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
  • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
  • H01H83/00—Protective switches, e.g. circuit-breaking switches, or protective relays operated by abnormal electrical conditions otherwise than solely by excess current
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0862—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
  • F02N11/10—Safety devices
• • 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

Definitions

• the invention relates to a starting system comprising a starter constituted by an electric motor and a contactor intended to be powered by a battery to allow the starting of a vehicle.
• a starter As shown in FIG. 1, a starter according to the prior art comprises an electric motor 1 started by means of a contactor 2.
• a battery 3 supplies the electric energy necessary for starting. It is connected to the motor 1 by a power cable 4, via a contact 5 of a power relay, conventionally integrated in the contactor 2.
• the battery 3 is also connected to the contactor 2 by a control cable 6, by means of an ignition key 7.
• the starter comprising a contactor is conventionally supplied by two cables:
• This cable is a large section cable for transmitting, at a voltage of 12 volts, 100 to 500 amps on average depending on the power of the starter. Current peaks can range from 500 to over 1000 amps depending on the starter.
• This cable is sized for a current of 30 to 60 A.
• closing the ignition key 7 supplies the contactor 2, causing the contact 5 of the power relay to close and the electric motor 1 to start.
• the control cable 6 has a long route inside the vehicle. Indeed, it starts from the positive terminal of the battery 3, generally disposed in the engine compartment of the vehicle, rejoins the ignition key 7 disposed on the steering column, inside the passenger compartment of the vehicle, then returns to the engine compartment to finish on the control terminal 9 of the starter.
• This link must not present too great a voltage drop, below 30 to 60A, so that the contactor can close and produce the necessary driving force.
• the total resistance of the control cable 6 is thus generally between 50 and 100 milliohms.
• the contactor 2 is also sized to be able to close hot. In fact, it is under these conditions that the resistance of the windings, to which the wiring resistance is added, is the most important, the resulting intensity the lowest and, consequently, the force of attraction of the weakest contact solenoid. This has a direct impact on the copper volume of the contactor windings and on the steel volume of the magnetic circuit of the contactor.
• the starter control is generally locked by position sensors.
• a switch arranged in series with the ignition key 7 on the control cable 6, prevents starting for a position of the speed selector other than "parking" or "Neutral".
• the position sensors cannot accept the passage of a current as large as that of the contactor 2 of the starter. It is then necessary to provide an auxiliary relay in series with the ignition key. This leads to an additional cost and a need for additional space to integrate an additional relay in the vehicle's electrical circuits.
• the starter is no longer controlled directly by the driver via the ignition key 7.
• a service computer then takes charge, on the driver's order, for example by via a badge, starting and stopping the starter. This automation prevents false operations or excessive stress on the starter. Due to the high currents absorbed by the starter control circuit, 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 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 vibrations. As this is a cable with a large cross-section, the possible short-circuit current is very high and can constitute a fire start 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.
• the fuse must, moreover, be dimensioned so as not to blow consecutive 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 drop in voltage in the fuse causes, at high current, a reduction in the performance of the starter.
• the object of the invention is to provide a starter not having these drawbacks and, in particular, making it possible to limit the risk of fire linked to the starter.
• One solution could consist in replacing 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 current of 100 to 500A absorbed by the electric motor.
• the winding of the power relay would then be connected in parallel to the battery via the ignition key 7.
• the closing of the ignition key 7 would simultaneously power the starter contactor 2 and the winding of the power relay, thus energizing the power cable 4 via the working contact of the power relay.
• the power relay working contact would only be closed for the few seconds necessary to start.
• the power cable 4 would therefore only be energized for a short period of a few seconds, necessary for starting.
• the starter is connected to the battery by a single cable, connected to a starter supply terminal, itself permanently connected to a contactor control terminal, interrupting means arranged between the starter and battery power terminal, being controlled to temporarily connect the battery and the starter power terminal during a start-up period.
• the invention also has the advantage of simplifying the mounting of a contactor starter in the engine compartment of a motor vehicle. Indeed, according to the invention, for such a starter with contactor, a single wired connection is now necessary to ensure its operation which is very economical for the automobile manufacturer.
• the interrupting means are arranged as close as possible to the battery and can be constituted by a power relay.
• FIG. 1 illustrates a starter according to the prior art.
• FIG. 2 represents a starter according to the invention.
• the motor 1 is, as before, connected to the battery 3 by the power cable 4 via the contact 5 of a power relay, conventionally integrated in the contactor 2, and of the starter supply terminal 8.
• An electrical conductor 10 provides a permanent electrical connection between the power supply terminal 8 of the starter and an internal control terminal 11 of the contactor. Therefore, the control cable 6 connecting the contactor 2 to the ignition key 7 in the starter according to Figure 1 is deleted and • a single conductor, the power cable 4, supplies the starter.
• a power relay is housed in an additional box 12 disposed outside the starter, preferably near the positive terminal of the battery 3.
• this power relay comprises a coil 13 and a power contact 14 associated, disposed between the positive terminal of the battery 3 and the power supply terminal 8 of the starter.
• the supply of the winding 13 causes the associated power contact 14 to temporarily close, thus connecting the cable 4 and the power supply terminal 8 of the starter to the positive terminal of the battery 3.
• the power relay is controlled by a logic circuit 15.
• the winding 13 of the power relay is connected between the positive terminal of the battery 3 and an output of the logic circuit 15. The latter is activated by an external start command signal. .
• a start command causes the winding 13 to be powered and, consequently, the temporary closing of the power contact 14.
• the power supply terminal 8 of the starter is then connected to the battery 3, which then feeds the contactor 2 through the intermediate of the electrical conductor 10. This causes the contact 5 to close and, consequently, the power to the electric motor 1 via the power contact 14, the power cable 4 and the contact 5.
• the reopening of the contact power 14 then de-energizes the power cable 4.
• the logic circuit 15, supplied by the battery 3, can be produced by any suitable electronic circuit, analog or digital, for example with microprocessor. It can also be constituted by a relay circuit or by the ignition key itself.
• an external computer 16 which can be the vehicle injection computer or any other computer which manages various functions in the vehicle. It may, for example, be a computer for managing the thermal engine of the vehicle.
• the connection between the logic circuit 15 and the computer 16 can be carried out by means of electrical, radioelectric or optical signals, possibly coded.
• a start order is given by the driver who actuates the ignition key 7, connected to a control input of the logic circuit 15 or of the computer 16 as shown in FIG. 2.
• the ignition key can be replaced by any equivalent element making it possible to supply a starting order to the logic circuit 15 or to the computer 16, in particular by any electromechanical system actuated manually by the driver of the vehicle.
• the logic circuit 15 or the computer 16 can generate the start order itself in the context of an automated start, for example of the type known under the name "Stop & Go".
• the logic circuit 15 or the computer 16 can itself generate an end of start command following recognition of the rise in engine speed of the vehicle, thereby automatically stopping the starter.
• the logic circuit 15 or the computer 16 can itself generate an order to end starting or not to execute a starting order following the triggering of a protection system, of known type, associated with the starter or the vehicle.
• a protection system of known type, associated with the starter or the vehicle.
• These protection systems relate, for example, to an electrical, mechanical or thermal overload of the starter, false operations such as a starting attempt while the engine is already running, a starting attempt while a gear is engaged, etc.
• An electronic circuit intended to control the current in the coil or coils of the contactor 2, in particular to allow, in known manner, a progressive advancement of the pinion of the contactor, can be interposed between the supply terminal 8 of the starter and internal control terminal 11 of the contactor. This allows a reduction in noise and an increase in the life of the starter.
• the electromechanical type power relay 13, 14
• the electromechanical type power relay 13, 14
• the starter is supplied with a single wire (cable 4), of large section. -

