EP1108139B1 - Verfahren zum progressiven ansteuern eines anlasserkontakts eines kraftfahrzeuges - Google Patents

Verfahren zum progressiven ansteuern eines anlasserkontakts eines kraftfahrzeuges Download PDF

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Publication number
EP1108139B1
EP1108139B1 EP00946032A EP00946032A EP1108139B1 EP 1108139 B1 EP1108139 B1 EP 1108139B1 EP 00946032 A EP00946032 A EP 00946032A EP 00946032 A EP00946032 A EP 00946032A EP 1108139 B1 EP1108139 B1 EP 1108139B1
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EP
European Patent Office
Prior art keywords
phase
core
effective current
during
winding
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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
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EP00946032A
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English (en)
French (fr)
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EP1108139A1 (de
Inventor
Gérard Vilou
Régis MAILLET
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Valeo Equipements Electriques Moteur SAS
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Valeo Equipements Electriques Moteur SAS
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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
    • 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
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • 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
    • F02N2300/108—Duty cycle control or pulse width modulation [PWM]

Definitions

  • the present invention relates to methods and devices for control of motor vehicle starters, and more specifically to the methods and devices for driving the core of the contactor of these starters.
  • a motor vehicle starter conventionally comprises a contactor 2 as well as an electric motor M whose output shaft carries a pinion 1.
  • the pinion 1 is intended to cooperate with the gear of the starter ring C of the heat engine. he is sliding on the motor shaft M between a position where it is disengaged from said starter ring and a position where it meshes with it.
  • Contactor 2 extends parallel to the electric motor M above of the latter and comprises a coil 2a and a plunger core 2b.
  • the contactor 2 also controls the movement of the pinion 1. Its plunger core 2b is therefore connected to the pinion 1 by means mechanical referenced by 4 as a whole.
  • This launcher comprises a freewheel interposed axially between a hub and pinion 1.
  • the hub has internal splines helical in complementary engagement with teeth external helicals carried locally by the motor output shaft electric M.
  • the fork is pivotally mounted between its two ends on a casing internally containing the mechanical means 4 and carrying the motor M and the contactor 2.
  • the starter with its pinion 1 is animated by a helical movement when it is moved by the fork for engage the starter ring.
  • This support has a shaped section of U to accommodate the winding 2a and therefore has a bottom constituting a 2C bearing.
  • the core 2b is therefore intended to move between a rest position and a contact position in which it is supported on the fixed core, this closed position of the magnetic circuit having place after closing of the moving contact 3 and therefore of the electrical circuit.
  • the mechanical means also include a return spring mounted around the core 2b to recall the latter in the rest position, a cut-off spring associated with the moving contact 3 to recall the latter in open position and a spring 5, said tooth-to-tooth spring, housed at the interior of the core 2b and engaged with a first rod connected by an axis at the upper end of the fork for coupling it to the core 2b.
  • This spring 5 has a greater stiffness than the return spring.
  • the fork is therefore inserted at its upper end between the core 2b and the axis.
  • the first rod mounted inside a blind hole in the core 2b, is intended after a determined race to come into engagement with a second rod secured to the movable contact 3 and slidably mounted at inside the fixed core.
  • the contact 3 In the closed position the contact 3 cooperates with a fixed contact, in the form of pads connected respectively to the terminal positive of the battery and the electric motor M, thus allowing the electric motor supply.
  • the studs are integral with the closure cover of the contactor insulating material.
  • the pinion 1 can therefore come into engagement with the crown C, that is to say come into engagement position with crown C, before contact mobile is closed.
  • the mechanical means 4 include in particular a spring 5 which is mechanically interposed between the plunger core 2b and the pinion 1 and which allows the plunger core 2b to continue its course to ensure, before it comes into contact with the fixed core, putting the closed position of the movable contact, even if the pinion 1 is blocked in abutment against the teeth of the crown of the engine, in a position where it does not mesh with this crown.
  • a coil B controls both a contactor K and the advancement of a pinion not represented.
