EP1378661A1 - Anlasssystem mit einer Steuervorrichtung getrennt von dem Anlasser - Google Patents

Anlasssystem mit einer Steuervorrichtung getrennt von dem Anlasser Download PDF

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Publication number
EP1378661A1
EP1378661A1 EP03291638A EP03291638A EP1378661A1 EP 1378661 A1 EP1378661 A1 EP 1378661A1 EP 03291638 A EP03291638 A EP 03291638A EP 03291638 A EP03291638 A EP 03291638A EP 1378661 A1 EP1378661 A1 EP 1378661A1
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EP
European Patent Office
Prior art keywords
starter
power
control means
pinion
battery
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
EP03291638A
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English (en)
French (fr)
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EP1378661B1 (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 EP1378661A1 publication Critical patent/EP1378661A1/de
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Publication of EP1378661B1 publication Critical patent/EP1378661B1/de
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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    • 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
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • 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
    • F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
    • 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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
    • F02N15/066—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement the starter being of the coaxial type
    • 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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
    • F02N15/067—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement the starter comprising an electro-magnetically actuated lever
    • 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]
    • 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
    • F02N2300/30—Control related aspects of engine starting characterised by the use of digital means

Definitions

  • the invention relates to a starter system comprising a battery intended to power a starter, comprising a movable pinion intended to slide axially on a rotary output shaft driven in rotation by a electric motor and to cooperate with a toothed start ring, linked in rotation at the crankshaft of the engine to start such as the engine of a motor vehicle, and electromagnetic means of sprocket control.
  • the closing of the ignition key 7 supplies the contactor 2, causing the closing the contact 5 of the power relay and starting the engine electric 1.
  • control elements such as the ignition key 7, are adapted and sized for these high intensities.
  • the starter control is generally locked by position sensors.
  • a switch arranged in series with the ignition key 7 on the control cable 6, prohibits starting for a position of the speed selector other than "parking" or "neutral".
  • the sensors of position can not accept the passage of a current as important as that contactor 2 of the starter. It is then necessary to provide a relay auxiliary in series with the ignition key. This leads to an additional cost and a need additional space to integrate one more relay in the circuits electric vehicle.
  • the starter is no longer driven directly by the driver via the ignition key 7.
  • An easement calculator then supports, on the order of the driver, by example by means of a badge, the starting and stopping of the starter. This automation avoids false maneuvers or excessive solicitation of the starter. Due to the high intensities absorbed by the control circuit of the starter, it is then essential to interpose an auxiliary relay between the starter and the computer.
  • the power cable 4 connecting the battery 3 to the power supply terminal 8 of the starter remains permanently energized, that the vehicle is running or at rest. There is therefore a risk of short circuit, either by crushing the power cable, in a road accident, either by insulation of the power cable under the effect of vibration. Like him This is a cable with a large cross-section, the potential short-circuit current is very important and may constitute a fire start in the vehicle.
  • some vehicles have a fuse between the cable of power 4 and the battery 3.
  • its efficiency is limited because such protection only works when there is a free short circuit.
  • the fuse must Moreover, be dimensioned so as not to melt consecutively normal operation of the starter, knowing that it can absorb, in certain startup configurations, up to 75% of the short-circuit current.
  • the voltage drop in the fuse causes, at high intensity, a drop in starter performance.
  • the aim of the invention is a starter which does not have these disadvantages and, in particular, to limit the risk of fire related to the starter.
  • One solution might be to replace the fuse located between the cable of power 4 and battery 3 by the working contact of a power relay, able to withstand an average intensity of 100 to 500A absorbed by the electric motor.
  • the winding of the power relay would then be connected in parallel on the battery via the ignition key 7.
  • the closing of the ignition key 7 would simultaneously supply the contactor 2 of the starter and winding of the power relay, thereby energizing the 4 power cable via relay relay work contact power.
  • the working contact of the power relay would only be closed during the few seconds necessary to start.
  • the cable of power 4 would therefore only be energized for a short period of time. few seconds, necessary to start.
  • the electric motor is connected to a power cable connecting the starter to the battery via means power interruption, an electromagnet, constituting the means electromagnetic drive gear, being connected to a cable power supply connecting the starter to the battery via switching means, of low power, the system comprising control means for sequentially controlling the means of switching and power interruption means, so as to connect temporarily the battery to the power and power cables for a start-up period.
