EP1891325B1 - Stromversorgungssteuerverfahren eines anlassers - Google Patents

Stromversorgungssteuerverfahren eines anlassers Download PDF

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Publication number
EP1891325B1
EP1891325B1 EP05762776.2A EP05762776A EP1891325B1 EP 1891325 B1 EP1891325 B1 EP 1891325B1 EP 05762776 A EP05762776 A EP 05762776A EP 1891325 B1 EP1891325 B1 EP 1891325B1
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EP
European Patent Office
Prior art keywords
starter
supply
temperature
predetermined
speed
Prior art date
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Active
Application number
EP05762776.2A
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English (en)
French (fr)
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EP1891325A1 (de
Inventor
Michel-Lou Mottier
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Volvo Truck Corp
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Volvo Lastvagnar AB
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Publication of EP1891325A1 publication Critical patent/EP1891325A1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • F02N11/101—Safety devices for preventing engine starter actuation or engagement
    • 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
    • F02N11/0848—Circuits or control means specially adapted for starting of engines with means for detecting successful engine start, e.g. to stop starter actuation
    • 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
    • F02N11/106—Safety devices for stopping or interrupting starter actuation
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • F02N11/101—Safety devices for preventing engine starter actuation or engagement
    • F02N11/105—Safety devices for preventing engine starter actuation or engagement when the engine is already running
    • 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
    • F02N11/108—Safety devices for diagnosis of the starter or its components
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/022—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/045—Starter temperature or parameters related to it
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start