  • Coil B is supplied via a transistor T in pulse mode, of the pulse width modulation type or "Pulse Width Modulation” (PWM), in French, the transistor being controlled by a microcontroller 10.
  • PWM Pulse Width Modulation
  • This process also aims to reduce the speed of impact of the pinion against the crown to reduce front wear.
  • the object of the present invention is to overcome these drawbacks of simple and economical way.
  • a process of the above-mentioned type is characterized in only during the second phase, when the mobile core is not in contacting position, after a determined time, predetermined, a continuous increase in effective intensity.
  • a device of the above-mentioned type is characterized in which during the second phase, it is planned to implement, after a predetermined or predetermined time, a continuous increase in effective intensity.
  • the contactor has a simple shape and a sudden displacement of the nucleus from its rest position to its position activation is avoided.
  • the increase progressive effective intensity allows, on the one hand, to compress gradually the spring, teeth against teeth 5, and, on the other hand, the closing of the contactor to supply the electric motor in the case accident where the contactor could not have been closed before.
  • the coming into abutment contact of the pinion with the crown of start-up is carried out, either before increasing the intensity, or after increasing the intensity and before closing the moving contact, in so that we start the electric motor from zero speed in this stop contact position, which facilitates the penetration of the pinion in the crown while reducing wear.
  • the solution according to the invention is therefore reliable and makes it possible to increase the starter life thanks in particular to reduced wear.
  • the solution is economical because the contactor can have only one winding.
  • measurements can be made during the first phase.
  • This first phase can be broken down into two intervals at know a first high effective current interval followed by a second current interval lower than that of the second phase.
  • this second interval is carried out at zero current for better measurement accuracy.
  • the nucleus can take off with more weak stroke, the intensity during the first interval of this first phase being close to the intensity necessary to make the core take off and being performed with a shorter time.
  • the limited separation of the core makes it possible to further reduce the shocks brutal displacement, and reduce energy consumption.
  • the winding has a double function because, after a third interval of the second phase, during which we increase the intensity of the effective current, it allows after rotation of the motor electric to keep the moving contact closed during a third phase.
  • the time is determined according to abnormal values which are occur in the event of the mobile contact not closing.
  • the time is determined depending for example on the voltage of the battery or winding temperature.
  • the time is easily predetermined for the increase continuous intensity only occurs when necessary, i.e. for keep this time as short as possible and cover the majority of cases normal operating conditions.
  • the plunger core 2b is arranged in the bearing 2C according to a sliding relation which is modulated by the presence of a lubricant ensuring a sealing and braking role.
  • the core 2b is therefore a mobile core.
  • the core has, in its rest position, an adhesive force to the pad Fa which opposes its setting in motion.
  • this force Fa disappears in favor of a force of friction Ff, which is much lower than Fa (of the order of 20 to 40% inferior).
  • the duty cycle is varied during the displacement of the nucleus according to the evolution represented in FIG. 3 and this after a time predetermined or determined.
  • the core call period is broken down into two phases main ones, the second of which is broken down into three sub-phases. We will describe now these two main phases.
  • the second phase takes place between time t 1 and time t 3 .
  • the transistor T 1 controls the contactor according to a duty cycle having a value R2 substantially equal to 50%, so that the effective current in the coil 2a is significantly reduced compared to that obtained during the first phase, just sufficient to overcome the residual friction forces Ff after takeoff from the core 2b.
  • the core 2b therefore continues its movement until the contactor closes, without brutality and without excessive speed.
  • an abutment contact is obtained between the pinion 1 and the start-up ring between times t1 and t2.
  • the microcontroller 10 is connected by one of its inputs to a temperature sensor placed inside contactor 2a at near the winding 2b and is also connected by a second input to the starter supply terminals.
  • the microcontroller 10 takes signals from these two inputs representative of the temperature T of the contactor therefore of the coil 2a and of the supply voltage U at the starter input.