  • the conventional contactor is replaced by an electromagnet so that the launcher, to which belongs the pinion, can play the role of nucleus diver and that the starter can be more compact radially and simplified.
  • the electric motor 1 of the starter 10 is powered by a cable of power 11 fixed on a connection terminal 12 of the starter.
  • the switch 5 internal to the starter of Figure 1 is deleted.
  • the contactor 2 of the starter according to Figure 1 is replaced by an electromagnet 13, to a single winding, powered by a power cable 14 attached to a terminal of connection 15 of the starter.
  • the electromagnet 13 serves solely to advance the movable pinion 32 (see Figure 6) in the ring gear of starting 33 ( Figure 6) at the start of the engine, here the thermal engine of a motor vehicle.
  • the electric motor 1 is therefore permanently connected to the power cable 11 and the electromagnet to the cable 14.
  • the power cables 11 and 14 power cables are preferably, integral with the starter 10.
  • the power cables 11 and 14 power are connected to the battery 3 through a housing 16, which comprises a switching element 17, low power, and a switch 18, high power.
  • the power cables 11 and power 14 may be integral with the housing 16.
  • the switching element 17, low power establishes or interrupts, according to its conduction or blocking state, the connection between the battery 3 and the cable
  • This switching element may be made by one or more semiconductors, for example by transistors, in particular of FET type (also called MOSFET) as shown in FIG. 2.
  • the switch 18, of high power is intended to establish or cut power to the power cable 11 and the electric motor 1 of the starter.
  • the switch 18 can be constituted by a contact of an electromagnetic relay, having a coil 19, or by power semiconductors.
  • the housing 16 is here located close to the battery and therefore comprises power interruption means 18 and switching means 17.
  • the switch 18 and the switching element 17 are controlled by signals of provided by control means including a control circuit 20.
  • the control circuit 20, which is preferably powered by the battery 3, can be realized by any suitable electronic circuit, analog or digital, for example microprocessor. He receives activation orders or disable the starter either directly by the start key 7, either, as shown in Figure 2, through a unit 21, which can be part of the engine management computer thermal system of the vehicle or any other calculator managing various functions in the vehicle.
  • the link between the control circuit 20 and the unit 21, disposed here in a separate housing housing 16, can be realized by means of electrical, radio or optical signals, possibly coded.
  • a start command is given by the driver who actuates the key of contact 7, connected to a control input of the control circuit 20 or of the electronic unit 21 ( Figure 2).
  • the ignition key can be replaced by any equivalent element making it possible to provide a start order to the circuit 20 or the electronic unit 21, in particular by any system electromechanical actuated manually by the driver of the vehicle.
  • FIGS. 3a to 3c illustrate the control of the switching element 17 (S2, FIG. 3b) and switch 18 (S3, FIG. 3c) by the control circuit 20, belonging to control means, depending on the position of the key of contact 7 (S1, FIG. 3a).
  • a start command signal S1 applied to the control input of the electronic unit 21 or the circuit of command 20, changes from a first value (0 in FIG. 3a) to a second value (1 in Figure 3a).
  • the battery 3 is then connected to the power cable 14 and, consequently, at the terminals of the electromagnet 13 of the starter.
  • the voltage applied to the power cable is immediately the maximum voltage provided by the battery.
  • the control signals S3, which are applied by the control circuit 20 to the coil 19 of the relay pass from a first value (0 in Figure 3c) to a second value (1 in the figure 3c), causing the closure of the associated contact constituting the switch of 18.
  • the battery 3 is then connected to the power cable 11 and, in consequently, at the terminals of the electric motor 1 of the starter.
  • the duration T0 - T1 must be sufficient so that, at the moment T1, the pinion 32 has arrived in support against the ring gear 33 or has already penetrated the crown, whatever the conditions of temperature, charge of the battery, state of wear of the starter, etc ... In practice, we will choose a value of the duration T0-T1 between 10 and 200 milliseconds.
  • the motor 1 starts to turn and, as soon as the teeth of the pinion pass in front of between the teeth of the crown, the pinion, propelled by the magnetic force of the electromagnet 13 penetrates the crown.
  • the pinion 32 associated with a coach 37 (FIG. 6) and with a transmission device disengageable 31, a free wheel in Figure 6 or alternatively a conical clutch as described in document FR A 2,826,696, is linked via the driver 37 to the output shaft by helical splines which, by effect screws, end up propelling the pinion to a stop 140 ( Figure 6) carried by the output shaft 34.
  • the pinion and the shaft then become solidary, the starter begins to drive the engine of the vehicle in rotation.
  • the first phase of the start period ends at a time T2, from which the control circuit 20 controls the switching element 17 so as to reduce the average voltage available across the electromagnet 13 to a value Ur.
  • the reduction of the average voltage is obtained by a pulse width modulation (PWM) of the switching element 17.
  • PWM pulse width modulation
  • U being the output voltage of the battery
  • the conduction time of the switching element and tc the duration of a conduction cycle
  • the reduced voltage Ur is given by U (ton / tc). Since the pinion is engaged in the crown, the attraction force only has to be sufficient to oppose the return force of the pinion. It is this force that sizes Ur.
  • the resulting reduced current prevents heating of the coil of the electromagnet 13 and reduces the current consumption absorbed by the starter.
