EP2172643B1 - Spannungsstabilisierung beim Anlassen - Google Patents

Spannungsstabilisierung beim Anlassen Download PDF

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Publication number
EP2172643B1
EP2172643B1 EP08165593.8A EP08165593A EP2172643B1 EP 2172643 B1 EP2172643 B1 EP 2172643B1 EP 08165593 A EP08165593 A EP 08165593A EP 2172643 B1 EP2172643 B1 EP 2172643B1
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EP
European Patent Office
Prior art keywords
crank
voltage
vehicle
power
period
Prior art date
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EP08165593.8A
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English (en)
French (fr)
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EP2172643A1 (de
Inventor
Christer Wessberg
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Volvo Car Corp
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Volvo Car Corp
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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
    • F02N11/08—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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
    • F02N2200/063—Battery voltage
    • 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
    • F02N2250/00—Problems related to engine starting or engine's starting apparatus
    • F02N2250/02—Battery voltage drop at start, e.g. drops causing ECU reset
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/108—Duty cycle control or pulse width modulation [PWM]

Definitions

  • the present invention relates to the ignition or so-called crank of a combustion engine in a motor vehicle.
  • Embodiments of the invention are directed to an automated crank in a so-called start-stop vehicle.
  • a first battery is used for the starter motor and a second battery is used for the ordinary electrical systems.
  • the first battery must have a large capacity due to the high current consumption of the vehicle starter motor.
  • the second battery must also have a large capacity due to the current consumption of the vehicle electrical system, which may be considerable and potentially long-lasting.
  • the current consumption may e . g . be long lasting when the vehicle engine and hence the vehicle electrical generator/alternator of the vehicle are turned off during parking at the same time as one or more of the electrical systems of the vehicle are still turned on, e . g .
  • both the first and the second battery must be able to store a high amount of energy and both batteries are therefore large, e . g . capable of storing more than about 75 or 100 Ah.
  • the combined weight of the two full sized batteries has a detrimental effect of the CO2 emission from the vehicle.
  • the use of two full sized batteries has a detrimental effect in terms of packaging in the vehicle.
  • the overall cost of the vehicle increases when two batteries are used as described above.
  • a DC/DC converter is used for stabilizing the voltage provided to the ordinary electrical system during crank of the combustion engine of the vehicle in question.
  • This solution may only need a single large battery, which would be an improvement compared to the double-battery solution discussed above.
  • a DC/DC converter is a complicated and costly component which adds to the overall complexity and cost of the vehicle.
  • An object of the present invention is to eliminate or mitigate at least one of the drawbacks identified above.
  • a first aspect of the invention as defined in claim 1 being directed to a voltage stabilizing system configured to operatively stabilize the power voltage provided by an electric power storage to an electrical system and to a starter motor during crank of an engine of a vehicle.
  • the stabilizing system comprises a starter switch arrangement and a control unit arrangement configured to operatively establish and terminate a communication of electric power between the power storage and the starter motor of the vehicle to crank the engine,
  • the control unit is configured to operatively establish said communication of electric power such that the power provided from the power storage to the starter motor is repeatedly turned off for a period of time ⁇ t_off each time the power voltage drops below a reference voltage during crank of the engine.
  • An embodiment of the invention comprising the features of the first aspect is directed to a control unit configured to operatively determine a duty cycle of the starter switch arrangement during crank of the engine.
  • An embodiment of the invention comprising the features of the first aspect is directed to a control unit configured to operatively set the reference voltage to a predetermined value, or to alter the reference voltage so as to allow a lower value for the reference voltage during at least a period of the crank.
  • a particular embodiment of the invention comprising the features of the first aspect is directed to a control unit configured to operatively set the period of time ⁇ t_off during which the power to the starter motor is turned off to a predetermined value, or to alter the period of time ⁇ t_off during at least a period of the crank.
  • An embodiment of the invention comprising the features of said particular embodiment is directed to a control unit configured to operatively determine the period of time ⁇ t_off in a variable manner depending on the rate at which the power voltage drops.
  • An embodiment of the invention comprising the features of said particular embodiment is directed to a control unit configured to operatively determine the period of time ⁇ t_off in a variable manner depending on the duration ⁇ t_on of a previously established communication of power.
