EP2150697B1 - Procédé de positionnement d'un vilebrequin d'un moteur à combustion interne arrêté d'un véhicule - Google Patents

Procédé de positionnement d'un vilebrequin d'un moteur à combustion interne arrêté d'un véhicule Download PDF

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Publication number
EP2150697B1
EP2150697B1 EP08717250A EP08717250A EP2150697B1 EP 2150697 B1 EP2150697 B1 EP 2150697B1 EP 08717250 A EP08717250 A EP 08717250A EP 08717250 A EP08717250 A EP 08717250A EP 2150697 B1 EP2150697 B1 EP 2150697B1
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EP
European Patent Office
Prior art keywords
starter motor
crankshaft
internal combustion
combustion engine
determined
Prior art date
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Active
Application number
EP08717250A
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German (de)
English (en)
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EP2150697A1 (fr
Inventor
Jie Ge
Jan Lichtermann
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2150697A1 publication Critical patent/EP2150697A1/fr
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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
    • 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
    • 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
    • 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
    • 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
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position

Definitions

  • the invention relates to a method for positioning a crankshaft of a disconnected internal combustion engine of a motor vehicle, wherein the crankshaft is rotated by means of a freewheel having, electric starter motor in a desired target position for the subsequent start of the internal combustion engine.
  • starter motors For starting internal combustion engine starter motors are generally used, which engage a so-called starter pinion for engagement with a ring gear of the crankshaft and rotate the crankshaft on the thus created sprocket gear engagement with the engine stationary.
  • the crankshaft is set in a rotational movement before a first ignition takes place. After switching off the internal combustion engine, the crankshaft comes to a standstill in a stable angular position.
  • this rotational position may be unfavorable for a subsequent start of the engine, for example, if none of the stored in the cylinders of the engine piston are in a favorable position for ignition.
  • crankshaft is brought to a optimal for the start of the internal combustion engine target position at standstill of the internal combustion engine.
  • the starter motor is operated until the crankshaft has reached the target position. Due to the freewheel of the starter motor, the rotational movement of the crankshaft can be influenced by the starter motor only in one direction of rotation. The starter motor can not slow down the rotation of the crankshaft.
  • the crankshaft has a different rotational behavior with respect to its torque.
  • Rotation angle position the crankshaft can be acted upon by a positive or negative torque. The negative torque can result in the crankshaft overtaking the starter motor. This in turn can lead to the desired target position being crossed over.
  • the invention provides that at least one characteristic and / or characteristic values of a relationship between a traversed crankshaft rotational travel and a rotational angular position at a normalized pulse duration of the starter motor for a defined operating case is determined, that the current rotational angular position of the crankshaft is determined and that the electric starter motor Depending on the determined rotational angular position and the target position of the crankshaft and the characteristic / characteristic values is acted upon with at least one estimated pulse current duration.
  • At least one characteristic curve and / or characteristic values are first determined which determine the relationship between the traversed crankshaft rotational travel and a rotational angular position from which the rotational path of the crankshaft is traveled at a normalized pulse current duration applied to the starter motor , determined for a defined operating case.
  • it is thus determined for a defined operating case how far the crankshaft moves or rotates from a specific rotational angle position in the case of a standardized pulse current duration.
  • the relationships described are determined for a large number of rotational angle positions of the crankshaft, in particular rotational angle positions in the region of stable positions of the crankshaft being taken into account.
  • the characteristic curve and / or the characteristic values are preferably determined once in advance, the characteristic curve and / or the characteristic values advantageously being stored in a non-volatile memory of a control device controlling the starter motor, so that they can be called up at any time.
  • the current rotational angular position of the crankshaft is first determined when the internal combustion engine is switched off or stationary. This can be done easily by means of a common sensor respectively. Of course, the signal of an existing, corresponding sensor of the internal combustion engine can be used.
  • the necessary turning path for reaching the target position is determined.
  • the electric starter motor is subjected to at least one estimated pulse current duration to reach the target position as a function of the determined values.
  • the starter motor is therefore subjected to a pulse current duration, which is dependent on the determined current rotational position and the (nearest) target position and the "known", previously determined behavior (characteristic / characteristic values) of the crankshaft, in particular by means of the characteristic / characteristic values, the pulse current duration can be estimated.