  • a second instant T2 will be chosen at time T1, so that the current and, consequently, the magnetic force, is sufficient despite the voltage drop of the battery caused by the inrush current of the electric motor. at the moment T1. This avoids the risk of disengagement of the pinion.
  • T2 T1 + 50 to 500 milliseconds.
  • the value of the voltage Ur can also take into account the temperature, the voltage of the battery, etc. This value can also be regulated.
  • the control means according to the invention therefore advantageously comprise modulation means for applying to the cable 14 a voltage or a current having a first value during a first phase and a second value less than the first, all during the start-up period. Thanks to this arrangement, the operation of the starter is reliable because the risk of disengagement of the pinion is avoided. This also reduces wear and spare parts of the starter.
  • the motor supply is cut off with a dT offset at time T3, so as to limit the differential speed of the device of disengageable transmission 31 of the starter, a freewheel in FIG. offset dT being sufficient for the pinion 32 to disengage.
  • dT is preferably between 5 and 50 milliseconds.
  • control circuit 20 or the electronic unit 21 can generate itself the start command in the context of a start and an automated shutdown of the engine of the vehicle, for example of the type known as "Stop &Go".
  • the control means therefore incorporate automated start and stop functions.
  • the control circuit 20 or the electronic unit 21 can itself generate a start-up command, following the recognition of the revving of the engine of the vehicle, thus automatically stopping the starter.
  • the control circuit 20 or the electronic unit 21 can itself generate an order of end of starting or non-execution of a start command following the triggering of a protection system of known type associated with the starter or to the vehicle.
  • a protection system of known type associated with the starter or to the vehicle.
  • These protection systems concern, for example, an electrical, mechanical or thermal overload of the starter, false maneuvers such as an attempt to start while the engine is already running, an attempt to start while a gear is engaged, etc. .
  • the control means therefore incorporate protection functions.
  • the passage, at time T2, at the reduced voltage Ur can be achieved by means of a ballast resistance.
  • FIG. 4 illustrates an embodiment variant, in which the battery 3 is connected to the power supply 14 and power cables 11 by a set to relay 22 belonging to the control means.
  • the relay assembly 22 comprises a control input connected to the ignition key 7.
  • the winding A of a first relay is connected between the control input of the assembly 22 and the mass. It controls two contacts A1 and A2, normally open.
  • Winding B a second relay is connected, in series with the contact A2 and a resistor R, at the terminals of the battery 3.
  • a capacitor C is connected in parallel on the winding C, thus forming a delay circuit with the resistor R.
  • winding B controls a contact B1 normally closed and a contact B2 normally open.
  • the contacts A1 and B1 are connected in series between the positive terminal of the battery 3 and the power cable 14.
  • Resistance Rb ballast is connected in parallel to the contact B1.
  • the B2 contact constitutes the power switch 18 connected between the positive terminal of the battery and the power cable 11.
  • the closing of the ignition key 7 feeds the winding A of the first relay, immediately causing the contacts A1 and A2 to close. Closing the contact A1 puts the supply cable 14 under full voltage.
  • the closing of the second relay is delayed by the resistance circuit R and capacitance C. The duration of the delay corresponds to the time interval T0-T1, typically between 10 and 200 milliseconds. So, at the moment T1, the B2 contact closes and feeds the electric motor 1 by the power cable 11. At the same time, the contact B1 opens and the power cable 14 is no longer fed only through the ballast resistor Rb, thereby reducing the voltage applied across the electromagnet 13 of the starter during the second phase of the start-up period.
  • the magnetic forces created by the electromagnet 13 are directly related to the current absorbed by it.
  • the electromagnet is controlled in tension.
  • circuit resistors coil of the electromagnet, battery, wiring
  • these parameters are variable, in particular according to the temperature, the charge level of the battery 3 and its aging.
  • the control circuit 20 is a microprocessor or microcontroller circuit
  • these parameters are measured or calculated and taken into account to determine, by calculation or using a table digital, the voltage required to obtain magnetic forces desired. The accuracy of the result depends on the accuracy of the measurements.
  • the pilot control circuit 20 the electromagnet 13 in current, with a current regulation of conventional type.
  • a first current value is supplied to the electromagnet during the first start phase, between the times T0 and T2.
  • a current having a second value, less than the first value, is provided to the electromagnet during the second phase of the start-up period, after the moment T2.
  • the control circuit 20 or relay assembly 22 apply full voltage on the electric motor 1 at the moment T1, to let the pinion penetrate the crown at speed scaled down.
  • the electric motor 1 it is possible to supply the electric motor 1 with a voltage gradually increasing, for example by using a chopped voltage, of which the duty cycle increases gradually from a value predetermined.
  • a brief reopening of the switch 18 is provided at a moment T4, after its first closing at time T1.
  • the duration T1-T4 of the first voltage pulse applied to the electric motor is between 1 and 10 milliseconds. This allows to give a first impulse to the electric motor, so as to rotate the pinion 32 necessary for its penetration into the ring gear 33 if, at the instant T1 the pinion is resting on the crown, tooth against tooth. Due to inertia engine mechanics and the short T1-T4 duration of this first pulse, the speed reached by the electric motor is low.