  • a second aspect of the invention defined in claim 8 being directed to a method in a voltage stabilizing system for stabilizing the power voltage provided by an electric power storage to an electrical system and to a starter motor during crank of an engine in a vehicle.
  • the stabilizing system comprises a starter switch arrangement and a control unit arrangement configured to operatively establish and terminate a communication of power between the power storage and the starter motor of the vehicle to crank the engine.
  • the method comprises the steps of communicating power from the power storage to the starter motor during crank of the engine, and temporarily terminating said communication of power for a period of time ⁇ t_off each time the power voltage drops below a reference voltage during crank.
  • An embodiment of the invention comprising the features in said second aspect is directed to a method comprising the steps of determining a duty cycle of the starter switch arrangement during crank of the engine.
  • An embodiment of the invention comprising the features in said second aspect is directed to a method comprising the steps of setting the reference voltage to a predetermined value, or altering the reference voltage so as to allow a lower value for the reference voltage during at least a period of the crank.
  • a special embodiment of the invention comprising the features in said second aspect is directed to a method comprising the steps of setting the period of time ⁇ t_off during which the power to the starter motor is turned off to a predetermined value, or altering said period of time ⁇ t_off during at least a period of the crank.
  • An embodiment of the invention comprising the features in said special embodiment is directed to a method comprising the steps of determining the period of time ⁇ t_off in a variable manner depending on the rate at which the power voltage drops.
  • An embodiment of the invention comprising the features in said special embodiment is directed to a method comprising the steps of determining the period of time ⁇ t_off in a variable manner depending on the duration ⁇ t_on of a previously established communication of power.
  • the invention uses a simple and cost effective switching of the starter switch arrangement that depend on the power voltage provided by the electric power storage so as to stabilize the voltage in the electrical system during crank of the engine.
  • a prior art voltage stabilizing method indicated in the background section uses two full sized expensive and heavy batteries.
  • Another prior art method indicated in the background uses a complicated and expensive DC/DC-converter.
  • the invention provides a switching that depend on the power voltage provided by the electric power storage. This nas me decisive advantage of securing a sufficient voltage level to the ECU:s and other similar electronic and/or computerized units of the vehicle in question. Indeed, it is not adequate to provide a sufficient power to electronic and/or computerized units in a vehicle (e.g. increasing the current to compensate for a voltage drop), since the operation of such units depend on a certain minimum voltage level. This is not the case for other vehicle components such as windshield wipers and other more or less passive components etc.
  • the invention deals with problems caused to the electrical system of a motor vehicle during crank of the vehicle engine, e.g. in connection with the start-stop concept on motor vehicles.
  • the start-stop concept means that the combustion engine or similar of a vehicle will be stopped when the velocity of the vehicle is below or equal to a certain threshold value ( i . e . ⁇ X km/h), e . g . when the vehicle has come to a complete stop. Then, when the driver wants to drive off the vehicle automatically starts the engine based on information from sensors e . g . sensing the actuation of clutch, brake or throttle pedal or similar.
  • the start-stop concept is introduced to save fuel and to reduce the CO 2 emissions.
  • the voltage to the electrical systems of the vehicle will drop ( e . g . as low as down to about 5-7 V) due to the high current consumption of the starter motor.
  • a normal crank when the driver turns the ignition key
  • most electrical systems may be turned off in a controlled manner.
  • the electrical systems must be kept on, e . g . the ECU:s (Electronic Control Units) of the vehicle shall not reset.
  • the driver shall not experience any functional losses.
  • the electrical systems of a typical passenger car is designed for a voltage between 9-16V. If the voltage drops below about 9V the ECU:s may reset and the diagnostic systems etc will create fault responses and cause disturbances on the electrical system.
  • Fig. 1 shows a schematic image of an improved voltage stabilizing system 300 implemented in an exemplifying vehicle 1000 according to an embodiment of the present invention.
  • the exemplifying vehicle 1000 comprises a combustion engine 110, a starter motor 120 for starting the engine 110, a battery 130 or similar electrical power source, a starter switch arrangement 124 connected to the starter motor 120 and the battery 130 for energizing the starter motor 120 and a control unit 140 for controlling the actuation of the starter switch arrangement 124.
  • the battery 130 is additionally configured to provide electrical power to other systems of the vehicle 1000, particularly the general electrical system 150 of the vehicle 1000.