Definitions

  • the invention relates to electric starters used for starting thermal engines, especially on vehicles.
  • the invention relates more particularly to a method of controlling the supply of such a starter, which is intended to provide protection against overheating phenomena that may occur in certain cases.
  • an electric starter is used to drive a heat engine in its starting phase, until the latter reaches a range of autonomy. More specifically, and particularly on diesel engines, the objective of the starter is to drive the engine to a so-called regime of "first engine explosion”, then accompany his training until reaching a regime called “autorotation”. Beyond this autorotation, it is detrimental to the integrity of the starter that it continues to rotate at the speed of the engine. It is therefore necessary to disengage the engine starter beyond a certain speed, to avoid damage due to overspeed phenomena.
  • a known solution to prevent excessive temperature rise of the starter is to equip it with a thermal circuit breaker opening its supply circuit when the temperature exceeds a predetermined threshold. It is conceivable that the addition of such a protection component greatly increases the overall cost of the starter.
  • start-up phases can be longer or shorter depending on the ambient temperature, and systems including temperature sensors to take this into account have already been proposed. These sensors are arranged either inside the starter or in the cooling circuit of the engine. Such solutions are described in the documents JP 08- 093 609 , JP 09-296 772 , and JP 11-148,449 .
  • the devices described in these documents vary the maximum duration of the starter supply phases according to the measured temperatures and require that the starter is not solicited for a specified period after a power phase.
  • These different devices also have multiple disadvantages. Indeed, in the case where the temperature sensor is integrated inside the starter, the cost of the latter is increased. When the temperature is sensed outside the starter, the risk exists to chain several power phases causing a rapid increase in the internal temperature of the starter, without the ambient or cooling system temperature varies. In other words, the risks of degradation by overheating of the starter remain very important.
  • US 4,296,334 A describes a programmable electronic timer for starting an engine at predetermined intervals.
  • US 2004 / 0036296A describes a combined alternator / starter system.
  • One of the objectives of the invention is to provide a thermal protection of the starter that is effective and does not require the use of specific components or sensors.
  • the invention therefore relates to a power control method of an electric starter driving the heat engine of a vehicle according to claim 1. In known manner, it prevents the starter supply after each feeding phase, during a first predetermined period, relatively short, said period of "non-solicitation".
  • the power supply of the starter is inhibited for a second predetermined period, longer than the first non-biasing period, when the number of consecutive phases of power supply of the starter exceeds a predetermined value, without the heat engine has reached an autorotation regime.
  • the invention therefore consists in imposing a relatively long rest period, allowing the decrease of the temperature of the starter which has increased following the sequence of start-up cycles.
  • the protection is obtained by counting the number of operating cycles, as well as measuring the duration of the rest period. This measurement can be performed via an on-board computer, using software and / or hardware programmed for this purpose.
  • the maximum number of supply and non-solicitation cycles is determined according to the thermal parameters of the starter, which can be modeled after real-time tests.
  • the method according to the invention may include a step of estimating the internal temperature of the starter. This estimate is made by cumulating the estimates of the positive variations of the temperature corresponding to the supply phases and the estimates of negative variations of this same temperature during the non-solicitation phases. When this temperature estimate exceeds a predetermined temperature threshold, the starter supply may be inhibited for a predetermined time, allowing the starter's internal temperature to drop.
  • This predetermined duration may advantageously be of the same duration as the inhibition time which is imposed when the number of starter cycles of the starter becomes too high, as explained above.
  • the thermal behavior of the starter is modeled by evaluating the temperature rise that can occur when the starter is energized. This rise in temperature is reduced by the evaluation of the temperature decrease that occurs during the non-solicitation phases. To maintain a margin of safety in this estimate, the parameters considered are evaluated under the most unfavorable conditions.
  • the temperature rises are estimated by taking into account measured values for operation at maximum torque and at a minimum ambient temperature, while the engine is still cold and the lubrication is not optimal.
  • the evaluation of the decrease in temperature is based on actual measurements based on maximum ambient temperature operation.
  • each power supply phase by limiting each power supply phase to a predetermined duration, of the order of ten seconds, it protects the starter windings, avoiding their temperature rises too high, if the power supply was prolonged.
  • the starter is associated with an electrotechnical device called "launcher”, which aims to ensure the engagement of the output gear of the starter with the crown of the engine.
  • This launcher mainly comprises two solenoids, acting as electromagnets to mechanically move the pinion in the direction of the crown.
  • One of these solenoids, called solenoid “series” is mounted in series with the starter. It is traversed by a current at the beginning of the starter power supply phase. Then, when the starter gear meshes the crown of the engine, a contact mechanically connected to the pinion shunts solenoid "series" which is then no longer traversed by a current.
  • the engine if during a supply phase, it is found that the engine remains at a zero speed, then we can automatically cut the power of the starter. Indeed, it is generally considered that if the autorotation regime is not reached after a given period of time it is not necessary to continue the training, because the non-starting is due to another cause. Among these causes includes a fault engagement of the starter gear with the motor crown. In this case, the non-engagement of the pinion means that the heat engine is not driven, which thus causes, in accordance with the invention, a break in the feed control of the starter. This prevents the solenoid "series" of the launcher from being degraded by overheating due to prolonged feeding.
  • a starter 1 installed on a vehicle is an electric motor for meshing by its pinion 2 a heat engine 3, and more precisely on a truck, the ring 4 at the output of the latter.
  • the starter 1 is controlled by a relay whose contact 6 supplies the starter's collector via the electric battery 7 present in the vehicle.
  • the control of the contact 6 of this relay is obtained by an electrotechnical device 8 called “launcher” comprising different solenoids intended to allow the engagement of the pinion 2 of the starter in the ring 4 of the engine 3. More precisely, the launcher 8 comprises a first solenoid 10, said solenoid “shunt”, connected in parallel with the starter 1. A second solenoid, said solenoid “series” 12 is connected in series with the starter 1. The winding of the solenoid “series” 12 is made with a wire supporting a current stronger than that of the solenoid "shunt” 10. These two solenoids 10, 12 are connected to the battery when the contact 6 is closed.
  • the magnetic flux generated by the two solenoids "shunt” 10 and “series” 12 causes the displacement of a claw mechanism or fork 16, which causes the movement of the pinion 2 towards the crown 4 of the engine thermal.
  • the resistance of the "series” solenoid 12 in addition to the resistance of the winding of the starter 1, causes the starter 1 to be driven at a reduced speed.
  • a contact 20 is mechanically and automatically closed. This contact 20 is connected in parallel with the solenoid "series" 12, so that the latter is short-circuited.
  • the starter 1 is then directly connected to the battery 7, and its rotational speed therefore increases, so as to drive the engine at a higher speed.
  • the contact 6 ensuring the launch of the starter is controlled by an on-board computer 9 generating appropriate orders 11.
  • This computer 9 receives the information that the driver wishes to start the vehicle, and therefore actuates a starting device, which is illustrated schematically by the rotation of a contact key 13 to the figure 1 .
  • the information 14 of a desired solicitation of the starter can pass, as illustrated in FIG. figure 1 by a second computer 15, but it could also be sent directly to the computer 9 responsible for controlling the contact 6 upstream of the launcher 8.
  • the computer 15 may be interfaced with various members of the vehicle, and for example the speed lever 17, so as to detect, for example, the position of this gear lever in neutral, to prevent other solicitations from the starter. when the gear lever 17 is not in neutral.
  • the computer 9 is interfaced with a speed sensor 18 giving an image of the rotational speed of the engine.
  • the computer 9 provides control of the contact 6 so as to prevent any risk of overheating of the starter.
  • the computer 9 allows the starter 1 to be powered by the launcher 8 when an order is given by the driver, by means of the ignition key 13 or a similar device, such as for example a remote control device.
