EP1161629B1 - Anlassverfahren für den verbrennungsmotor eines kraftfahrzeuges und anlassvorrichtung zur ausführung dieses verfahrens - Google Patents

Anlassverfahren für den verbrennungsmotor eines kraftfahrzeuges und anlassvorrichtung zur ausführung dieses verfahrens Download PDF

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Publication number
EP1161629B1
EP1161629B1 EP01903902A EP01903902A EP1161629B1 EP 1161629 B1 EP1161629 B1 EP 1161629B1 EP 01903902 A EP01903902 A EP 01903902A EP 01903902 A EP01903902 A EP 01903902A EP 1161629 B1 EP1161629 B1 EP 1161629B1
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EP
European Patent Office
Prior art keywords
mode
starter
speed
assembly forming
driving
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
EP01903902A
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English (en)
French (fr)
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EP1161629A1 (de
Inventor
Gérard Vilou
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.)
Valeo Equipements Electriques Moteur SAS
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Valeo Equipements Electriques Moteur SAS
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Publication of EP1161629A1 publication Critical patent/EP1161629A1/de
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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
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/18—Packaging of the electronic circuit in a casing
    • 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
    • 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
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/045—Starter temperature or parameters related to it
    • 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
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/063—Battery voltage
    • 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
    • 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
    • F02N2300/104—Control of the starter motor torque