  • the diet of the electric motor 1 is then restored at a time T5, by a new closing of the switch 18.
  • the duration T4-T5 of the interruption following the first voltage pulse is long enough for the pinion to have the time to enter the ring gear and, typically, between 5 and 200 milliseconds.
  • Times T1-T4 and T4-T5 can be adjusted according to temperature, battery voltage, etc ... For example, we can increase the duration T1-T4 of the cold impulse and decrease it if the temperature is very high.
  • This spring in squeezing, allows the kernel to continue its course despite locking the pinion against the crown.
  • FIG. 6 illustrates a coaxial architecture starter which can be used in a starter system according to the invention.
  • Half top of Figure 6 represents the rest position, while half bottom of Figure 6 shows the working position of the starter.
  • the launcher 29 comprises a pinion 32, a driver 37 and a disengageable transmission device, in the form of a free wheel 31, intervening between the pinion and the launcher.
  • the driver 37 comprises in known manner a housing for housing the rollers of the free wheel intervening between the housing and an axial extension of the pinion 32.
  • the freewheel is replaced by a conical clutch as described in the document FR A 2 826 696 above or in the document FR A 2 826 695.
  • the coach has an internally splined extension to cooperate with a complementary groove formed at the outer periphery of the output shaft 34.
  • the starter comprises a carcass 137 of tubular form carrying the inductor of the electric motor 1.
  • This carcass is closed by the front bearing 23 and the rear bearing 24.
  • These bearings are shaped to carry each of the bearing means, such as needle bearings or plain bearings to respectively support the free end of the shaft 34 and the free end of the output shaft of the electric motor carrying the induced by the electric motor.
  • This armature comprises, in a known manner a package of grooved sheets for mounting electrical conductors, here in the form of pins (not referenced) connected to a collector on which brushes belonging to a brush holder carried by the rear bearing 24 .
  • the power cable 11 supplies the electric motor in the aforementioned manner.
  • Tie rods 138 secure the bearings 23, 24 with the yoke 137 sandwiched between the bearings 23, 24 and shouldered for this purpose.
  • the front bearing 23 is configured to form a support 28 intended here to be fixed on a fixed part of the vehicle.
  • This support therefore carries the rear bearing 24 and the carcass 137 here via the tie rods 138.
  • the support 28 has a clearance for the passage of the ring gear 33.
  • the coil 25, circular, of the electromagnet 13 is housed in a magnetic circuit 26 in one or more parts and whose overall shape is a torus. The section of this torus is not closed and leaves an air gap 27 axial
  • the electromagnet 13 is housed in the support 28 by coaxially surrounding the launcher 29.
  • the support 28 is preferably made of non-magnetic material.
  • the launcher 29 comprises in the aforementioned manner the pinion 32 intended to mesh with the ring gear 33 and the free-wheeling disengageable movement transmission device 21 housed in the housing of the coach 37.
  • the output shaft 34 is rotated by an epicyclic gear reduction gearbox 35 connected to the output shaft of the electric motor as described in document FR A 2 787 833 (US Pat. No.
  • the ring gear internally of the gearbox is advantageously provided at its outer periphery with a layer of flexible material acting between the ring and the casing 137 as in this document.
  • the ring gear also carries studs (not referenced) made of elastomer interposed between the ring and an annular flange of transverse orientation (not referenced) belonging to the casing 137.
  • the studs make it possible to immobilize the ring gear and play the role of torsion damper between the crown and the carcass 137.
  • the rim of the yoke 137 makes it possible to immobilize, in cooperation with a shoulder of the support 28, the magnetic circuit 26 serving to support the coil 25.
  • the coil 25 and the magnetic circuit 26 are thus housed in the support 28 and partially surround the freewheel transmission device 31, which participates in the magnetic circuit of the electromagnet 13.
  • the cover 30 is separated from the magnetic circuit 26 by a radial air gap 38.
  • a restoring force keeps the launcher 29 in the rest position outside the start-up period.
  • This force is created by a device, not shown in FIG. 6, of mechanical type (for example: compression spring, lever locking, disengageable friction ...) or magnetic type (magnet permanent, for example).
  • the excitation of the coil 25 of the electromagnet 13 creates a magnetic flux passing through the magnetic circuit 26 and the launcher 29. Magnetic forces resulting in the gap 27 are greater than the restoring forces and cause the magnetic attraction of the launcher 29 in the working position.
  • connection terminals can be easily arranged on the bearings or the casing in the embodiment of FIG. 6 because the electromagnet 13 is implanted in the support 28
  • control means advantageously comprise modulation means for applying to the supply cable 14 a voltage or a current having a first value during a first phase (T0-T2) of the starting period and a second value, lower at the first, during a second phase (T2-T3) of the start-up period.
  • modulation means in one embodiment comprise means for modulating the pulse width of the switching means 17.
  • the modulation means comprise means for inserting an additional resistor Rb between the battery 3 and the power cable 14 during the second phase (T2-T3) of the starting period.
  • These control means advantageously comprise means for determining the aforementioned values as a function of the temperature and the state of charge of the battery.