  • the starter supply voltage is variable depending on the state of charge of the vehicle battery and the temperature. Indeed, the temperature of the coil 2a directly conditions its resistance. However, the average current obtained for a given duty cycle, directly depends of the voltage available across the starter - therefore across the battery - and the resistance of the coil 2a.
  • the microcontroller 10 has a memory in which is recorded a digital table matching for an intensity desired efficiency, the duty cycle R2 to be adopted according to the starter supply voltage and coil temperature.
  • R2 is of the order of 0.4 to 0.6 at a temperature of 20 °.
  • the effective intensity is substantially constant in this first interval.
  • the microcontroller 10 automatically adopts a ratio cyclic R2 as a function of the supply voltage across the starter and winding resistance (itself dependent on the temperature).
  • the voltage U and temperature T measurements are advantageously carried out before implementation of the first phase described above, when the starter is activated.
  • the microcontroller 10 implements an increase continuous and progressive of the cyclic ratio, going from the R2 ratio to find the R1 ratio or alternatively a ratio greater than R1.
  • This interval has a duration of approximately 20 to 50 ms and makes it possible to ensure, by the progressive increase in the effective intensity, the closing of the contactor, in an accidental case where the contactor could not have been closed between t1 and t2.
  • Such an accidental case can occur in particular if abnormally high friction forces take place in the contactor, in the mechanical means 4 and at the level of the motor shaft M. These abnormal forces are due for example to climatic phenomena, expansion, seizure, the presence of dirt impurities and all other stains, in particular at the splines of the shaft of the electric motor and the joints of the fork.
  • the teeth spring is compressed against teeth 5 to allow the plunger core 2b to come into contact mobile 3 to power the electric motor and rotate the sound shaft in order to ensure penetration of the pinion into the crown and therefore a meshing of the pinion with the crown.
  • this time is determined for example as a function of the battery voltage or winding temperature 2a, these quantities being influenced by the non-closing of the movable contact generating abnormal values.
  • the duty cycle is maintained at R1 or at a value greater than R1 for approximately 5 to 30 ms.
  • This phase with high duty cycle starts when the moving contact 3 closes and maintains the core 2b in its contacting position (movable contact 3 closed) with a high attraction force which avoids rebounds of the core movable 2b against a stop usually formed by another core, fixed that one.
  • This third interval t3, t4 lasts long enough to ability to absorb current spikes due to engine starting thermal by the electric motor M, which according to a characteristic of the invention is not piloted.
  • the rms current is weaker in this third phase than in the other two phases.
  • the microcontroller can be mounted on a support, such as a card, in the starter, specifically be mounted in the vicinity of the winding 2a in the space between the movable contact 3 and the cover (not referenced in FIG. 1) carrying the fixed contacts.
  • the duty cycle R'1 is 100%. In the second interval the duty cycle is less than the duty cycle R2.
  • the duty cycle in the second interval of the first phase is zero for better accuracy of the measured.
  • the effective current during the first interval of the first phase is lower than that of Figure 3 by being close to this one. This effective current is therefore higher than that of the second cyclic ratio phase R2.
  • the duration t 'of the first interval is less than the duration t1.
  • the duration t'-t'1 of the second interval is greater than the duration t 'of the first interval. This duration here is more than double that of the first interval and allows a good measurement before the start of the second phase.
  • the time t ' is 3 ms and the time of the second interval t'1-t 'of 7 ms.
  • the current at the end of phase 1 is approximately 3A lower than that of Figure 3.
  • the device and method proposed here therefore make it possible to optimize the progressive movement of the movable core 2b and the pinion 1.
  • the separation of the core is less brutal and is better controlled, the first interval of the second phase occurring at substantially constant effective intensity.
  • the microcontroller 10 As will be understood by placing the microcontroller 10 on a card in the aforementioned manner in the vicinity of the winding 2a it is possible measure its temperature by mounting a resistor on the card connected to the microcontroller and variable depending on the temperature by example with positive or negative temperature coefficient.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Relay Circuits (AREA)
  • Control Of Direct Current Motors (AREA)