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Motor And Converter Starters (AREA)
• Iron Core Of Rotating Electric Machines (AREA)
• Control Of Eletrric Generators (AREA)
• Valve Device For Special Equipments (AREA)
• Control Of Direct Current Motors (AREA)
• Relay Circuits (AREA)

Applications Claiming Priority (3)

Publications (2)

Family

ID=27741426

Family Applications (1)

Country Status (7)

Families Citing this family (3)

Family Cites Families (4)

• 2002
  • 2002-03-04 FR FR0202715A patent/FR2836702B1/fr not_active Expired - Fee Related
• 2003
  • 2003-03-04 DE DE60322843T patent/DE60322843D1/de not_active Expired - Fee Related
  • 2003-03-04 WO PCT/FR2003/000689 patent/WO2003074866A1/fr active IP Right Grant
  • 2003-03-04 EP EP03727565A patent/EP1481163B1/de not_active Expired - Lifetime
  • 2003-03-04 BR BR0303351-1A patent/BR0303351A/pt not_active Application Discontinuation
  • 2003-03-04 AT AT03727565T patent/ATE404790T1/de not_active IP Right Cessation
  • 2003-03-04 KR KR10-2004-7013581A patent/KR20040096639A/ko not_active Application Discontinuation

Non-Patent Citations (1)

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