EP1800000A2 - Startvorrichtung f]r einen verbrennungsmotor mit separatem einr]ck- und startvorgang - Google Patents

Startvorrichtung f]r einen verbrennungsmotor mit separatem einr]ck- und startvorgang

Info

Publication number
EP1800000A2
EP1800000A2 EP05773934A EP05773934A EP1800000A2 EP 1800000 A2 EP1800000 A2 EP 1800000A2 EP 05773934 A EP05773934 A EP 05773934A EP 05773934 A EP05773934 A EP 05773934A EP 1800000 A2 EP1800000 A2 EP 1800000A2
Authority
EP
European Patent Office
Prior art keywords
control unit
starter motor
internal combustion
pinion
combustion engine
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.)
Withdrawn
Application number
EP05773934A
Other languages
German (de)
English (en)
French (fr)
Inventor
Reiner Hirning
Karl-Otto Schmidt
Sven Hartmann
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1800000A2 publication Critical patent/EP1800000A2/de
Withdrawn legal-status Critical Current

Links

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
    • F02N11/0851—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
    • F02N11/0855—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 during engine shutdown or after engine stop before start command, e.g. pre-engagement of pinion
    • 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
    • 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
    • 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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation

Definitions

  • the invention relates to a device for starting an internal combustion engine of a motor vehicle according to the preamble of patent claim 1.
  • a starter motor which is supplied by a vehicle battery with electric current.
  • Known starter motors include a so-called engagement relay, with which a sprocket driven by the starter motor is meshed with a sprocket mounted on a flywheel of the internal combustion engine.
  • the ignition lock in the start position closes a circuit that energizes the engagement relay, so that the pinion is moved via a clutch lever forward against the ring gear.
  • tooth-tooth position in which the pinion can engage only after a rotation in a gap of the ring gear.
  • Relay path closes the contactor via a contact the main circuit of the starter motor, which is energized and starts to rotate.
  • the pinion engages completely in the sprocket.
  • the starter motor thus drives the pinion and the sprocket on the ring gear of the engine, which also begins to rotate with it.
  • the relay circuit is finally interrupted and the pinion spoked by a return spring.
  • an essential idea of the invention is that upon engagement of the pinion, the actuator of the engagement device (e.g., the pull-in winding of a contactor or an electric motor) is not fully but only partially energized, and to this end the actuator of the engagement device and the starter motor with one, for example
  • the actuator of the engagement device e.g., the pull-in winding of a contactor or an electric motor
  • the chatter noise is particularly inconspicuous when the engagement relay is energized while the engine is still rotating and thus the engagement noise is covered by the engine noise.
  • the engagement relay is therefore preferably already actuated during a coastdown phase of the internal combustion engine, e.g. when the engine was automatically turned off in front of a traffic light at a start-stop operation of the vehicle and falls below a predetermined speed threshold.
  • the speed threshold is preferably well below the idle speed of the engine to keep the wear of the Einspurvoretti devis as low as possible.
  • Starter motors usually require a very high starting current, which can lead to voltage drops in the electrical system.
  • the starter motor is therefore preferably operated by the control unit in a soft start so as not to overload the vehicle electrical system excessively.
  • the switching output stage of the starter motor is preferably also controlled with a, for example by clocking suitably adjusted current.
  • the starter motor can also with depending on the performance of the electrical system with be driven different power in order not to overload the electrical system of the vehicle overly strong.
  • the performance of the vehicle electrical system can be determined, for example, by monitoring a mains voltage or by analyzing the battery condition in a known manner. With low performance of the electrical system, the main current of the starter motor can thus be reduced or the start can be completely interrupted.
  • the Voreinspuren invention by separating the Einspurvorgangs from the actual starting process or starting operation also makes it possible to bring the crankshaft at a standstill of the engine in an optimal for the start of the engine position.
