EP1378661B1 - Anlasssystem mit einer Steuervorrichtung getrennt von dem Anlasser - Google Patents

Anlasssystem mit einer Steuervorrichtung getrennt von dem Anlasser Download PDF

Info

Publication number
EP1378661B1
EP1378661B1 EP20030291638 EP03291638A EP1378661B1 EP 1378661 B1 EP1378661 B1 EP 1378661B1 EP 20030291638 EP20030291638 EP 20030291638 EP 03291638 A EP03291638 A EP 03291638A EP 1378661 B1 EP1378661 B1 EP 1378661B1
Authority
EP
European Patent Office
Prior art keywords
power
starter
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.)
Expired - Fee Related
Application number
EP20030291638
Other languages
English (en)
French (fr)
Other versions
EP1378661A1 (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
Original Assignee
Valeo Equipements Electriques Moteur SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Valeo Equipements Electriques Moteur SAS filed Critical Valeo Equipements Electriques Moteur SAS
Publication of EP1378661A1 publication Critical patent/EP1378661A1/de
Application granted granted Critical
Publication of EP1378661B1 publication Critical patent/EP1378661B1/de
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

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
    • 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 for powering a starter, comprising a movable pinion intended to slide axially on a rotary output shaft driven in rotation by an electric motor and to cooperate with a toothed starter ring, which is connected in turn.
  • crankshaft rotation of the engine to be started such as the engine of a motor vehicle, and electromagnetic means for controlling the pinion.
  • the closing of the ignition key 7 supplies the contactor 2, causing the closing of the contact 5 of the power relay and the starting of the electric motor 1.
  • control members such as the ignition key 7, are adapted and dimensioned for these high intensities.
  • the control of the starter 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 position sensors can not accept the passage of a current as large as that of the switch 2 of the starter. It is then necessary to provide an auxiliary relay in series with the ignition key. This leads to additional cost and additional space need to integrate one more relay in the vehicle's electrical circuits.
  • the starter is no longer controlled directly by the driver via the ignition key 7.
  • a service calculator then supports, by order of the driver, for example by via a badge, starting and stopping the starter. This automation avoids false maneuvers or excessive solicitations of the starter. Due to the high currents 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, whether the vehicle is running or at rest. There is therefore a risk of short circuit, either by crushing the power cable, during a road accident, or by wear of the insulation of the power cable under the effect of vibration. As it is a cable of large section, the possible short circuit current is very important and can constitute a fire in the vehicle.
  • some vehicles have a fuse between the power cable 4 and the battery 3.
  • its effectiveness is limited because such protection only works when there is a short-circuit franc.
  • the fuse must also be dimensioned so as not to melt consecutively to the normal operation of the starter, knowing that it can absorb, in certain starting configurations, up to 75% of the short-circuit current.
  • the voltage drop in the fuse causes, at high intensity, a drop in the performance of the starter.
  • the invention aims to a starter does not have these disadvantages and, in particular, to limit the risk of fire related to the starter.
  • One solution could be to replace the fuse located between the power cable 4 and the battery 3 by the working contact of a power relay, capable of withstanding an average intensity of 100 to 500A absorbed by the electric motor.
  • the winding of the power relay would then be connected in parallel to the battery by means of the ignition key 7.
  • the closing of the ignition key 7 would simultaneously supply the contactor 2 of the starter and the winding of the power relay, thereby energizing the power cable 4 via the working contact of the power relay.
  • the working contact of the power relay would only be closed for the few seconds required for starting.
  • the power cable 4 would therefore be energized for a short period of a few seconds, necessary for startup.
  • the electric motor is connected to a power cable connecting the starter to the battery by means of power interruption means, an electromagnet constituting the electromagnetic control means of the pinion, being connected to a cable power supply unit connecting the starter to the battery via switching means of low power, the system comprising control means for sequentially controlling the switching means and the power interruption means, so as to connect temporarily the battery to the power and power cables during a start-up period.
  • the conventional switch is replaced by an electromagnet so that the launcher, which belongs to the pinion, can act as a plunger and that the starter can be more compact radially and simplified.
  • a patent describes a starting device for an internal combustion engine, comprising an electric starter motor, an engagement magnet, a starter gear and a logic circuit.
  • the logic circuit jerks the interlocking magnet through a semiconductor to engage the starter gear in the ring gear until the pinion is fully meshing.
