • Step S2 and S3 can also be repeated continuously during engine shutdown to ensure that there is no undesired change in the starting angle until the next start.
  • step S5 the crankshaft 2 of the internal combustion engine 1 is driven by the electric machine 4 to a predetermined starting speed.
  • the internal combustion engine 1 then starts (after the typical start time has elapsed).
  • the command for setting the desired starting angle is given in step S1 only shortly before the next starting process begins. In a motor vehicle, this can be triggered, for example, by opening the central locking.
  • the capacitor store 10 is also used as an energy store for all or part of the energy required for the starter operation. Triggered by the setting command in step S1, the capacitor store " ⁇ IO is therefore charged from the battery 9 for the next start-up process (step S2), especially when the engine is idle for a longer period of time.
  • the charge level of the capacitor store 10 required for safe starting can also be dependent on the motor
  • the subsequent steps S3 to S7 then essentially correspond to steps S2 to S6 of the method according to FIG. 3.
  • the present method is only modified in such a way that in step S6 all or part of the temperature for the Operation of the electrical machine 4 required energy comes from the capacitor store 10.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé de démarrage d'un moteur à combustion interne, ainsi qu'un système de démarrage correspondant. Le vilebrequin (4) du moteur à combustion interne (1) est accéléré jusqu'à ce qu'il atteigne une vitesse de rotation de démarrage nécessaire à la mise en marche du moteur à combustion interne (1). Le vilebrequin (2) est, avant le processus de démarrage proprement dit, amené, pour que le processus de démarrage puisse se dérouler, à un angle prédéterminé à partir duquel le processus de démarrage est commencé.
EP99917937A 1998-04-20 1999-03-31 Procede et systeme pour le demarrage d'un moteur a combustion interne Expired - Lifetime EP1073842B8 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19817497A DE19817497A1 (de) 1998-04-20 1998-04-20 Verfahren und Startersystem zum Starten eines Verbrennungsmotors
DE19817497 1998-04-20
PCT/EP1999/002219 WO1999054621A1 (fr) 1998-04-20 1999-03-31 Procede et systeme pour le demarrage d'un moteur a combustion interne

Publications (4)

Publication Number Publication Date
EP1073842A1 true EP1073842A1 (fr) 2001-02-07
EP1073842B1 EP1073842B1 (fr) 2002-11-06
EP1073842B2 EP1073842B2 (fr) 2005-09-07
EP1073842B8 EP1073842B8 (fr) 2006-01-04

Family

ID=7865140

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99917937A Expired - Lifetime EP1073842B8 (fr) 1998-04-20 1999-03-31 Procede et systeme pour le demarrage d'un moteur a combustion interne

Country Status (5)

Country Link
US (1) US6453863B1 (fr)
EP (1) EP1073842B8 (fr)
JP (1) JP2002512342A (fr)
DE (2) DE19817497A1 (fr)
WO (1) WO1999054621A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
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US8276559B2 (en) 2004-12-28 2012-10-02 Volkswagen Ag Method and device for the optimized starting of an internal combustion engine

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DE59903321D1 (de) 2002-12-12
WO1999054621A1 (fr) 1999-10-28
EP1073842B8 (fr) 2006-01-04
EP1073842B1 (fr) 2002-11-06
US6453863B1 (en) 2002-09-24
DE19817497A1 (de) 1999-10-28
EP1073842B2 (fr) 2005-09-07
JP2002512342A (ja) 2002-04-23

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