  • the estimation is advantageously carried out as a function of at least one further parameter.
  • the torques of the crankshaft which are dependent on the rotational angle position are taken into account.
  • the required pulse current duration for the starter motor can also be estimated in a simple manner, and the crankshaft can be moved to the desired target position.
  • the desired target position is located in a stable region of the crankshaft.
  • the pulse current duration is estimated such that the electric starter motor must be subjected to at least one further pulse current duration for reaching the target position. So that the desired target position is not run over, the pulse current duration is thus estimated “conservatively”. This means that the pulse current duration is distributed according to the measure that the desired target position is usually reached only after a second current pulse. As a result, a quick setting of the desired target position is realized in a simple manner.
  • the further (second) pulse current duration is estimated in dependence on the further determined rotational angular position of the crankshaft and the previously determined characteristic curve / characteristic values.
  • the method described above is repeated, taking into account the new rotational angular position in the estimation of the further (second) pulse current duration becomes.
  • the electric starter motor is subjected to a maximum of three current pulse durations or three current pulses for reaching the target position.
  • the approach of the crankshaft to the target position is thus limited to a maximum of three steps, so that a rapid adjustment of the crankshaft.
  • the target position or the target region is usually already reached after the second pulse current.
  • a tolerance range is defined around the target position in which the crankshaft can be located for an optimal quick start of the internal combustion engine.
  • a target range is specified, in which the crankshaft is to be rotated for a subsequent start of the internal combustion engine.
  • the voltage of an energy storage device supplying the electric starter motor with electrical energy is taken into account for estimating the pulse current duration.
  • the deviation of a maximum possible voltage from a normalized voltage level is taken into account so that the pulse current duration is estimated to be shorter or longer.
  • the operating state of the energy storage and a voltage drop in the electrical system of the motor vehicle is prevented.
  • the current temperature of the internal combustion engine is taken into account for estimating the pulse current duration.
  • the temperature of the internal combustion engine has particular effects on the friction values of the internal combustion engine. These in turn have a direct effect on the movement or the torque of the crankshaft. Especially at high temperatures, when the internal combustion engine has warmed up, the torque of the crankshaft is lower than at low temperatures.
  • the operating time of the internal combustion engine can also be taken into account, which, for example, affects the viscosity of a lubricant and the temperature of the internal combustion engine.
  • an estimation factor which is determined as a function of the difference / deviation of the current rotational angular position of the crankshaft relative to the target position is advantageously taken into account for estimating the pulse current duration.
  • a larger estimation factor is expediently provided, that is to say one which extends or corrects the pulse current duration upwards than at a small distance.
  • the characteristic curve / characteristic values for a start-stop operation are determined as the operating case of the internal combustion engine.
  • a shutdown of the internal combustion engine at longer stop times, such as traffic lights has proven.
  • This shutdown can be implemented both manually by the driver and mechanically and electronically by the so-called start-stop operation.
  • the starter motor is heavily loaded, moreover, the start time varies in the subsequent starting of the internal combustion engine in dependence on the rotational angular position in which the crankshaft comes to a stop after switching off the internal combustion engine.
  • the fact that the characteristic curve / characteristic values are determined for a start-stop operation essentially means that the characteristic curve / characteristic values in the case of warmed up Internal combustion engine can be determined.
  • the characteristic curve / characteristic values are preferably determined experimentally in advance and stored.
  • the starter motor is pre-loaded. This means that the drive pinion of the starter motor is already in engagement with a ring gear of the crankshaft when the crankshaft comes to a standstill, so that the energy supplied to the starter motor can be converted directly into a rotational movement. Alternatively, it is of course also conceivable that the drive pinion is meshed only after standstill of the crankshaft.
  • the invention relates to an apparatus for carrying out the above method with at least one freewheel having electric starter motor and a starter motor driving the control unit, and a sensor for detecting the current rotational angular position of a crankshaft of an internal combustion engine.
  • the control device has a bypass circuit with current limiting, which is connected in parallel to a main circuit. This can be applied to the starter motor with current pulses to move the crankshaft to the desired target position / rotate without the main circuit is switched on. This makes it possible to separate from the positioning of the crankshaft from the actual starting or starting operation.