Claims (10)

  1. Verfahren zur Stromversorgung einer Spule (B) zum Antrieb eines beweglichen Kerns (2b) eines Einrückrelais (2) eines elektrischen Kraftfahrzeuganlassers mit einem Elektromotor (M), wobei der Effektivstrom in der Spule (B) im Laufe der Verschiebung des Kerns (2b) zu seiner Kontaktgabeposition verändert wird, um einen beweglichen Kontakt (3) zu schließen und den Elektromotor (M) zu speisen, wobei im Laufe dieser Verschiebung
    eine erste Antriebsphase (t0, t1) mit einem ausreichend hohen Effektivstrom, um den Kern (2b) in Bewegung zu setzen, und anschließend
    eine zweite Antriebsphase (t1, t2, t3) mit niedrigerem Effektivstrom zur Anwendung kommen, dadurch gekennzeichnet, daß während der zweiten Phase (t1, t2, t3) nach einer bestimmten oder vorbestimmten Zeit eine kontinuierliche Steigerung der effektiven Stromstärke zur Anwendung gebracht wird.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß der Effektivstrom während der zweiten Phase (t1, t2, t3) in einer Größenordnung vom 0,4 bis 0,6 fachen des während der ersten Phase (t0, t1) angelegten Effektivstroms liegt.
  3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die erste Phase ein erstes Zeitintervall mit einem ausreichend hohen Effektivstrom, um den Kern (2b) in Bewegung zu setzen, und ein zweites Zeitintervall mit ei nem niedrigeren Effektivstrom als das zweite Zeitintervall, bzw. gleich null, umfaßt.
  4. Verfahren nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß eine Phase (t3, t4) mit hoher Stromstärke nach dem Schließen des beweglichen Kontakts (3) zur Anwendung gebracht wird.
  5. Vorrichtung zur Steuerung der Stromversorgung einer Spule (B) zum Antrieb eines beweglichen Kerns (2b) eines Einrückrelais (2) eines Kraftfahrzeuganlassers, die vorgesehen ist, um den Effektivstrom in der Spüle (B) im Laufe der Bewegung des Kerns (2b) zu seiner Kontaktgabeposition zu verändern, um einen beweglichen Kontakt (3) des Einrückrelais (2) zu schließen und den Elektromotor zu speisen, wobei vorgesehen ist, im Laufe dieser Verschiebung:
    eine erste Antriebsphase (t0, t1) mit einem ausreichend hohen Effektivstrom, um den Kern (2b) in Bewegung zu setzen, und anschließend
    eine zweite Antriebsphase (t1, t2, t3) mit niedrigerem Effektivstrom zur Anwendung zu bringen, dadurch gekennzeichnet, daß während der zweiten Phase vorgesehen ist, nach einer bestimmten oder vorbestimmten Zeit eine kontinuierliche Steigerung der effektiven Stromstärke zur Anwendung zu bringen.
  6. Vorrichtung nach Anspruch 5, dadurch gekennzeichnet, daß sie Mittel, um eine Speisespannung des Anlassers zu messen, und Mittel umfaßt, um in Abhängigkeit von dieser Spannung den Effektivstrompegel während der zweiten Phase (t1, t2, t3) anzupassen.
  7. Vorrichtung nach Anspruch 5 oder Anspruch 6, dadurch gekennzeichnet, daß sie Mittel umfaßt, um einen Widerstand der Spule (B) zu messen und in Abhängigkeit von diesem Widerstand den Effektivstrom während der zweiten Phase (t1, t2, t3) anzupassen.
  8. Vorrichtung nach einem der Ansprüche 5 bis 7, dadurch gekennzeichnet, daß sie Mittel, um die Temperatur zu messen, und Mittel umfaßt, um in Abhängigkeit von dieser Temperatur den Effektivstrom während der zweiten Phase (t1, t2, t3) anzupassen.
  9. Vorrichtung nach einem der Ansprüche 5 bis 8, dadurch gekennzeichnet, daß sie vorgesehen ist, um an die Spule (B) eine Rechteckspannung zu liefern, deren Taktverhältnis (R1, R2) in der ersten (t0, t1) und in der zweiten Phase (t1, t2, t3) verschieden ist.
  10. Vorrichtung nach Anspruch 9 in Kombination mit einem der Ansprüche 6 und 8, dadurch gekennzeichnet, daß sie Mittel (10) umfaßt, um das Taktverhältnis (R2) der Stromversorgung der Spule (B) in Abhängigkeit von dem oder den durch das oder die Meßmittel gelieferten Ergebnissen abzuleiten.
EP00946032A 1999-06-30 2000-06-28 Verfahren zum progressiven ansteuern eines anlasserkontakts eines kraftfahrzeuges Expired - Lifetime EP1108139B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9908368A FR2795883B1 (fr) 1999-06-30 1999-06-30 Procede d'entrainement progressif d'un contacteur de demarreur de vehicule automobile
FR9908368 1999-06-30
PCT/FR2000/001801 WO2001002722A1 (fr) 1999-06-30 2000-06-28 Procede d'entrainement progressif d'un contacteur du demarreur de vehicule automobile

Publications (2)

Publication Number Publication Date
EP1108139A1 EP1108139A1 (de) 2001-06-20
EP1108139B1 true EP1108139B1 (de) 2004-05-06

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US (1) US6516767B1 (de)
EP (1) EP1108139B1 (de)
JP (1) JP4854894B2 (de)
KR (1) KR100687975B1 (de)
BR (1) BR0006834B1 (de)
DE (1) DE60010416T2 (de)
FR (1) FR2795883B1 (de)
WO (1) WO2001002722A1 (de)

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WO2012008046A1 (ja) * 2010-07-16 2012-01-19 トヨタ自動車株式会社 エンジンの始動装置およびそれを搭載する車両
FR3009425B1 (fr) 2013-08-02 2017-01-27 Valeo Equip Electr Moteur Actionneur electromagnetique de demarreur pour moteur thermique
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Publication number Publication date
WO2001002722A1 (fr) 2001-01-11
KR100687975B1 (ko) 2007-02-27
JP2003503638A (ja) 2003-01-28
BR0006834B1 (pt) 2014-12-30
FR2795883A1 (fr) 2001-01-05
FR2795883B1 (fr) 2001-10-05
KR20010072887A (ko) 2001-07-31
JP4854894B2 (ja) 2012-01-18
BR0006834A (pt) 2001-08-07
EP1108139A1 (de) 2001-06-20
US6516767B1 (en) 2003-02-11
DE60010416D1 (de) 2004-06-09
DE60010416T2 (de) 2005-05-19

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