Definitions

  • the present invention relates to a method for the driving of a vehicle engine, in particular and a starter assembly to implement such a method.
  • the resistive torque of the engine is high.
  • the drive torque of the starter is itself directly a function of this resisting torque.
  • Ce Cr / k, where is the drive torque of the starter, Cr the resistive torque of the engine and where k is the ratio between the number of teeth of the crown and the number of teeth of the starter gear.
  • the optimization of the cold drive causes the operating torque Ce to be positioned between 0.3 and 0.7 times the locking torque, designated Cb, exerted by the starter when the shaft of the engine is blocked.
  • the starter can accompany the engine at a sufficiently high speed, for example 500 rpm or more, instead of 200 to 350 laps minutes usually provided by starters conventional.
  • the control of the electric motor of a starter is done according to a speed characteristic in function of the provided torque that is selected and optimized in according to the need of the cold drive speed of the thermal engine considered.
  • the only variations that this characteristic speed / torque can undergo are variations due to fluctuations in the battery voltage of the vehicle or ambient temperature fluctuations.
  • JP-A-02 204676 a method has been proposed for driving a vehicle heat engine, particular automobile, by means of an assembly forming starter, wherein said starter assembly drive said engine according to successively at least two modes corresponding to characteristic curves speed / torque, a first mode allowing high torque for low speeds, while a second mode allows higher speeds than the first mode for weak couples.
  • the present invention aims to optimize further this provision.
  • a process of the above-mentioned type is characterized in that a characteristic curve is chosen for the first mode a curve giving high torque a speed of training more important than if we used the characteristic curve of the second mode and in that chooses as characteristic curve for the second mode a curve giving low torque a drive speed more important than if we used the curve characteristic of the first mode.
  • the invention adapts to real needs, the drive speed of the engine of the vehicle being always as large as possible, so that the whole forming starter can accompany the engine of the vehicle optimally.
  • the starter assembly does not need to be oversized.
  • a starter assembly of vehicle in particular an automobile, comprising an engine electric starter, means to control the power supply of the inductor winding or coils of this motor electrical means for training to drive said thermal engine according to successively at least two modes corresponding to characteristic curves speed / torque, a first mode allowing high torque for low speeds, while a second mode allows higher speeds than the first mode for weak couples, characterized in that the first mode has a higher training speed than if we used the characteristic curve of the second mode.
  • FIG. 2 shows two curves speed / torque characteristics corresponding to two modes separate training sessions (1), (2) obtained with the same starter assembly.
  • Mode (1) corresponds to a blocking torque higher than mode (2) and present following a characteristic a slope of decrease of the speed as a function of the torque less than this latest.
  • the drive mode (1) allows according to the invention at high torque a drive speed more important than with the training mode (2).
  • the training speed Ne1 obtained with the mode (1) for a couple Ce is greater than the speed Ne2 obtained with mode (2) for the same pair).
  • a low torque, according to the invention is the mode training (2) which allows a speed of training more important than with the training mode (1). (On the face 2, the training speed Ne'2 obtained with the mode (2) for a couple Ce 'is greater than the speed Ne'1 obtained with mode (1) for the same pair).
  • the speed is optimized drive.
  • step 2 At the detection of the closing of the switch vehicle contact (step 1 in figure 3), the engine electric starter is powered to operate in mode (1) (step 2).
  • the speed (average or instantaneous) of the starter or thermal engine - indicated by N in the rest of the text - is then continuously compared to a reference speed Nref which corresponds, for example to the speed for which the characteristic curves of mode (1) and mode (2) intersect (step 3).
  • a test is then permanently to detect the start of the engine of the vehicle automobile (step 6).
  • step 7 When detecting (during step 4 or step 6) the engine has started, the electric motor of the starter is stopped (step 7).
  • the starter starts working in mode (1) so as to ensure the movement of the motor thermal and to produce a high speed under strong couple during the training phase.
  • the starter switches to mode (2) to ensure high speed under low torque.
  • This set includes an electric motor Me of starter which includes an armature, as well as coils inductors, referenced from B1 to B4 in FIG. in series between the ground and a power terminal B + at the positive supply voltage of the vehicle battery.
  • the winding M is a holding winding which, at its end opposite the winding A, is connected to ground, while that winding A is a call winding which at its end opposed to winding M is connected on the one hand to a point between the inductor windings B1 to B4 and the B + terminal and other part, via the contact of a relay R, to a point between the windings B1 and B2 and the windings B3 and B4.
  • the speed measurement is level of a microcontroller MC, from the analysis of the duration of the voltage ripple of the vehicle network.
  • the mains voltage is taken from the cable coming from the contact switch (referenced by I) of the vehicle to be injected on an input A1 of said microcontroller MC.
  • said entry A1 is an entry of the analog / digital converter of the microcontroller MC.
  • the resistance R1 of this stage is mounted between said A1 input and ground, while its diode DZ1 is mounted between said input A1 and the contact switch I, this diode DZ1 passing from the input A1 to the switch I.
  • a zener diode DZ2 is also mounted between the mass and the input A1, passing through the mass to said A1 entrance. This diode DZ2 protects said input against possible surges.
  • An output of the microcontroller MC controls the gate of a MOSFET transistor T that controls the power supply of the relay relay R.
  • the micro-controller MC monitors the voltage of the vehicle network through its A1 input and calculates the derivative of the tension he measures. At first, the N1 output remains in the low state, thus blocking the transistor T, and leaving at rest the relay R. The electric motor Me then operates in (1) mode, providing high torque for low speeds.
  • the microcontroller MC puts the output N1 to the high state.
  • the transistor T goes on and closes the relay R, so that the starter operates in mode (2).
  • the output N1 When opening contact switch I, or next at detecting the start of the engine by a means anyway, the output N1 immediately returns to the low state in order to brake the armature (increase in magnetic flux of the inductor in mode 2).
  • the detection of the starting of the engine in a manner known per se: exceeding a threshold of engine speed measured from the engine ECU or from a specific sensor (inductive sensor on flywheel, vibration sensor, ...); exceeding a speed threshold of the starter measured by a sensor installed on the starter ; detection of the disappearance of voltage ripples network; detection of the disappearance of the ripples intensity absorbed by the starter.
  • the training that comes to be described has the advantage of adapting the torque / speed characteristic so as to accompany the thermal engine in its rise in regime, in the phase of end of start.
  • the drive of the engine is made of optimal way with the highest speed of rotation for a given couple.
  • the first mode has a speed more important than if we used the characteristic curve of the second mode.
  • the transition from a training mode to a another is done by playing on the diet of the inductor windings.
  • Other electrical solutions could be envisaged: coupling of windings of the inductor in parallel, current bypass in the armature or inductor, additional coils, etc. Solutions mechanics could also be considered: several reports activated by an electric actuator, by example.
  • the reference threshold of change of mode (Nref speed in the modes of implementation and embodiment which have just been described) is advantageously indexed to the measured start temperature on the set forming a starter or in the vicinity of it, before a drive of the engine.
  • the threshold operating mode change reference can be linked to the starter load level, the failover from one training mode to another being for example function of the intensity of the supply current of its inductive windings.
  • control circuit of the relay R that constitute in particular the microcontroller MC and the transistor T, is integrated on the motor casing electric Me.
  • This control circuit could, however, be housed in a housing dissociated from the rest of the starter and connected to this one by cables.
  • relay R can be replaced by other types of power switches, for example by a power transistor.
  • the coils M and A can be replaced by a single coil controlled by a width signal modulated (PWM) according to known methods, such as described in patent applications FR-A-2 679 717, FR-A-2,771,780 and FR-A-2,795,884.
  • PWM width signal modulated
  • the microcontroller MC in addition to the role of adaptation of the drive mode by the starter assembly, can integrate other known functions, such as driving the coil or coils relay R 0 , the realization of protections (protection against overloads, thermal protections, ...), etc.