  • FIG. 1 shows by way of example in a perspective view of a starter motor 1 of an internal combustion engine of a drive device of a motor vehicle, which has a einspurbares and / or voreinspurbares drive pinion 2.
  • a control unit 3 is arranged, which drives the starter motor 1.
  • the control unit 3 has a connection device 4, to which a control device, not shown here, of the drive device can be connected.
  • the control unit 3 has a connection device 5, to which a sensor for detecting the rotational angular position of a drivable by the starter motor 1 crankshaft 6 of the internal combustion engine can be connected.
  • einpurten state of the drive pinion 2 acts this with a rotatably connected to the crankshaft 6 ring gear 7 together, so that a rotational movement of the drive pinion 2 can be transmitted to the crankshaft 6.
  • the starter motor 1 and the drive pinion 2 have a freewheel, so that the drive pinion 2 can only transmit a force in one direction of rotation.
  • the FIG. 2 shows a functional block diagram of the controller 3 of the starter motor 1 for a start-stop operation of the internal combustion engine.
  • start-stop operation the internal combustion engine is temporarily switched off or switched off in phases in which it has no power to bring, such as when the motor vehicle is in front of a red light.
  • a control unit 8 of the drive device gives the control unit 3 of the control unit the start-stop operation.
  • From the control unit 3 of Starter motor 1 is also driven a Einspurvorraum 9, which moves the drive pinion 2 axially to make it out of the in the FIG. 2 illustrated, viteeingespurten state in the in the FIG. 1 shown brought in-hook state.
  • the control unit 3 furthermore has a bypass circuit connected in parallel to a main circuit with a current limitation realized by a series resistor R V. This makes it possible to turn on the normally-trained starter motor 1 even in the engaged state, without the main circuit is closed.
  • the starter motor 1 can drive the crankshaft 6 of the internal combustion engine in only one direction in the engaged state. Depending on the angular position of the crankshaft thereby acts a load on the starter motor 1.
  • the FIG. 3 shows in a diagram the behavior of the crankshaft in different rotational angle positions.
  • the diagram shows the curve 10 of a crankshaft torque M over the rotational angle position ⁇ of the crankshaft.
  • the course 10 has a substantially sinusoidal or cosinusoidal course over the rotational angle position ⁇ .
  • the crankshaft per revolution passes through a plurality of pressing zones 11, 12, in which the torque is greater than zero, and a plurality of pulling zones 13, 14, in which the torque is less than zero.
  • two lines 15 and 16 are further drawn, which define a region 17, which represents the friction torque of the internal combustion engine / represents.
  • a further region 18 is shown, which defines the inhibition torque of the starter motor 1.
  • the inhibition torque of the starter motor 1 counteracts a back swinging of the crankshaft to a certain extent (about 10 Nm). Since the starter motor 1 can not decelerate the crankshaft 6 due to the freewheel, the restraining torque acts only on one side, with torques greater than zero.
  • the curve 10 of the torque of the crankshaft has its maximum positive and negative values outside the regions 17 and 18.
  • the FIG. 4 shows in a flowchart an embodiment of an advantageous method for positioning the crankshaft 6 when the engine is switched off in the start-stop mode.
  • a first step 24 the method is started.
  • a subsequent query 25 is checked whether a start-stop operation of the drive device or the internal combustion engine is present. If this is not the case, for example, if the internal combustion engine is switched off by turning the ignition key, the method is ended in a subsequent step 26. If, on the other hand, a start-stop operation is present, then another inquiry 27 follows, in which it is checked whether the drive pinion 2 of the starter motor 1 has been meshed. As soon as this - the Einspuren - is done, followed by another query 28, in which the operating condition of the internal combustion engine is determined.
  • another query 30 in which the quantity of deviation of the rotational angular position to the target position or to Target area is determined. If the deviation is only slight, then in a further step 31, a calculation of the distance of the angular position of the crankshaft 6 to the next / closest target position or to the next / next target range is carried out. In this case, an estimation factor is considered, which is determined as a function of the distance of the current rotational angular position of the crankshaft 6 to the target position / to the target area. If determined in the query 30, that the deviation from the target position is large, the estimation factor is corrected upward in a step 32 following the query 30.
  • the step 31 is followed in a step 33 by the determination of a pulse current duration which is applied to the starter motor 1 in the subsequent step 34 in order to move the crankshaft 6 into its target position or its target range.
  • the upward corrected estimation factor causes a comparatively longer pulse duration.
  • the starter motor 1 is charged with a specific pulse current duration.
  • the pulse current duration in step 33 at least one predetermined characteristic and / or characteristic which includes a relationship between a traveled rotational travel of the crankshaft 6 and a rotational angular position at a normalized pulse current duration of the starter motor 1 for a start-stop operation.