  • the logic circuit controls the power supply of the starter motor, on the one hand to a reduced torque by means of a series resistance with the electric motor while the engagement magnet meshes the pinion in the ring gear and on the other hand at maximum torque when the starter gear is fully geared into the ring gear to rotate the internal combustion engine.
  • the electric motor 1 of the starter 10 is powered by a power cable 11 fixed to a connection terminal 12 of the starter.
  • the switch 5 internal to the starter of the figure 1 is deleted.
  • the contactor 2 of the starter according to the figure 1 is replaced by a solenoid 13, single winding, powered by a power cable 14 fixed to a connection terminal 15 of the starter.
  • the electromagnet 13 only serves to advance the movable pinion 32 (see figure 6 ) in the starting ring gear 33 ( figure 6 ) at the start of the engine, here the engine of a motor vehicle.
  • the electric motor 1 is therefore permanently connected to the power cable 11 and the electromagnet to the power cable 14.
  • the power cables 11 and power 14 are preferably integral with the starter 10.
  • the power cables 11 and power 14 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 14.
  • This switching element can be produced by one or more semiconductors, for example by transistors, in particular type FET (also called MOSFET) as shown on the figure 2 .
  • the switch 18, of high power is intended to establish or cut the power supply of 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 control signals supplied by control means comprising 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. It receives commands for activation or deactivation of the starter either directly by the start key 7, or, as shown in FIG. figure 2 , via an electronic unit 21, which can be part of the management computer of the engine of the vehicle or any other computer managing various functions in the vehicle.
  • the connection between the control circuit 20 and the electronic unit 21, here arranged in a separate housing of the housing 16, can be achieved via electrical, radio or optical signals, possibly coded.
  • a start command is given by the driver who actuates the ignition key 7, connected to a control input of the control circuit 20 or of the electronic unit 21 ( figure 2 ).
  • the ignition key may be replaced by any equivalent element for providing a start command to the control circuit 20 or to the electronic unit 21, in particular by any electromechanical system operated manually by the driver of the vehicle.
  • FIGS 3a to 3c illustrate the control of the switching element 17 (S2, figure 3b ) and switch 18 (S3, figure 3c ) by the control circuit 20, belonging to control means, depending on the position of the ignition key 7 (S1, figure 3a ).
  • a start command signal S1 applied to the control input of the electronic unit 21 or the control circuit 20 passes a first value (0 on the figure 3a ) at a second value (1 on the figure 3a ).
  • the control signals S2, applied by the control circuit 20 to a control electrode of the switching element 17, then change from a first value (0 on the figure 3b ) at a second value (1 on the figure 3b ), causing conduction of the switching element 17.
  • the battery 3 is then connected to the power cable 14 and, consequently, across the electromagnet 13 of the starter.
  • the voltage applied to the power cable is immediately the maximum voltage supplied by the battery.
  • the control signals S3, which are applied by the control circuit 20 to the coil 19 of the relay go from a first value (0 on the figure 3c ) at a second value (1 on the figure 3c ), causing the closing of the associated contact constituting the switch of 18.
  • the battery 3 is then connected to the power cable 11 and, consequently, to the terminals of the electric motor 1 of the starter.
  • the duration T0 - T1 must be sufficient so that, at time T1, the pinion 32 has come into abutment against the ring gear 33 or has already penetrated into the ring, whatever the temperature conditions, of the battery charge , in a state of wear of the starter, etc. In practice, a value of the duration T0-T1 of between 10 and 200 milliseconds will be chosen.
  • pinion 32 associated with a driver 37 ( figure 6 ) and a disengageable transmission device 31, a freewheel at the figure 6 or alternatively a conical clutch as described in the document FR A 2,826,696 , is connected via the driver 37 to the output shaft by helical splines which, by screwing effect, end to propel the pinion to a stop work 140 ( figure 6
  • the pinion and the shaft then become integral with the output shaft 34.
  • 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 duration of the switching element and tc the duration of a conduction cycle
  • the reduced voltage Ur is given by U (ton / tc).
  • the pinion being engaged in the crown, the force attraction has only 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.
  • 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 power supply of the motor is cut with an offset dT with respect to the instant T3, so as to limit the differential speed of the disengageable transmission device 31 of the starter, a free wheel to the figure 6 .
  • the shift 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 transition, at time T2, to the reduced voltage Ur can be achieved by means of a ballast resistor.
  • the figure 4 illustrates an alternative embodiment, wherein the battery 3 is connected to the power supply cables 14 and power 11 by a relay assembly 22 belonging to the control means.