  • the vehicle 1000 mentioned above may be an automobile or a motor car, e . g . a passenger car or similar.
  • embodiments of the invention can be implemented in other wheeled motor vehicles that carries its own engine, e . g . mopeds or motorcycles ( e . g . three wheeled mopeds and/or motorcycles) and lorries or trucks or similar.
  • the vehicle is preferably a start-stop concept motor vehicle.
  • the invention may also be implemented in almost any vehicle using an ordinary crank.
  • the engine 110 mentioned above may e.g. be any combustion engine or similar used in connection with automobiles or similar, e.g. an internal combustion engine.
  • the starter motor 120 mentioned above may be any starter motor suitable for starting a combustion engine or similar.
  • the starter motor 120 may e . g . be a permanent-magnet or a series- or series-parallel wound direct current electric motor or similar.
  • Embodiments of the invention can also be implemented in connection with other electrically powered starter motors, e . g . electrical starter motors that at least partly utilize hydraulic and/or pneumatic principles or similar.
  • the starter motor 120 does not comprise a solenoid switch, which is common and well known in the art.
  • a current is applied to the solenoid of a common starter motor it pushes out a drive pinion on a starter driveshaft and meshes the pinion with a ring gear on a flywheel of the engine to be started so as to rotate and start the engine.
  • the starter motor 120 in Fig. 1 is configured to rotate the engine 110 in a substantially direct manner without the need of pushing out any drive pinion or similar.
  • a drive pinion on a shaft of the starter motor 120 may be configured to interact substantially directly (without being pushed or similar) with a flywheel of the engine 110 so as rotate the engine 110 during crank. This provides a decisive advantage in terms of reduced design complexities and cost reductions etc.
  • the battery 130 mentioned above is preferably arranged so as to be operatively used both for cranking the engine 110 of the vehicle 1000 and for supplying electrical power to the electrical system 150 of the vehicle 1000.
  • the battery 130 may alternatively be a supercapacitor or a fuel cell or any other suitable electric power storage device.
  • the control unit 140 mentioned above may be implemented by means of hardware and/or software, and it may comprise one or several hardware units and/or software modules, e . g . one or several separate processor arrangements provided with or having access to the appropriate software and hardware required for the functions to be performed by the control unit 140 as will be described in more detail below.
  • the control unit 140 is preferably connected to the central control system (not shown) of the vehicle 1000 so as to receive information from vehicle sensors, e.g. such as speed sensors and/or sensors configured to detect any actuation of the clutch pedal and/or the break pedal and/or the throttle pedal and/or the ignition switch and/or the presently selected gear, or a voltmeter detecting the voltage currently provided by the battery 130 etc. This may e . g .
  • control unit 140 may be accomplished by connecting the control unit 140 to a central communication network 1010 of the vehicle, which in turn is connected to the central control system of the vehicle 1000.
  • the communication network 1010 may e . g . be a CAN-bus or a MOST-network or a similar communication network as is well known in the art.
  • the control unit 140 may receive information via the central communication network 1010 about the voltage currently provided by the battery 130.
  • the control unit 140 may receive information about the voltage currently provided by the battery 130 from a voltmeter 145 or similar being connected to the control unit 140 and to the battery 130.
  • the electrical system 140 mentioned above comprises all of or at least a plurality of the various ECUs in the vehicle 1000.
  • a modern motor vehicle is typically provided with a plurality ECUs or similar.
  • the combustion engine 110 of the vehicle 1000 may be controlled by at least one ECU provided with the suitable hardware and software for adjusting the fuel delivery system and/or the ignition system.
  • the electrical system 150 mentioned above may also comprise the vehicle infotainment systems or similar and also one r several of: exterior lights, display lights, interior lights, air-conditioning systems, heater blower and other air blowing systems, seat heaters, window heaters, wipers and similar.
  • Fig. 2a showing a schematic illustration of the voltage provided from the battery during an ordinary crank of the combustion engine of a known vehicle.
  • the battery voltage Ubatt temporarily drops below a certain reference voltage Uref due to the current consumption of the starter motor during crank of the vehicle engine.