  • a clock device 22 provides information relating to the flow of time to the computer 9 or to a computer to which the latter is connected.
  • the method of the invention can be implemented by this computer 9, or multiple computers, and using hardware components and / or software aspects, taken independently or in combination.
  • control of the starter power supply is inhibited when the heat engine 3 has reached its autorotation regime, to avoid the risk of driving the starter 1 at too high speed.
  • the process according to the invention is carried out as illustrated in figure 2 .
  • the computer 9 when it is powered up, the computer 9 performs an initialization step 30, by which the counter of the number of consecutive phases of starter power supply is set to zero.
  • the computer 9 is in the waiting step 31 of a start command from the driver.
  • a test is performed on the number N ON of consecutive supply phases since the last powering up of the computer 9. If this number is less than a predetermined value N max , then, the process can continue to allow the power supply of the starter.
  • the maximum number N max of consecutive phases of supply of the starter is determined by taking into account the thermal behavior of the starter, through prior modeling.
  • the thermal modelizations of different starters make it possible to know the rate of temperature rise of a starter, as well as the rate of decrease of the temperature when it is not requested. To maintain a margin of safety vis-à-vis the risks of overheating, this modeling is done under the most unfavorable conditions.
  • the estimate of the temperature growth during the starter supply results from tests carried out at very low ambient temperature, while the engine is still cold and the lubrication is not optimal.
  • This optimum heating is modeled considering that the motor must provide the maximum torque, which occurs especially when the clutch of the gearbox is engaged.
  • Tests performed on different types of starter lead to temperature rise coefficients of the order of 3 to 15 ° Celsius per second, and typically between 5 and 10 ° C / sec.
  • the decay rate of the starter temperature is estimated under the most unfavorable conditions, that is to say when the ambient temperature, and therefore that of the starter, is particularly high.
  • the tests carried out indicate, under these conditions, that the rate of temperature decay is of the order of one to several degrees Celsius per second.
  • the maximum number N max is determined so that the increase in temperature after N max cycles, combining a supply phase and no power, does not risk to degrade the starter. It is indeed detrimental to the service life, or even the correct operation of the starter that its temperature exceeds 180 ° C to 250 ° C, depending on the type of starter, including insulation classes of its coils. For each type of starter, the maximum number N max is therefore determined to prevent any exceeding of a critical temperature threshold. In practice, this maximum number is close to 4 or 5.
  • the computer 9 also provides protection against other phenomena likely to cause degradation of the starter, including the engagement of the starter while the engine is not completely immobile.
  • a step 33 for monitoring the speed of the motor is executed before authorizing the power supply of the starter.
  • the speed sensor 18 makes it possible to ensure that the speed of the engine 3 has fallen below a certain low threshold, of the order of a few tens of revolutions per minute, taking into account the accuracy of the sensor 18. Passing below this speed threshold is not, however, synonymous with a total engine shutdown, so that it is necessary to count an additional period T BAL , of the order of a few seconds, at the end of from which it is considered that the speed of the engine is effectively totally canceled. This avoids meshing of the starter motor in situations called “crown balance" in which the engine is in slight movement decreasing.
  • the computer can then authorize the power supply of the starter, according to step 34.
  • a test 35 of the engine speed is then performed, to avoid the risk of overheating the solenoid "series" 12 of the launcher. Indeed, if the heat engine 1 has remained at zero speed despite the power supply of the starter, and after a duration T V0 , typically of the order of one second, the process proceeds to step 38, so that the control of the starter is inhibited by the opening of the contact 6. It is considered, indeed, that if the speed of the engine has not quickly exceeded the accuracy threshold of the speed sensor 18, it is not necessary to continue the power supply of the starter, because it can then be assumed a failure of engagement of the pinion 2 in the ring 4. In other words, it limits the duration of the supply phases to a predetermined time T V0 , if the speed of the engine remains zero during a starter power supply phase
  • step 36 the process proceeds to step 36, during which computer 9 monitors, thanks to the information 24 from the speed sensor 18, if the engine speed has reached the speed of the engine. autorotation. If this test indicates that the speed of the engine is sufficient, the process proceeds to the next step 37, during which the power supply of the starter is interrupted, so as to cause its disengagement of the ring gear.
  • the invention ends in step 39 because the starter has fulfilled its starting function of the engine.
  • the step 38 is triggered, so that the power supply of the starter is interrupted for a duration T OFF so as to avoid overheating of the starter windings.
  • the computer 9 prevents any solicitation of the starter, even if a command order is initiated by the driver.
  • the duration T OFF of non-solicitation is determined in estimating the temperature decrease that occurs during this non-solicitation phase.
  • step 40 is incremented by a counter of the number N ON of the supply phases.
  • the system then returns, via the transition 42, in a waiting state of a driver's order, according to step 31.
  • test 32 causes the passage to a step 43 of inhibition for a relatively long period, of a duration T PW , to ensure a sufficient decrease of the starter temperature.
  • this inhibition period is completed, the counter of the number N ON of consecutive supply phases is reinitialized, by the step 44, and the system then returns, via the transition 45, in a waiting state of a driver's order according to step 31.
  • the method may also comprise a test 46 on the estimated temperature ⁇ of the starter.
  • This test 46 may be optional, since the limitation of the number of consecutive supply phases makes it possible to avoid an excessive increase in the temperature of the starter.
  • a complementary control of the temperature makes it possible to reinforce the protection of the starter. Indeed, in the case where the computer 9 is no longer supplied, for example in the case of a contact cut by the driver, the counter of the number of consecutive supply phases is reset. In this case, an estimation of the evolution of the temperature of the starter makes it possible to benefit from a complementary protection.
  • the temperature of the starter can be estimated by adding the estimated temperature variations corresponding to the supply phases, and subtracting the estimated variations for the non-supply phases. These temperature variations can be estimated using the temperature rise coefficients mentioned above, a few degrees Celsius second. In the case of a contact cutoff which led to a shutdown of the computer 9, the estimate of the temperature is calculated taking into account the time elapsed since the switch-off.
  • the temperature test 46 makes it possible to verify whether the estimated temperature of the starter exceeds a predetermined threshold ⁇ max .
  • This threshold is determined according to the temperature that we do not want to see reached by the starter. If the temperature of the starter exceeds this threshold ⁇ max , proceed to step 43 causing the inhibition of starter power during a rest period of a duration T REP . On the other hand, if the estimated temperature remains below the threshold ⁇ max , then the process continues normally towards the authorization 34 of the starter supply.
  • the evolution of the estimated temperature ⁇ is illustrated in figure 3 .
  • the computer 9 counts the number of power cycles and non-solicitation, to estimate the temperature likely to reign within the starter. Beyond four cycles, as given as an example to the figure 3 , this calculator imposes a longer period of non-solicitation T REP , to allow a substantial lowering of the temperature inside the starter.
  • This long non-solicitation period, or rest period has a PWR time greater than a few tens of seconds, and typically greater than 2 minutes, allowing the starter temperature to drop significantly. At the end of this period, it can then again solicit the starter by feeding it during an ON phase 5 , and so on.
  • the method therefore provides a temperature limitation within the starter, without resorting to an effective measurement of this temperature, but only through a count of the number of power cycles, combined with a thermodynamic modeling of the starter.
  • the method according to the invention has multiple advantages, and in particular to prevent the risk of overheating of the starter or the associated launcher due to too much stress.
  • This protection is obtained without the need to equip the starter with temperature sensors in particular, or temperature-sensitive protection devices such as thermal circuit breakers. On the contrary, this protection uses the resources of calculators already present on the vehicle, without generating material overcost.
  • controlling the temperature rise of the starter makes it possible to ensure the dimensioning of its components by using materials whose temperature resistance is not oversized.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (6)