  • the starter motor of the control unit must be controlled only according to and brought into the desired position, the position of the crankshaft is detected by sensors. If the crankshaft is in an optimal position before the actual cranking, the start time can be shortened again.
  • the switching output stages of the actuator of the engagement device and the starter motor are preferably realized as semiconductor switches, in particular transistors.
  • the control unit is preferably connected via a bus system with another control unit, which determines, for example, the driver's request during a start-stop operation of the vehicle or determines the power state of the electrical system and communicates with the control unit.
  • the control unit can communicate any errors in the relay contact or the switching output stages of the actuator and the electric motor. These errors are preferably detected by current or voltage measurements at specific times and a plausibility check in the control unit.
  • Fig. 1 is a schematic block diagram of a start-stop system according to an embodiment of the invention
  • Fig. 3 is a timing chart of the essential quantities in a start-stop operation.
  • Fig. 1 shows a schematic representation of a starter device of a start-stop system for starting the internal combustion engine of a motor vehicle.
  • the starter device essentially comprises a starter motor 1 with an actuator 2 for meshing a driven by the starter motor 1 pinion 10 in a ring gear 11, which is arranged on the flywheel of the internal combustion engine (not shown).
  • the starter motor 1 In the engaged position, the starter motor 1 is energized and thus started the engine.
  • the actuator 2 is shown here as an engagement relay, but could e.g. also be realized as a small electric motor.
  • the starter device comprises two switching output stages 8 and 7, which are associated with the starter motor 1 and the engagement relay 2.
  • the switching output stage 8 switches the main current of the starter motor 1 and the switching output stage 7, the current of the pull-in winding of the contactor 2.
  • the switching output stages 7.8 comprise for this purpose in each case at least one transistor switch whose control terminals are connected to a control unit 6 and be driven by this. This makes it possible, the actuator 2 of the engagement device (2,10,13) independently or separately from
  • Starter motor 1 in particular with a suitably set Power to control, for example, clocked power and thus perform the engagement process temporally independent of the actual starting process.
  • Power for example, clocked power
  • the first switching output stage 7 is integrated together with the control unit 6 in a control unit 3.
  • the switching output stage of the starter motor 1, however, is realized separately, since they must switch high currents.
  • the circuit shown enables the pinion 10 to be used in a start-stop operation of the vehicle, e.g. still engage in the sprocket 11 at the expiration of the internal combustion engine, after the internal combustion engine has been switched off automatically. This ensures that the engagement sound is superimposed by the engine noise and thus barely audible to the driver and does not interfere.
  • the pinion can beakispurt even when the internal combustion engine.
  • the engagement process is interrupted by a z. B. by clocking suitable control of the actuator 2 and the starter motor 1 very gently (with less
  • the pinion 10 In the event that the pinion 10 does not slide directly into a tooth gap of the ring gear 11, but axially abuts against the end face of a tooth of the ring gear 11, the pinion 10 must be rotated relative to the ring gear in order to move it forward.
  • the starter motor 1 by a z. B. by clocking suitable control of the switching power amplifier 8 gently approached. Due to the slow turning of the starter motor 1, the wear of pinion 10 and ring gear 11 is reduced to a considerable extent.
  • the starter motor 1 Upon detection of a start request of the driver (for example, because the driver operates the accelerator pedal), the starter motor 1 becomes powered with greater power to start the engine.
  • the driver's start request is recognized here by an additional control unit 5, which evaluates various sensor signals of a sensor for driving condition detection, which can eg recognize a clutch actuation, a brake actuation, the position of the gear selector lever and / or the position of the ignition lock 4.