  • Uref a certain reference voltage
  • FIG. 2b The operation of this embodiment is schematically illustrated in Fig. 2b showing the voltage Ubatt provided from the battery 130 to the starter motor 120 via the starter switch arrangement 124 during crank of the engine 110.
  • the voltage Ubatt will temporarily drop during crank due to the current consumption of the starter motor 120, which is similar to the known crank in Fig. 2a .
  • the voltage Ubatt from the battery 130 will not drop below the reference voltage Uref and this is in contrast to the crank in Fig. 2a wherein Ubatt actually drops below Uref.
  • the voltage Ubatt from the battery 130 during the crank in Fig. 2b will not drop below the reference voltage Uref since the power from the battery 130 to the starter motor 120 is turned off by the starter switch arrangement 124 when the voltage Ubatt drops below the reference voltage Uref.
  • the duty cycle of the starter switch arrangement 124 and thus the starter motor 120 is determined such that power is provided from the battery 130 to the starter motor 120 while crank is active (i.e. Active Crank, see Fig. 4 ), and then repeatedly turned off for a short period of time ⁇ t_off each time the voltage Ubatt provided by the battery 130 drops below the reference voltage Uref.
  • the reference voltage Uref may e.g. be set to any value less than approximately 11V, or less than approximately 10,5V, or less than approximately 10V, or less than approximately 9,5V, or less than approximately 9V, or less than approximately 8,5V, or less than approximately 8V, or less than approximately 7,5V, or less than approximately 7V, or less than approximately 6,5V, or less than approximately 6V, or less than approximately 5,5V, or less than approximately 5V.
  • Uref is set to a value above approximately 0,5V.
  • the reference voltage Uref may be set to a predetermined value e.g. obtained by empirical studies. Alternatively, the reference voltage Uref may be dynamically set e.g.
  • the duration ⁇ t_off may be set to the same predetermined value through out the crank.
  • the duration ⁇ t_off may be dynamically altered during at least a period of the crank e.g. depending on the rate of the voltage drop when the crank is turned on. For example, a higher drop rate may give a longer ⁇ t_off whereas a lower drop rate gives a shorter ⁇ t_off or the other way around.
  • the duration ⁇ t_off may be dynamically altered e.g. depending on the duration ⁇ t_on of a previous crank on (e.g. the most resent crank on) before the crank is turned of - e.g. a longer ⁇ t_on gives a shorter ⁇ t_off while a shorter ⁇ t_on gives a longer ⁇ t_off or the other way around.
  • Fig. 3 showing a schematic illustration of a voltage stabilizing system 300 according to an exemplifying embodiment of the present invention.
  • the voltage protection unit 300 comprises the starter switch arrangement 124 and the control unit 140.
  • the starter switch arrangement 124 in Fig. 3 is preferably a semiconductor switch arrangement configured to connect the battery 130 to the starter motor 120 during a crank of the engine 110, i.e. during an ignition of the combustion engine 110 - which may be manually initiated or automatically initiated in a start-stop vehicle when the driver intends to drive off and/or intends to increase the velocity of the vehicle 1000.
  • the semiconductor starter switch arrangement 124 is preferably implemented by a FET arrangement (Field Effect Transistor, FET) comprising one FET or a plurality of FETs in parallel.
  • the FET in question may, e . g .
  • MOSFET Metal-Oxide-Semiconductor Field-Effect Transistor
  • JFET Joint Field-Effect Transistor
  • MESFET Metal-Semiconductor Field-Effect Transistor
  • HEMT High Electron Mobility Transistor
  • HFET Heterostructure Field-Effect Transistor
  • MODFET Modulation-Doped Field-Effect Transistor
  • FREDFET Fluort Reverse or Fast Recovery Epitaxal Field-Effect Transistor
  • DNAFAD any other FET or FET-like switching device that is suitable for the various embodiments of the present invention.
  • the control unit 140 in the exemplifying embodiment shown in Fig. 3 is preferably implemented by means of a reference function 142, a comparator function 144, and an AND-function 146.
  • the control unit 140 comprises the necessary hardware and/or software for implementing these functions.
  • the reference function 142 is configured to generate and/or comprise a value indicative of the reference voltage Uref mentioned above.
  • the reference function 142 is implemented by a memory circuit or similar comprising a predetermined or a dynamically reprogrammable value or similar indicative of the reference voltage Uref.