  • the characteristic curve or the characteristic values thus again indicate how far the crankshaft 6 moves out of a specific rotational angle position by acting on the starter motor 1 with a standardized pulse current duration.
  • the estimated factor is predefined as a function of the abovementioned parameters, such as, for example, the rotational position of the crankshaft, the operating temperature of the internal combustion engine and / or the number of pulse streams.
  • the estimation factor is predetermined in such a way that, in the case of a plurality of pulse currents, or in the case of several actuating movements of the starter motor 1 to achieve a target position, the pulse current duration is shortened from time to time.
  • the method can be extended by the additional parameters in the determination of the pulse current duration in step 33, such as the operating temperature and / or operating time of the internal combustion engine and the current voltage level of the starter motor 1 supplying energy storage energy are considered.
  • Example shown in step 29 of the method of FIG. 4 determines that the crankshaft 6 is in a rotational position 34 (indicated by arrow 34).
  • the rotational angle position 34 is in a stable region 20.
  • a nearest or target position 35 is in the same stable region 20.
  • a second integrated diagram is shown, which represents the applied to the starter motor 1 voltage U over a time t. Due to the determined in step 30 small deviation from the target position 35 a small pulse current duration .DELTA.t 1 is "known" as a function of the behavior of the crankshaft or of the characteristic curve / characteristic values are determined / calculated in the starter motor 1 is supplied with the voltage U. Since the crankshaft is in the stable region 20 6 decreases its rotational speed n, after the actuation of the starter motor 1 via the time .DELTA.t 1, due to the friction forces of the internal combustion engine rapidly until the crankshaft comes to a standstill at the target position. In the present case, therefore, a single application of the starter motor 1 with the pulse current width ⁇ t 1 is sufficient to move the crankshaft to its target position 35.
  • the FIG. 6 shows a second example, which differs from the previous example in that the target position 35 is behind a pulling zone 13.
  • the determined current angular position of the crankshaft 6 corresponds to the determined rotational angle position 34 from the FIG. 5 , It is thus in the stable region 20.
  • the closest target position 35 is located in the stable region 21, which follows the pulling zone 13.
  • the estimation factor is corrected upward in step 32, since the deviation of the determined rotational angle position 34 from the target position 35 is large.
  • a first pulse current duration ⁇ t 2 is initially given "conservatively", with which the starter motor 1 is charged.
  • crankshaft 6 is moved out of the stable region 20 / rotated.
  • the pulse current duration ⁇ t 2 is selected / estimated such that the starter motor 1 is switched off only after it has left the stable region 20. Due to the freewheel, the crankshaft 6 in the pulling zone 13 can continue to rotate until it comes to a standstill in the following stable region 21. This is exemplified by means of the speed n in the integrated diagram at the bottom of the FIG. 6 shown.
  • their current rotational position 36 is determined and compared with the target position 35 as described above.
  • a small pulse width ⁇ t 3 is calculated with the aid of the previously determined characteristic curve / characteristics and the correspondingly chosen / determined estimation factor.
  • the over the estimated pulse duration .DELTA.t 3 acted upon starter motor 1 is accelerated such that the speed n of the crankshaft 6 then slowed down rapidly due to the friction forces of the engine until the crankshaft 6 comes to a standstill in the target position 35.
  • a target range can also be specified, in which the crankshaft 6 should be located.
  • the FIG. 7 shows an example of the case where the target position 35 is behind a pressing zone 14.
  • the example of FIG. 7 is in start-stop operation by means of the method of the FIG. 4 determines that the current rotational position 34 of the crankshaft 6 is in the stable region 21.
  • This is the starter motor 1 due to the advantageous method with a pulse current duration .DELTA.t 4 applied such that the crankshaft 6 is driven until it reaches the following stable area 22. This is necessary because the pressing zone 12 has to be bridged. Otherwise it could happen that the crankshaft 6 returns to the stable area 21 again.
  • the pulse current duration is estimated in particular according to the known / determined torque behavior.
  • a current rotational angle position 37 is detected again and compared with the target position 35.
  • the starter motor 1 is acted upon by the advantageous method with a pulse current duration .DELTA.t 5 , whereby the crankshaft 6 is first accelerated.
  • the pulse current duration ⁇ t 5 is estimated in such a way that the rotational speed subsequently decreases in such a way that the crankshaft 6 comes to a standstill in the target position 35.
  • the crankshaft 6 in which the previously determined characteristics / characteristic curve (s) are used to determine a respective pulse current duration as a function of the current rotational angular position of the crankshaft 6, it is possible in a simple manner, the crankshaft 6 in a for to move the start of the engine advantageous position.
  • the advantageous method offers the possibility to position the crankshaft 6 by means of a conventional starter motor 1.
  • the method can be integrated in a simple and cost-effective manner in the control unit 3 of the starter motor 1 or alternatively, not shown here, in the control unit 8 of the drive device.