  • the sensor signals are combined as input variable F. If the control unit 5 detects a start or stop condition, a corresponding status signal is transmitted to the control unit 6 via a bus system 12.
  • the starter motor 1 is preferably fully energized only when sufficient energy is available in the electrical system of the vehicle. Otherwise, the starter motor 1 with less
  • SOC state of charge
  • SOH aging state
  • the electrical system shown in Fig. 1 with all electrical consumers is powered by a starter battery 9 with electrical power.
  • a power connection of the switching output stages 7, 8 is in each case connected to a supply line of the electrical vehicle electrical system.
  • Fig. 2 shows the essential process steps at the start of an internal combustion engine during a start-stop operation.
  • the block 20 denotes an engagement process in which the pinion 10 by clocked energization of the actuator 2 (eg engagement relay) moves forward in the direction of arrow A and the starter motor 1 is optionally gently turned on, if the pinion 10 is not directly in the Einspurwolf.
  • the actuator 2 eg engagement relay
  • the starter motor 1 is optionally gently turned on, if the pinion 10 is not directly in the Einspurwolf.
  • the teeth of the pinion 10 engage in the gaps of the sprocket eleventh
  • step 21 the crankshaft of the internal combustion engine (not shown) is positioned, bringing it into a position optimal for takeoff.
  • the starter motor 1 is controlled clocked and rotated until the crankshaft has reached the desired position. This is detected by sensors in step 22.
  • the driver's request is constantly monitored at this stage and upon detection of a start request, e.g. due to an operation of the accelerator pedal, after opening the driver's door or as a result of a
  • step 23 the starter motor 1 turned on in step 23. Once the engine is running automatically, the pinion 10 is disengaged in step 24 again.
  • control unit (6) the
  • Starter motor (1) controls such that the pinion (10) before a start operation of the vehicle in the sprocket (11) einspurt even before the driver has expressed a new start request.
  • the actuator (2) and the starter motor (1) can also be controlled separately clocked with a suitably set current from the control unit (6).
  • FIG. 3 shows a time diagram of the essential characteristics in a start-stop operation of the vehicle. Shown here are the engine speed n, the Eingurweg s and the current of the starter motor. 1
  • the illustrated start-stop cycle starts when the internal combustion engine is idling, wherein the internal combustion engine at time tl is automatically turned off (because of the Driver has stopped, for example, in front of a traffic light).
  • the internal combustion engine then runs out, reducing the engine speed n.
  • the pinion 10 is meshed with the ring gear, as can be seen in the middle illustration of FIG.
  • the internal combustion engine comes to a complete standstill.
  • the control unit 6 recognizes a start request of the driver and actuates the starter motor 1 accordingly.
  • the associated starting current I of the starter motor is shown in the lowermost diagram of FIG. After a few revolutions of the internal combustion engine this runs automatically, so that the pinion 10 is spurted out again at time t5. This process is repeated every start-stop cycle.
  • the invention has been explained above for a start-stop system, but it is not limited to such start-stop systems, but can also be used in conventional starting devices for an internal combustion engine, if a separate engagement and starting operation is to be realized.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
EP05773934A 2004-08-17 2005-07-05 Startvorrichtung f]r einen verbrennungsmotor mit separatem einr]ck- und startvorgang Withdrawn EP1800000A2 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102004039757 2004-08-17
DE102005004326A DE102005004326A1 (de) 2004-08-17 2005-01-31 Startvorrichtung für einen Verbrennungsmotor mit separatem Einrück- und Startvorgang
PCT/EP2005/053186 WO2006018350A2 (de) 2004-08-17 2005-07-05 Startvorrichtung für einen verbrennungsmotor mit separatem einrück- und startvorgang

Publications (1)

Publication Number Publication Date
EP1800000A2 true EP1800000A2 (de) 2007-06-27

Family

ID=35721611

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05773934A Withdrawn EP1800000A2 (de) 2004-08-17 2005-07-05 Startvorrichtung f]r einen verbrennungsmotor mit separatem einr]ck- und startvorgang

Country Status (5)

Country Link
US (1) US7665438B2 (ja)
EP (1) EP1800000A2 (ja)
JP (1) JP4608549B2 (ja)
DE (1) DE102005004326A1 (ja)
WO (1) WO2006018350A2 (ja)

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