  • the relay assembly 22 comprises a control input connected to the ignition key 7.
  • the coil A of a first relay is connected between the control input of the assembly 22 and the ground. 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, across the battery 3.
  • a capacitor C is connected in parallel on the coil C, thus forming a delay circuit with the resistor R.
  • winding B controls a normally closed contact B1 and a normally open contact B2.
  • the contacts A1 and B1 are connected in series between the positive terminal of the battery 3 and the power cable 14.
  • a ballast resistor Rb is connected in parallel to the contact B1.
  • the contact B2 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 closing of the contacts A1 and A2.
  • the closure of 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 the capacitance C.
  • the duration of the delay corresponds to the time interval T0-T1. typically between 10 and 200 milliseconds.
  • the contact B2 closes and feeds the electric motor 1 by the power cable 11.
  • the contact B1 opens and the power cable 14 is powered only by the intermediate 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 voltage. It is then necessary to take into account the resistances of the circuit (coil of the electromagnet, battery, wiring) and the voltage of the battery. However, these parameters are variable, in particular as a function of 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 with the aid of a numerical table, the voltage necessary to obtain the desired magnetic forces. The accuracy of the result depends on the accuracy of the measurements.
  • control circuit 20 drives the electromagnet 13 in current, with conventional current regulation.
  • 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 supplied to the electromagnet during the second phase of the starting period, after the instant T2.
  • the control circuit 20 or the relay assembly 22 apply full voltage to the electric motor 1 at time T1, to allow the pinion to enter the crown at reduced speed.
  • the electric motor 1 can be powered with a progressively increasing voltage, for example by using a chopped voltage whose duty cycle increases gradually from a predetermined value.
  • a brief reopening of the switch 18 is provided at a time 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 makes it possible to give a first impulse to the electric motor, so as to effect the rotation of 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 the mechanical inertia of the engine and the short duration T1-T4 of this first pulse, the speed reached by the electric motor is low.
  • the power supply 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 time. to enter the ring gear and, typically, between 5 and 200 milliseconds.
  • the times T1-T4 and T4-T5 can be adjusted according to the temperature, the voltage of the battery, etc ... By way of example, it is possible to increase the duration T1-T4 of the cold impulse and reduce it if the temperature is very high.
  • the figure 6 illustrates a coaxial architecture starter that can be used in a starter system according to the invention.
  • the upper half of the figure 6 represents the rest position, while the lower half of the figure 6 represents 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 driver 37.
  • the driver 37 comprises, in a known manner, a housing for accommodating the rollers of the free wheel intervening between this 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 mentioned above or in the document FR A 2,826,695 .
  • the trainer 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
  • 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 reveals 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 freewheeling disengageable movement transmission device 21 housed in the housing of the driver 37.
  • the output shaft 34 is rotated by an epicyclic gearbox 35 connected to the output shaft of the electric motor as described in the document FR A 2 787 833 ( US A 6,490,940 ) ° to which reference will be made for more details.
  • 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 reducer comprises a pinion integral with the output shaft of the electric motor.
  • the output shaft of the gearbox is integral with the output shaft 34. Satellites integral with a planet carrier intervene between the gear of the gearbox and the ring gear.
  • the launcher 29 acts as a plunger via the casing of the launcher 37 made of steel used as a yoke for closing the magnetic flux, generated by the electromagnet 13, and also by a closing cap 30, also made of steel.
  • This cover 30 is fixed by crimping on the periphery outer casing of the launcher 37, which is alternatively of the type of for example the figure 5 of the document FR A 2,826,695 .
  • 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 gap radial 38.
  • a restoring force keeps the launcher 29 in the rest position outside the start period.
  • This force is created by a device, not represented on the figure 6 , mechanical type (for example: compression spring, locking lever, disengageable friction ...) or magnetic type (permanent magnet, 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.
  • the resulting magnetic forces in the gap 27 are greater than the restoring forces and cause the magnetic attraction the launcher at 29 in working position.
  • connection terminals can be easily arranged on the bearings or the casing in the embodiment of the figure 6 since 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.