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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)
  • Control Of Electric Motors In General (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé de positionnement d'un vilebrequin d'un moteur à combustion interne arrêté d'un véhicule, le vilebrequin étant amené en rotation en une position cible désirée, en vue du démarrage subséquent du moteur à combustion interne au moyen d'un moteur de démarreur électrique présentant une roue libre. Le procédé est caractérisé en ce qu'au moins une courbe caractéristique et/ou une valeur caractéristique d'une relation entre une distance de rotation parcourue du vilebrequin et une position de l'angle de rotation, est déterminée pour une durée de courant pulsé normalisée du moteur de démarreur pour un cas de fonctionnement défini, en ce que la postion actuelle de l'angle de rotation du vilebrequin est déterminée, et en ce qu'au moins une durée de courant pulsé estimée est appliquée au moteur de démarreur électrique, en fonction de la position de l'angle de rotation déterminée du vilebrequin et de la position cible et de la courbe caractéristique/valeurs caractéristiques. L'invention concerne en outre un dispositif pour la mise en oeuvre du procédé selon l'une ou plusieurs des revendications précédentes, caractérisé en ce qu'il comprend au moins un moteur de démarreur électrique présentant une roue libre, et une unité de commande commandant le moteur de démarreur, ainsi qu'un détecteur pour la détection de la position de l'angle de rotation actuelle d'un vilebrequin d'un moteur à combustion interne.