  1. Verfahren zum Steuern der Stromversorgung eines elektrischen Anlassers (1), der den Verbrennungsmotor (3) eines Fahrzeugs antreibt, der einen Starter umfasst, der dazu bestimmt ist, das Einrücken eines Ritzels des Anlassers in einen Kranz des Verbrennungsmotors (3) zu ermöglichen, und wobei nach jeder Stromversorgungsphase während eines ersten vorbestimmten Zeitraums (TOFF) die Stromversorgung des Anlassers (1) unterbunden wird, dadurch gekennzeichnet, dass die Stromversorgung des Anlassers (1) während eines zweiten vorbestimmten Zeitraums (TREP) gehemmt wird, der länger ist als der erste Zeitraum (TOFF), wenn die Anzahl (NON) von aufeinanderfolgenden Stromversorgungsphasen (ON1, ON2, ON3, ON4) des Anlassers einen vorbestimmten Wert (Nmax) übersteigt, ohne dass der Verbrennungsmotor (3) eine Autorotationsdrehzahl erreicht hat, und dadurch, dass die Dauer der Stromversorgungsphasen des Anlassers auf eine vorbestimmte Dauer (TV0) in der Größenordnung von einer Sekunde begrenzt wird, wenn die Drehzahl des Verbrennungsmotors während der Stromversorgungsphase des Anlassers null bleibt, und dadurch, dass die Stromversorgungsphasen des Anlassers eine maximale Dauer (TON) in der Größenordnung von zehn Sekunden aufweisen.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass wenn die Dauer einer Stromversorgungsphase begrenzt wurde, weil die Drehzahl des Verbrennungsmotors während einer Stromversorgungsphase des Anlassers null blieb, die Stromversorgung des Anlassers während einer vorbestimmten Dauer (TOFF) unterbunden wird und ein Zähler der Anzahl (NON) von Stromversorgungsphasen inkrementiert wird.
  3. Verfahren nach Anspruch 2, dadurch gekennzeichnet, dass nachdem der Zähler inkrementiert wurde, das System in einen Wartezustand zurückkehrt.
  4. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Innentemperatur des Anlassers (1) durch Kumulieren der Schätzungen der positiven Veränderungen der Temperatur, die Stromversorgungsphasen (ON1, ON2, ON3, ON4) entsprechen, und der Schätzungen der negativen Veränderungen der Temperatur während der stromversorgungsfreien Phasen (OFF1, OFF2, OFF3) geschätzt wird, und dadurch, dass die Stromversorgung des Anlassers während eines dritten vorbestimmten Zeitraums gehemmt wird, wenn die geschätzte Temperatur eine vorbestimmte Temperaturschwelle (θmax) übersteigt.
  5. Verfahren nach Anspruch 6, dadurch gekennzeichnet, dass der zweite und dritte vorbestimmte Zeitraum identische Dauern (TREP) sind.
  6. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Stromversorgung des Anlassers (1) während eines vorbestimmten Zeitraums (TBAL) unterbunden wird, der beginnt, wenn die Messung der Drehzahl des Verbrennungsmotors (3) unter eine vorbestimmte untere Schwelle absinkt.
EP05762776.2A 2005-05-26 2005-05-26 Stromversorgungssteuerverfahren eines anlassers Active EP1891325B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/FR2005/050380 WO2006125872A1 (fr) 2005-05-26 2005-05-26 Procede de commande de l'alimentation d'un demarreur electrique