Landscapes

  • 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)

Claims (27)

  1. Startsystem mit einer Batterie (3), die einen Anlasser (10) versorgen soll, mit einem beweglichen Ritzel (32), das axial auf einer Drehausgangswelle (34) eines Elektromotors (1) gleiten soll und mit einem Zahnkranz (33), einem Mitnehmer (37), einer ausrückbaren Übersetzungsvorrichtung (31), die zwischen das Ritzel und den Mitnehmer (37) eingeschaltet ist, und elektromagnetischen Mitteln zum Steuern des Ritzels zusammenwirken soll, wobei das Ritzel (32) über einen Mitnehmer (37) mit der Ausgangswelle durch schraubenförmige Nuten verbunden ist, die durch Schraubeffekt das Ritzel (32) vollständig bis zu einem Arbeitsanschlag (140) antreiben, der von der Ausgangswelle (34) getragen ist, wobei das System dadurch gekennzeichnet ist, dass der Elektromotor (1) mit einem Leistungskabel (11) verbunden ist, das den Anlasser (10) mit der Batterie (3) über Leistungsunterbrechungsmittel (18) verbindet, wobei ein Elektromagnet (13), der die elektromagnetischen Mittel zum Steuern des Ritzels bildet, mit einem Versorgungskabel (14) verbunden ist, das den Anlasser (10) mit der Batterie (3) über Schaltmittel (17) mit geringer Leistung verbindet, wobei das System Steuermittel (20, 21; 22) zum sequentiellen Steuern der Schaltmittel (17) und der Leistungsunterbrechungsmittel (18) umfasst, um die Batterie (3) vorübergehend während einer Startperiode mit dem Versorgungskabel (14) und dem Leistungskabel (11) zu verbinden, und dass die Steuermittel (20, 21) Schutzfunktionen übernehmen, und dass die Steuermittel Mittel zum Unterbrechen der Versorgung des Motors nach einer vorbestimmten Periode (dT) ab dem Empfang (T3) eines Befehls für das Ende des Starts umfassen, um die differentielle Geschwindigkeit der ausrückbaren Übersetzungsvorrichtung (31) des Anlassers (10) zu begrenzen.
  2. System nach Anspruch 1, dadurch gekennzeichnet, dass die Steuermittel Mittel (20) zum Blockieren der Schaltmittel (17) ab dem Empfang (T3) eines Befehls für das Ende des Starts umfassen.
  3. System nach einem der Ansprüche 1 und 2, dadurch gekennzeichnet, dass die Steuermittel (20, 22) Modulationsmittel zum Anlegen einer variablen Spannung oder eines variablen Stroms an das Versorgungskabel (14) während der Startperiode umfassen.
  4. System nach Anspruch 3, dadurch gekennzeichnet, dass die Steuermittel (20, 22) Modulationsmittel zum Anlegen einer Spannung oder eines Stroms mit einem ersten Wert während einer ersten Phase (T0-T2) der Startperiode und einem zweiten Wert, der geringer ist als der erste, während einer zweiten Phase (T2-T3) der Startperiode an das Versorgungskabel (14) umfassen.
  5. System nach Anspruch 4, dadurch gekennzeichnet, dass die Modulationsmittel Mittel zur Impulsbreitenmodulation der Schaltmittel (17) umfassen.
  6. System nach Anspruch 4, dadurch gekennzeichnet, dass die Modulationsmittel Mittel zum Einschalten eines zusätzlichen Widerstandes (Rb) zwischen die Batterie (3) und das Versorgungskabel (14) während der zweiten Phase (T2-T3) der Starperiode umfassen.
  7. System nach einem der Ansprüche 4 bis 6, dadurch gekennzeichnet, dass die Steuermittel (20, 21) Mittel zur Bestimmung des ersten und des zweiten Werts in Abhängigkeit von der Temperatur umfassen.
  8. System nach einem der Ansprüche 4 bis 6, dadurch gekennzeichnet, dass die Steuermittel (20, 21) Mittel zur Bestimmung des ersten und des zweiten Werts in Abhängigkeit vom Ladungszustand der Batterie umfassen.
  9. System nach einem der Ansprüche 4 bis 8, dadurch gekennzeichnet, dass die Steuermittel (20) Mittel zum Versorgen des Motors (1) vor dem Ende der ersten Phase (T0-T2) der Startperiode umfassen.