Claims (11)

  1. Procédé de positionnement de l'arbre du vilebrequin du moteur à combustion interne débranché d'un véhicule automobile, l'arbre de vilebrequin étant tourné au moyen d'un moteur électrique de démarreur présentant un fonctionnement à vide jusque dans une position cible souhaitée pour le démarrage ultérieur du moteur à combustion interne,
    caractérisé en ce que
    au moins une ligne caractéristique et/ou des valeurs caractéristiques d'une relation entre le parcours de rotation parcouru par l'arbre du vilebrequin et la position angulaire de rotation pour une impulsion de courant de durée normalisée du moteur de démarreur sont déterminées pour un cas d'utilisation défini,
    en ce que la position angulaire de rotation effective de l'arbre de vilebrequin est déterminée et
    en ce que le moteur électrique de démarreur reçoit au moins une impulsion de courant d'une durée estimée en fonction de la position angulaire de rotation déterminée pour l'arbre de rotation, de la position cible et de la ligne caractéristique ou de la valeur caractéristique.
  2. Procédé selon la revendication 1, caractérisé en ce qu'une impulsion de courant d'une première durée telle que le moteur électrique de démarreur doit recevoir au moins une impulsion de courant d'une autre durée pour atteindre la position cible est estimée.
  3. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'après que le moteur électrique de démarreur a reçu une impulsion de courant d'une durée, une autre position angulaire de rotation de l'arbre de vilebrequin revenu à l'arrêt est déterminée.
  4. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'autre durée d'impulsion de courant est estimée en fonction de l'autre position angulaire de rotation et de la ligne caractéristique ou des valeurs caractéristiques.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que le moteur électrique de démarreur reçoit au maximum trois durées d'impulsion de courant avant d'atteindre la position cible.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce que pour estimer la durée d'une impulsion de courant, on tient compte de la tension de l'accumulateur d'énergie qui alimente le moteur électrique de démarreur en une énergie électrique.
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce que pour estimer la durée d'une impulsion de courant, on tient compte de la température effective du moteur à combustion interne.
  8. Procédé selon l'une des revendications précédentes, caractérisé en ce que pour estimer la durée d'une impulsion de courant, on tient compte d'un facteur d'estimation qui est déterminé en fonction de la distance entre la position angulaire de rotation effective de l'arbre de vilebrequin et la position cible.
  9. Procédé selon l'une des revendications précédentes, caractérisé en ce que la ligne caractéristique ou les valeurs caractéristiques d'un fonctionnement marche-arrêt sont déterminées comme cas d'utilisation du moteur à combustion interne.
  10. Procédé selon l'une des revendications précédentes, caractérisé en ce que le moteur du démarreur ne peut tourner que dans un sens.
  11. Dispositif en vue de l'exécution du procédé selon l'une ou plusieurs des revendications précédentes, qui présente au moins un moteur électrique de démarreur qui permet un fonctionnement en roue libre et un appareil de commande qui commande le moteur de démarreur, ainsi qu'un détecteur qui détecte la position angulaire de rotation effective de l'arbre de vilebrequin d'un moteur à combustion interne,
    caractérisé en ce que
    l'appareil de commande présente un circuit de courant de dérivation à limitation du courant raccordé en parallèle au circuit principal de courant.
EP08717250A 2007-04-27 2008-02-29 Procédé de positionnement d'un vilebrequin d'un moteur à combustion interne arrêté d'un véhicule Active EP2150697B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007019941A DE102007019941A1 (de) 2007-04-27 2007-04-27 Verfahren zum Positionieren einer Kurbelwelle einer abgeschalteten Brennkraftmaschine eines Kraftfahrzeugs
PCT/EP2008/052469 WO2008131983A1 (fr) 2007-04-27 2008-02-29 Procédé de positionnement d'un vilebrequin d'un moteur à combustion interne arrêté d'un véhicule

Publications (2)

Publication Number Publication Date
EP2150697A1 EP2150697A1 (fr) 2010-02-10
EP2150697B1 true EP2150697B1 (fr) 2010-07-07

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US (1) US20100101522A1 (fr)
EP (1) EP2150697B1 (fr)
JP (1) JP5096562B2 (fr)
CN (1) CN101688509A (fr)
BR (1) BRPI0810122A2 (fr)
DE (2) DE102007019941A1 (fr)
WO (1) WO2008131983A1 (fr)

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DE102008054965B4 (de) * 2008-12-19 2018-08-23 Seg Automotive Germany Gmbh Verfahren und Vorrichtung für Start-Stopp-Anlagen von Brennkraftmaschinen in Kraftfahrzeugen
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Publication number Publication date
US20100101522A1 (en) 2010-04-29
JP5096562B2 (ja) 2012-12-12
BRPI0810122A2 (pt) 2014-10-29
WO2008131983A1 (fr) 2008-11-06
DE502008000913D1 (de) 2010-08-19
JP2010525777A (ja) 2010-07-22
DE102007019941A1 (de) 2008-11-06
EP2150697A1 (fr) 2010-02-10
CN101688509A (zh) 2010-03-31

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