  • the comparator function 144 is configured to compare values indicative of the voltages Uref and Ubatt mentioned above.
  • the comparator function 144 is implemented by a hardware circuit and/or a software module configured to receive a value indicative of the voltage Uref and a value indicative of the battery voltage Ubatt mentioned above.
  • Information about Ubatt and/or Uref may e.g. be provided from the communication network 1010 of the vehicle 1000 to which the voltage stabilizing system 300 and the comparator function 144 may be connected.
  • Uref may be provided from the reference function 142 mentioned above.
  • the reference function 142 may be (re)programmed via the communication network 1010.
  • the comparator function 144 is configured to produce an active output value (e.g. a binary "one") when Ubatt is on or above Uref.
  • an active output value e.g. a binary "one”
  • other outputs indicative of the relation between Ubatt and Uref are clearly conceivable, e.g. a pulse pattern or similar.
  • the AND-function 146 is configured to receive the output value from the comparator function 144 and a value (e.g. a binary "one") indicating whether a crank has been activated or not (c.f. the step "Active Crank" in Fig. 4 ).
  • a value e.g. a binary "one
  • An active crank signal may e.g. occur in a start-stop vehicle when the driver intends to drive off and/or intends to increase the vehicle velocity as described above.
  • an active crank signal may occur when the driver turns the ignition key of the vehicle, which applies mutatis mutandis both for start-stop vehicles and conventional vehicles.
  • Information about an active crank may e.g. be provided to the control unit 140 of the voltage protection unit 300 from the communication network 1010 of the vehicle 1000.
  • the AND-function 146 is configured to provide an activation signal or similar to the starter switch arrangement 124 each time a crank has been activated and Ubatt is on or above Uref as determined by the comparator function 144.
  • the activation signal from the AND-function 146 to the starter switch arrangement 124 may e.g. correspond to the Crank On signal schematically illustrated in Fig. 2b .
  • the AND-function 146 is implemented by a hardware circuit and/or a software module.
  • step S1 of the exemplifying method it is preferred that the engine 110 of the vehicle 1000 is started. As is well known, this may e . g . be performed by the driver turning a starter key in the ignition lock or similar. It is preferred that step S1 also includes a drive off. It should be emphasized that the method now described is merely an exemplifying embodiment in which no voltage stabilizing is assumed during a start up of the vehicle 1000. However, in other embodiments of the invention the voltage may certainly be stabilized also during a start up crank.
  • a crank has been activated (Active Crank).
  • a crank may e.g. be activated in a start-stop vehicle when the driver intends to drive of after a red light stop.
  • the check may e . g . be performed by the control unit 140 requesting or receiving information about a crank activation from the communication network 1010 of the vehicle 1000.
  • the control unit 140 continues to perform this check until a crank activation is detected. The process proceeds to the next step when this occurs.
  • a third step S3 of the exemplifying method it is preferred that the control unit 140 commands the starter switch arrangement 124 to power the starter motor 120 as previously described.
  • a fourth step S4 of the exemplifying method it is preferred that the control unit 140 checks whether the voltage Ubatt provided by the battery 130 is below the reference voltage Uref as previously described. The method proceeds to the previous step S3 if the answer is no, whereas the method proceeds to the next step S5 if the answer is yes.
  • Values indicative of Ubatt and Uref may generally be received and/or obtained via the network 1010 as previously described. Alternatively, values indicative of Ubatt may be received from a voltmeter 145 to which the control unit 140 is connected and a value (or values if dynamically changed) indicative of Uref may be comprised by a memory 142 of the control unit 140 as previously described.
  • a fifth step S5 of the exemplifying method it is preferred that the control unit 140 commands the starter switch arrangement 124 to stop power the starter motor 120 for a period ⁇ t_off as previously described. The method will then proceed to the first step S1.
  • the invention uses a simple and cost effective switching of the starter switch arrangement 124 that depend on the voltage Ubatt provided by the starter battery 130 to stabilize the voltage in the electrical system 150 during crank of the engine 110.
  • a prior art voltage stabilizing method indicated above in the background section uses two full sized expensive and heavy batteries.
  • Another prior art method indicated in the background section uses a complicated and expensive DC/DC-converter.