  10. System nach Anspruch 9, dadurch gekennzeichnet, dass die Steuermittel (20) Mittel zum Versorgen des Motors mit einer fortschreitend zunehmenden Spannung umfassen.
  11. System nach Anspruch 9, dadurch gekennzeichnet, dass die Steuermittel (20) Mittel zum Versorgen des Motors mit voller Spannung während einer Dauer (T1-T4) von 1 bis 10 ms, dann zum Unterbrechen der Versorgung des Motors während einer Dauer (T4-T5) von 5 bis 200 ms und zum erneuten Versorgen desselben mit voller Spannung während des Rests der Startperiode umfassen.
  12. System nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, dass die Leistungsunterbrechungsmittel (18) und die Schaltmittel (17) in einem äußeren Gehäuse (16) angeordnet sind, das sich in der Nähe der Batterie (3) befindet.
  13. System nach Anspruch 12, dadurch gekennzeichnet, dass das Leistungskabel (11) und das Versorgungskabel (14) mit dem Gehäuse (16), das die Leistungsunterbrechungsmittel (18) und die Schaltmittel (17) enthält, fest verbunden sind.
  14. System nach einem der Ansprüche 1 bis 13, dadurch gekennzeichnet, dass das Leistungskabel (11) und das Versorgungskabel (14) mit dem Anlasser (10) fest verbunden sind.
  15. System nach einem der Ansprüche 12 bis 14, dadurch gekennzeichnet, dass die Steuermittel (20, 22) im Gehäuse (16), das die Leistungsunterbrechungsmittel (18) und die Schaltmittel (17) enthält, angeordnet sind.
  16. System nach einem der Ansprüche 12 bis 14, dadurch gekennzeichnet, dass die Steuermittel mindestens zwei elektronische Schaltungen (20, 21) umfassen, die in verschiedenen Gehäusen angeordnet sind.
  17. System nach Anspruch 16, dadurch gekennzeichnet, dass die elektronischen Schaltungen (20, 21) der Steuermittel über elektrische Signale kommunizieren.
  18. System nach Anspruch 16, dadurch gekennzeichnet, dass die elektronischen Schaltungen (20, 21) der Steuermittel über Funksignale kommunizieren.
  19. System nach Anspruch 16, dadurch gekennzeichnet, dass die elektronischen Schaltungen (20, 21) der Steuermittel über optische Signale kommunizieren.
  20. System nach Anspruch 16, dadurch gekennzeichnet, dass die elektronischen Schaltungen (20, 21) der Steuermittel über codierte Signale kommunizieren.
  21. System nach einem der Ansprüche 1 bis 20, dadurch gekennzeichnet, dass die Steuermittel (20, 21) automatisierte Start- und Stoppfunktionen übernehmen.
  22. System nach einem der Ansprüche 1 bis 21, dadurch gekennzeichnet, dass der Anlasser eine Klemme (15) zur Verbindung mit dem Versorgungskabel (14) und eine Klemme (12) zur Verbindung mit dem Leistungskabel (11) umfasst.
  23. System nach Anspruch 22, dadurch gekennzeichnet, dass die Verbindungsklemmen (12, 15) an einem vorderen Lager (23) des Anlassers angeordnet sind.
  24. System nach Anspruch 22, dadurch gekennzeichnet, dass die Verbindungsklemmen (12, 15) an einem hinteren Lager (24) des Anlassers angeordnet sind.
  25. System nach Anspruch 22, dadurch gekennzeichnet, dass die Verbindungsklemmen (12, 15) an einem Rahmen des Anlassers angeordnet sind.
  26. System nach einem der Ansprüche 1 bis 25, dadurch gekennzeichnet, dass der Elektromagnet zu einem Freilauf (31) koaxial ist, der die ausrückbare Übersetzungsvorrichtung (31) bildet.
  27. System nach Anspruch 26, dadurch gekennzeichnet, dass es eine Rückstellfeder umfasst, die zwischen dem Elektromagneten und dem Ritzel (32) angeordnet ist.
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 EP1378661A1 (de) 2004-01-07
EP1378661B1 true EP1378661B1 (de) 2012-01-11