Publications (2)

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EP1891325A1 EP1891325A1 (de) 2008-02-27
EP1891325B1 true EP1891325B1 (de) 2019-08-21

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US (1) US7948099B2 (de)
EP (1) EP1891325B1 (de)
WO (1) WO2006125872A1 (de)

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DE102006011644A1 (de) * 2006-03-06 2007-09-13 Robert Bosch Gmbh Vorrichtung mit einem ersten Getriebeteil zum Einspuren in ein zweites Getriebeteil, insbesondere Startvorrichtung mit einem Ritzel zum Einspuren in einen Zahnkranz einer Brennkraftmaschine sowie Verfahren zum Betrieb einer derartigen Vorrichtung
FR2944326B1 (fr) * 2009-04-10 2015-10-16 Valeo Equip Electr Moteur Procede de protection thermique d'un systeme d'arret/relance automatique de moteur thermique et systeme l'utilisant
US8299639B2 (en) * 2009-04-17 2012-10-30 Denso Corporation Starter for starting internal combustion engine
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FR2964157B1 (fr) * 2010-09-01 2013-04-12 Peugeot Citroen Automobiles Sa Dispositif et procede de protection d'un demarreur a grande inertie de rotation
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US7948099B2 (en) 2011-05-24
US20080258472A1 (en) 2008-10-23
EP1891325A1 (de) 2008-02-27
WO2006125872A1 (fr) 2006-11-30

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