  • the a switching depending on the voltage Ubatt provided by the starter battery 130 has the decisive advantage of securing that a sufficient voltage level is provided to the ECU:s and similar of the vehicle 1000. Indeed, it is not sufficient to provide a sufficient power (e.g. increasing the current to compensate for a voltage drop), since the operation of ECU:s and similar depend on a certain minimum voltage level. This is not the case for other vehicle components such as windshield wipers etc.
  • the solution according to preferred embodiments of the invention presupposes a starter motor 120 that is configured to rotate the engine 110 in a substantially direct manner without the need of complicated mechanics that is needed in prior art to push out a drive pinion or similar. This provides decisive advantages in terms of reduced design complexity and cost reductions etc.

Claims (13)

  1. Spannungsstabilisierungssystem (300), das dafür konfiguriert ist, die Speisespannung (Ubatt), die während des Anlassens einer Kraftmaschine (110) in einem Fahrzeug (1000) durch einen elektrischen Energiespeicher (130) für ein elektrisches System (150) und für einen Startermotor (120) bereitgestellt wird, funktionstechnisch zu stabilisieren, wobei das Stabilisierungssystem (300) eine Starterschalteranordnung (124) und eine Steuereinheitsanordnung (140), die dafür konfiguriert ist, die Starterschalteranordnung (124) funktionstechnisch zu betätigen, um eine Übertragung elektrischer Leistung zwischen dem Energiespeicher (130) und dem Startermotor (120) des Fahrzeugs (1000) herzustellen und zu beenden, um die Kraftmaschine (110) anzulassen, umfasst, wobei:
    die Steuereinheit (140) dafür konfiguriert ist, die Übertragung von Leistung in der Weise funktionstechnisch herzustellen, dass die von dem Energiespeicher (130) für den Startermotor (120) bereitgestellte Leistung jedes Mal, wenn die Speisespannung (Ubatt) während des Anlassens der Kraftmaschine (110) unter eine Referenzspannung (Uref) fällt, für eine Zeitdauer (Δt_off) wiederholt ausgeschaltet wird.
  2. Spannungsstabilisierungssystem (300) nach Anspruch 1,
    wobei:
    die Steuereinheit (140) dafür konfiguriert ist, während des Anlassens der Kraftmaschine (110) einen Arbeitszyklus der Starterschalteranordnung (124) funktionstechnisch zu bestimmen.
  3. Spannungsstabilisierungssystem (300) nach Anspruch 1,
    wobei:
    die Steuereinheit (140) dafür konfiguriert ist, die Referenzspannung (Uref) auf einen vorgegebenen Wert funktionstechnisch einzustellen oder die Referenzspannung (Uref) in der Weise zu ändern, dass sie wenigstens während einer Zeitdauer des Anlassens einen niedrigeren Wert für die Referenzspannung (Uref) zulässt.
  4. Spannungsstabilisierungssystem (300) nach Anspruch 1,
    wobei:
    die Steuereinheit (140) dafür konfiguriert ist, die Zeitdauer (Δt_off), während der die Leistung für den Startermotor (120) ausgeschaltet wird, funktionstechnisch auf einen vorgegebenen Wert einzustellen oder die Zeitdauer (Δt_off) wenigstens während einer Zeitdauer des Anlassens zu ändern.
  5. Spannungsstabilisierungssystem (300) nach Anspruch 4,
    wobei:
    die Steuereinheit (140) dafür konfiguriert ist, die Zeitdauer (Δt_off) auf variable Weise in Abhängigkeit von der Rate, mit der die Speisespannung (Ubatt) abfällt, funktionstechnisch zu bestimmen.
  6. Spannungsstabilisierungssystem (300) nach Anspruch 4,
    wobei:
    die Steuereinheit (140) dafür konfiguriert ist, die Zeitdauer (Δt_off) auf variable Weise in Abhängigkeit von der Dauer (Δt_on) einer zuvor hergestellten Übertragung von Leistung funktionstechnisch zu bestimmen.
  7. Fahrzeug (1000), das mit einem Spannungsstabilisierungssystem (300) nach einem der vorhergehenden Ansprüche versehen ist.