Family

ID=29720078

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20030291638 Expired - Fee Related EP1378661B1 (de) 2002-07-03 2003-07-03 Anlasssystem mit einer Steuervorrichtung getrennt von dem Anlasser

Country Status (2)

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

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2858366B1 (fr) * 2003-07-28 2007-09-14 Valeo Equip Electr Moteur Systeme de demarrage a poulie et courroie pour un moteur thermique de vehicule automobile
FR2923869B1 (fr) * 2007-11-21 2013-07-12 Valeo Equip Electr Moteur Dispositif demarreur du type a commande electromagnetique pour moteur thermique
JP5165669B2 (ja) 2009-12-03 2013-03-21 日立オートモティブシステムズ株式会社 エンジン始動装置

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1375184A (de) * 1971-05-26 1974-11-27
FR2442973A1 (fr) * 1978-11-29 1980-06-27 Ducellier & Cie Perfectionnement aux demarreurs electriques pour moteurs a combustion interne notamment de vehicules automobiles
US5622148A (en) * 1995-12-04 1997-04-22 Ford Motor Company Control for a motor vehicle cranking system
DE19702932A1 (de) * 1997-01-28 1998-07-30 Bosch Gmbh Robert Schaltungsanordnung für ein Einrückrelais
DE19851741A1 (de) * 1998-11-10 2000-05-25 Bosch Gmbh Robert Andrehvorrichtung für Brennkraftmaschinen
FR2783371B1 (fr) * 1998-09-16 2000-12-01 Valeo Equip Electr Moteur Dispositif pour la commande de l'alimentation d'un moteur electrique de demarreur de vehicule et demarreur comportant un tel dispositif
DE10005005A1 (de) * 1999-04-01 2000-10-12 Bosch Gmbh Robert Startanlage für eine Verbrennungskraftmaschine und Verfahren zum Betrieb der Startanlage
DE19914904A1 (de) * 1999-04-01 2000-10-05 Bosch Gmbh Robert Startvorrichtung zum Andrehen einer Brennkraftmaschine
JP3499168B2 (ja) * 1999-10-13 2004-02-23 三菱電機株式会社 スタータ
DE10059902A1 (de) * 2000-12-01 2002-06-06 Bosch Gmbh Robert Starteinrichtung für Verbrennungsmotoren von Kraftfahrzeugen