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  • 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)

Claims (10)

  1. Verfahren für den Antrieb eines Verbrennungsmotors eines Fahrzeugs, insbesondere eines Kraftfahrzeugs, mittels einer als Anlasser dienenden Baueinheit, die den besagten Verbrennungsmotor nach aufeinanderfolgend wenigstens zwei Betriebsarten mit verschiedenen Drehzahl/Drehmoment-Kennlinien antreibt, wobei eine erste Betriebsart hohe Drehmomente bei niedrigen Drehzahlen ermöglicht, während eine zweite Betriebsart höhere Drehzahlen als die erste Betriebsart bei niedrigen Drehmomenten ermöglicht, dadurch gekennzeichnet, daß als Kennlinie für die erste Betriebsart eine Kennlinie ausgewählt wird, die bei einem hohen Drehmoment eine höhere Antriebsdrehzahl ergibt, als wenn die Kennlinie der zweiten Betriebsart verwendet würde, und daß als Kennlinie für die zweite Betriebsart eine Kennlinie ausgewählt wird, die bei einem niedrigen Drehmoment eine höhere Antriebsdrehzahl ergibt, als wenn die Kennlinie der ersten Betriebsart verwendet würde.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß ein mit der Drehzahl des Verbrennungsmotors oder des Elektromotors der als Anlasser dienenden Baueinheit verbundener Parameter mit einem Schwellenwert verglichen wird und daß ein Übergang von einer Betriebsart zu einer anderen erfolgt, wenn dieser Schwellenwert überschritten wird.
  3. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß ein mit dem Lastpegel der als Anlasser dienenden Baueinheit verbundener Parameter mit einem Schwellenwert verglichen wird und daß ein Übergang von einer Betriebsart zu einer anderen erfolgt, wenn dieser Schwellenwert überschritten wird.
  4. Verfahren nach einem der Ansprüche 2 oder 3, dadurch gekennzeichnet, daß die Spannung der Batterie des Fahrzeugs und/oder die Temperatur der als Anlasser dienenden Baueinheit oder eine Temperatur in deren Nähe vor einem Antrieb des Verbrennungsmotors durch die besagte Baueinheit gemessen wird und daß der Schwellenwert in Abhängigkeit von der so gemessenen Batteriespannung und/oder Temperatur bestimmt wird.
  5. Verfahren nach Anspruch 4, dadurch gekennzeichnet, daß oberhalb einer gegebenen Schwellentemperatur der Elektromotor des Anlassers direkt nach der zweiten Betriebsart gesteuert wird.
  6. Als Anlasser eines Fahrzeugs, insbesondere eines Kraftfahrzeugs, dienende Baueinheit, umfassend einen Anlasserelektromotor, Mittel zur Steuerung der Stromversorgung der Erregerwicklung(en) dieses Elektromotors, Antriebsmittel zum Antreiben des besagten Verbrennungsmotors nach aufeinanderfolgend wenigstens zwei Betriebsarten mit verschiedenen Drehzahl/ Drehmoment-Kennlinien, wobei eine erste Betriebsart hohe Drehmomente bei niedrigen Drehzahlen ermöglicht, während eine zweite Betriebsart höhere Drehzahlen als die erste Betriebsart bei niedrigen Drehmomenten ermöglicht, dadurch gekennzeichnet, daß die erste Betriebsart eine höhere Antriebsdrehzahl aufweist, als wenn die Kennlinie der zweiten Betriebsart verwendet würde.
  7. Als Anlasser dienende Baueinheit nach Anspruch 6, dadurch gekennzeichnet, daß die besagten Mittel Mittel zur Steuerung der Stromversorgung der Erregerwicklung(en) des Elektromotors nach zwei Stromversorgungsarten umfassen, von denen eine der ersten Antriebsart entspricht und die Bereitstellung eines hohen Induktionsfelds ermöglicht, während die andere der zweiten Antriebsart entspricht und die Bereitstellung eines niedrigeren Induktionsfelds ermöglicht.
  8. Als Anlasser dienende Baueinheit nach Anspruch 7, dadurch gekennzeichnet, daß die besagten Steuermittel Schaltermittel umfassen, die einen Teil der Erregerwicklung(en) des Elektromotors kurzschließen können.
  9. Als Anlasser dienende Baueinheit nach Anspruch 8, dadurch gekennzeichnet, daß die Schaltung, die die besagten Schaltermittel steuert, am Elektromotor des Anlassers angebracht ist.
  10. Als Anlasser dienende Baueinheit nach Anspruch 8, dadurch gekennzeichnet, daß die Schaltung, die die besagten Schaltermittel steuert, insgesamt oder teilweise in einem Gehäuse angeordnet ist, das nicht am Elektromotor des Anlassers angebracht ist und das mit an dem besagten Elektromotor angebrachten Mitteln durch als Kabel dienende Mittel verbunden ist.
EP01903902A 2000-01-12 2001-01-10 Anlassverfahren für den verbrennungsmotor eines kraftfahrzeuges und anlassvorrichtung zur ausführung dieses verfahrens Expired - Lifetime EP1161629B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0000334 2000-01-12
FR0000334A FR2803633B1 (fr) 2000-01-12 2000-01-12 Procede pour l'entrainement d'un moteur thermique de vehicule, notamment automobile, et ensemble formant demarreur pour sa mise en oeuvre
PCT/FR2001/000061 WO2001051807A1 (fr) 2000-01-12 2001-01-10 Procede pour l'entrainement d'un moteur thermique de vehicule, notamment automobile, et ensemble formant demarreur pour sa mise en oeuvre