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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)
EP20030291638 2002-07-03 2003-07-03 Anlasssystem mit einer Steuervorrichtung getrennt von dem Anlasser Expired - Fee Related EP1378661B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0208306A FR2843782B1 (fr) 2002-07-03 2002-07-03 Systeme de demarrage a organe de controle separe du demarreur
FR0208306 2002-07-03

Publications (2)

Publication Number Publication Date
EP1378661A1 true EP1378661A1 (de) 2004-01-07
EP1378661B1 EP1378661B1 (de) 2012-01-11

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EP20030291638 Expired - Fee Related EP1378661B1 (de) 2002-07-03 2003-07-03 Anlasssystem mit einer Steuervorrichtung getrennt von dem Anlasser

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EP (1) EP1378661B1 (de)
FR (1) FR2843782B1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2858366A1 (fr) * 2003-07-28 2005-02-04 Valeo Equip Electr Moteur Systeme de demarrage a poulie et courroie pour un moteur thermique de vehicule automobile
FR2923869A1 (fr) * 2007-11-21 2009-05-22 Valeo Equip Electr Moteur Dispositif demarreur du type a commande electromagnetique pour moteur thermique
EP2508747A4 (de) * 2009-12-03 2015-10-21 Hitachi Automotive Systems Ltd Motorstartvorrichtung

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1375184A (de) * 1971-05-26 1974-11-27
EP0012046A1 (de) * 1978-11-29 1980-06-11 DUCELLIER & Cie Elektrischer Anlasser für Brennkraftmaschinen, insbesondere für Kraftfahrzeuge
US5622148A (en) * 1995-12-04 1997-04-22 Ford Motor Company Control for a motor vehicle cranking system
EP0987434A1 (de) * 1998-09-16 2000-03-22 Valeo Equipements Electriques Moteur Speisungsregelvorrichtung für elektrischen Anlassermotor für Verbrennungsmotor und Anlasser mit solcher Vorrichtung
DE19851741A1 (de) 1998-11-10 2000-05-25 Bosch Gmbh Robert Andrehvorrichtung für Brennkraftmaschinen
EP1041275A1 (de) 1999-04-01 2000-10-04 Robert Bosch Gmbh Startvorrichtung zum Andrehen einer Brennkraftmaschine
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FR2923869A1 (fr) * 2007-11-21 2009-05-22 Valeo Equip Electr Moteur Dispositif demarreur du type a commande electromagnetique pour moteur thermique
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FR2843782B1 (fr) 2006-01-27
EP1378661B1 (de) 2012-01-11

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