Also Published As

Publication number Publication date
EP1378661A1 (de) 2004-01-07
FR2843782A1 (fr) 2004-02-27
FR2843782B1 (fr) 2006-01-27

Similar Documents

Publication Publication Date Title
EP1844231B1 (de) Vorrichtung zur steuerung eines wärmekraftmaschinenanlassers, wie etwa der eines kraftfahrzeuges, und anlasser mit solch einer vorrichtung
EP2385539B1 (de) Anlasser für Wärmekraftmotor, der mit einer elektronischen Steuervorrichtung ausgestattet ist
EP2385538B1 (de) Elektromagnetisches Schütz mit Doppelkontakt und damit versehener Anlasser eines Verbrennungsmotor
EP2795650B1 (de) Vorrichtung mit mehreren schützen, insbesondere zur steuerung eines elektrischen anlassers
FR2944567A1 (fr) Demarreur pour demarrer un moteur a combustion interne
FR2944565A1 (fr) Appareil destine au demarrage d'un moteur monte sur un vehicule
EP1404968A1 (de) Anlasser für ein kraftfahrzeug
FR2944069A1 (fr) Demarreur adapte pour l'absorption de l'oscillation d'un moteur
EP1800001A1 (de) Steuerungsverfahren für eine reversible, elektrische maschine
FR2887933A1 (fr) Systeme de demarrage de moteur comportant deux demarreurs de type differents
EP0987434B1 (de) Speisungsregelvorrichtung für elektrischen Anlassermotor für Verbrennungsmotor und Anlasser mit solcher Vorrichtung
EP1041277B1 (de) Anlasser-Regelvorrichtung für Kraftfahrzeuge zur Verhinderung von Verschleiss
EP1378661B1 (de) Anlasssystem mit einer Steuervorrichtung getrennt von dem Anlasser
EP2233732A1 (de) Anlassvorrichtung für Verbrennungsmotor, insbesondere von Kraftfahrzeugen
EP2980819A1 (de) Kontaktschalter für anlasser, anlasser und entsprechendes anlasssystem
EP3436685B1 (de) Anlassstrategie bei kaltem wetter mit einem starter-generator in einem mit einem motorbetriebenen riemen ausgestatteten fahrzeug
EP2612019B1 (de) Verfahren zum schutz eines starters mit hohem trägheitsmoment
EP1161629B1 (de) Anlassverfahren für den verbrennungsmotor eines kraftfahrzeuges und anlassvorrichtung zur ausführung dieses verfahrens
FR3008659A1 (fr) Systeme de reseau embarque de vehicule automobile
FR2514424A1 (fr) Vehicule automobile ayant un demarreur lie au moteur par une roue libre
FR2841941A1 (fr) Demarreur a lanceur perfectionne pour un moteur a combustion interne
EP1041276B1 (de) Anlasser für Kraftfahrzeuge mit geringerem Verschleiss
EP1481163B1 (de) Startsystem
FR2942521A1 (fr) Demarreur pour vehicules
WO2009083408A1 (fr) Dispositif de commande pour un solenoide, demarruer electrique l'incorporant, et procedes de commande correspondants

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL LT LV MK

17P Request for examination filed

Effective date: 20040624

AKX Designation fees paid

Designated state(s): DE ES FR GB HU IT

17Q First examination report despatched

Effective date: 20070719

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE ES FR GB HU IT

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 60339659

Country of ref document: DE

Effective date: 20120315

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120111

26N No opposition filed

Effective date: 20121012

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 60339659

Country of ref document: DE

Effective date: 20121012

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20120703

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20130329

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20120422

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120703

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20030703

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20190711

Year of fee payment: 17

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 60339659

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210202