  8. Verfahren in einem Spannungsstabilisierungssystem (300) zum Stabilisieren der Speisespannung (Ubatt), die während des Anlassens einer Kraftmaschine (110) in einem Fahrzeug (1000) durch einen elektrischen Energiespeicher (130) für ein elektrisches System (150) und für einen Startermotor (120) bereitgestellt wird, wobei das Stabilisierungssystem (300) eine Starterschalteranordnung (124) und eine Steuereinheitsanordnung (140), die dafür konfiguriert ist, die Starterschalteranordnung (124) funktionstechnisch zu betätigen, um eine Übertragung elektrischer Leistung zwischen dem Energiespeicher (130) und dem Startermotor (120) des Fahrzeugs (1000) herzustellen und zu beenden, um die Kraftmaschine (110) anzulassen, umfasst, wobei das Verfahren die folgenden Schritte umfasst:
    - Übertragen von Leistung von dem Energiespeicher (130) zu dem Startermotor (120) während des Anlassens der Kraftmaschine (110),
    - vorübergehendes Beenden der Übertragung von Energie für eine Zeitdauer (Δt_off) jedes Mal, wenn die Speisespannung (Ubatt) während des Anlassens unter eine Referenzspannung (Uref) fällt.
  9. Verfahren nach Anspruch 8,
    wobei das Verfahren die folgenden Schritte umfasst:
    Bestimmen eines Arbeitszyklus der Starterschalteranordnung (124) während des Anlassens der Kraftmaschine (110).
  10. Verfahren nach Anspruch 8,
    wobei das Verfahren die folgenden Schritte umfasst:
    Einstellen der Referenzspannung (Uref) auf einen vorgegebenen Wert oder Ändern der Referenzspannung (Uref) in der Weise, dass sie einen niedrigeren Wert für die Referenzspannung (Uref) zulässt, wenigstens während einer Zeitdauer des Anlassens.
  11. Verfahren nach Anspruch 8,
    wobei das Verfahren die folgenden Schritte umfasst:
    Einstellen der Zeitdauer (Δt_off), während der die Leistung für den Startermotor (120) ausgeschaltet wird auf einen vorgegebenen Wert, oder Ändern der Zeitdauer (Δt_off) wenigstens während einer Zeitdauer des Anlassens.
  12. Verfahren nach Anspruch 11,
    wobei das Verfahren die folgenden Schritte umfasst:
    Bestimmen der Zeitdauer (Δt_off) auf variable Weise in Abhängigkeit von der Rate, mit der die Speisespannung (Ubatt) abfällt.
  13. Verfahren nach Anspruch 11,
    wobei das Verfahren die folgenden Schritte umfasst:
    Bestimmen der Zeitdauer (Δt_off) auf variable Weise in Abhängigkeit von der Dauer (Δt_on) einer zuvor hergestellten Übertragung von Leistung auf variable Weise.
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2568158B1 (de) * 2011-09-12 2022-05-04 Volvo Car Corporation Motorstarthilfssystem

Families Citing this family (2)

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Publication number Priority date Publication date Assignee Title
CN103647325B (zh) * 2013-12-18 2015-11-18 深圳市航盛电子股份有限公司 一种汽车电压稳压系统
US10086704B2 (en) 2016-03-04 2018-10-02 Ford Global Technologies, Llc System and method for modulating power to vehicle accessories during auto-start and auto-stop

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Publication number Priority date Publication date Assignee Title
JP2610553B2 (ja) * 1991-12-19 1997-05-14 株式会社ユニシアジェックス エンジンの始動制御装置
US6633153B1 (en) * 2002-08-02 2003-10-14 Dana Corporation Under voltage protection for a starter/alternator
DE102004007393A1 (de) * 2003-02-28 2004-09-09 Denso Corp., Kariya Maschinenanlasser mit einem Anlassermotor
DE102004025240B4 (de) * 2004-05-22 2014-03-27 Robert Bosch Gmbh Startunterdrückung für Verbrennungsmotoren mit E-Starter
JP5050325B2 (ja) * 2005-07-12 2012-10-17 日産自動車株式会社 組電池用制御装置
DE102006016893A1 (de) * 2006-04-11 2007-10-25 Robert Bosch Gmbh Verfahren und Vorrichtung zur Ansteuerung des Starters eines Kraftfahrzeugs

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2568158B1 (de) * 2011-09-12 2022-05-04 Volvo Car Corporation Motorstarthilfssystem

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