Publications (2)

Publication Number Publication Date
EP1161629A1 EP1161629A1 (de) 2001-12-12
EP1161629B1 true EP1161629B1 (de) 2005-03-02

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EP01903902A Expired - Lifetime EP1161629B1 (de) 2000-01-12 2001-01-10 Anlassverfahren für den verbrennungsmotor eines kraftfahrzeuges und anlassvorrichtung zur ausführung dieses verfahrens

Country Status (6)

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EP (1) EP1161629B1 (de)
KR (1) KR100726471B1 (de)
DE (1) DE60109089T2 (de)
ES (1) ES2239120T3 (de)
FR (1) FR2803633B1 (de)
WO (1) WO2001051807A1 (de)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4144348B2 (ja) * 2002-04-26 2008-09-03 株式会社デンソー エンジン始動システム
FR2881479B1 (fr) * 2005-02-02 2010-09-10 Valeo Equip Electr Moteur Dispositif de commande d'un demarreur de moteur thermique, notamment de vehicule automobile et demarreur comportant un tel dispositif
DE102009047163A1 (de) * 2009-11-26 2011-06-01 Robert Bosch Gmbh Schaltungsanordnung für eine Startvorrichtung
JP5504899B2 (ja) 2010-01-12 2014-05-28 株式会社デンソー 電磁継電器
JP5471532B2 (ja) 2010-02-04 2014-04-16 株式会社デンソー スタータ用スイッチ装置
FR2971556A1 (fr) * 2011-02-11 2012-08-17 Peugeot Citroen Automobiles Sa Circuit et procede d'alimentation electrique du demarreur d'un moteur thermique
JP6364974B2 (ja) 2014-06-04 2018-08-01 株式会社デンソー エンジン始動装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1280665A (en) * 1969-07-28 1972-07-05 Lucas Industries Ltd Starter motor systems for road vehicles
DE3002232A1 (de) * 1980-01-23 1981-07-30 Robert Bosch Gmbh, 7000 Stuttgart Schalteinrichtung fuer elektrische andrehvorrichtungen fuer brennkraftmaschinen
FR2604041B1 (fr) * 1986-09-11 1988-10-28 Valeo Procede de commande d'une machine electrique reversible generateur-moteur, pour vehicule automobile, et installation de commande pour la mise en oeuvre d'un tel procede
JPH02204676A (ja) * 1989-01-31 1990-08-14 Nissan Motor Co Ltd 機関の始動装置
JP3610687B2 (ja) * 1995-12-12 2005-01-19 トヨタ自動車株式会社 内燃機関の始動制御装置およびその制御方法

Also Published As

Publication number Publication date
ES2239120T3 (es) 2005-09-16
KR100726471B1 (ko) 2007-06-11
EP1161629A1 (de) 2001-12-12
FR2803633B1 (fr) 2002-07-19
DE60109089T2 (de) 2006-04-13
WO2001051807A1 (fr) 2001-07-19
FR2803633A1 (fr) 2001-07-13
KR20020005616A (ko) 2002-01-17
DE60109089D1 (de) 2005-04-07

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