EP2310663A1 - Procédé et dispositif pour une commande de fonction d'arrêt-redémarrage d'un moteur à combustion interne - Google Patents

Procédé et dispositif pour une commande de fonction d'arrêt-redémarrage d'un moteur à combustion interne

Info

Publication number
EP2310663A1
EP2310663A1 EP09779604A EP09779604A EP2310663A1 EP 2310663 A1 EP2310663 A1 EP 2310663A1 EP 09779604 A EP09779604 A EP 09779604A EP 09779604 A EP09779604 A EP 09779604A EP 2310663 A1 EP2310663 A1 EP 2310663A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
starter
stop control
time
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09779604A
Other languages
German (de)
English (en)
Inventor
Martin Neuburger
Karl-Otto Schmidt
Apostolos Tsakiris
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2310663A1 publication Critical patent/EP2310663A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0844—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop with means for restarting the engine directly after an engine stop request, e.g. caused by change of driver mind
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0851—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/20—Inrush current reduction, i.e. avoiding high currents when connecting the battery
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • 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
    • F02N15/003—Starters comprising a brake mechanism
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method of start-stop control for an internal combustion engine in a vehicle for short-term stopping of the internal combustion engine and starting the internal combustion engine, in particular by means of an electric machine as a starter, wherein the internal combustion engine is switched off by a motor control in the presence of cut-off conditions and is polled by the start-stop control, if there is a start signal due to Anschaltlini.
  • the invention further relates to a computer program product, and to a start-stop control for an internal combustion engine in a vehicle.
  • an internal combustion engine is started by means of a starter having a starter pinion meshed with a ring gear of an internal combustion engine.
  • a starter pinion meshed with a ring gear of an internal combustion engine.
  • DE 10 2006 039 112 A1 describes a method for determining the rotational speed of the starter for a motor vehicle internal combustion engine. It is further described that the starter includes its own starter controller to calculate the speed of the starter to accelerate the pinion from the starter in a start-stop operation, when a self-starting of the engine due to decreased speed is no longer possible. The pinion is engaged at synchronous speed to the ring gear of the expiring internal combustion engine.
  • the starting device has a control unit which controls a starter motor and an actuator for engaging a starter pinion separately. From the control unit, the pinion can be meshed before starting the vehicle in the ring gear before the driver has expressed a new start request.
  • the actuator is already actuated as an engagement relay during a coastdown phase of the internal combustion engine.
  • the speed threshold is in this case far below the idle speed of the engine to keep the wear of the Einspurvoriques as low as possible.
  • To avoid voltage dips by a very high starting current from the starter motor is a gentle start, for example by a timing of the starter current avoided by the controller.
  • the performance of the electrical system is monitored by analyzing the battery condition and accordingly the starter motor is clocked or supplied with power.
  • the invention fertil fertilizes that the crankshaft can be positioned at a standstill of the engine to shorten the start time.
  • DE 10 2005 021 227 A1 describes a starting device for an internal combustion engine in motor vehicles with a control unit, a starter relay, a starter pinion and a starter motor.
  • the armature of the starting relay can be advanced with reduced power by metered current supply in order to engage the starter pinion in a ring gear of the internal combustion engine in a first stage and in a second stage a switching contact with full force of the armature is concluded to energize the starter motor with maximum energy.
  • the starter motor is turned on via a transistor in the control unit with a metered current when the starter pinion is engaged in order to gently turn the starter pinion into the next tooth gap in the toothed ring in a tooth-on-tooth position.
  • An inventive idea is to implement in the start-stop control the time as a possible starting time of the internal combustion engine, in which the internal combustion engine runs out due to shutdown conditions. Thereby, a quick change of the vehicle operation can be performed.
  • the object is achieved by a method that is acted upon by the start-stop control within a period of time until the internal combustion engine is at a standstill, the internal combustion engine by means of a Radiostra-.
  • This method can be applied to conventional starter starter starter vehicles, as well as to belt or integrated starters or full hybrid vehicles with a driveline starter that simultaneously performs the function of a generator.
  • a fast changing request of the driver can be reacted very quickly, without the driver having to wait long.
  • a vehicle with a method implemented in the start-stop control thus also does not constitute a traffic obstacle, since the internal combustion engine can be started faster.
  • the start-stop control has a specific operating strategy depending on the duration of the shutdown signal of the internal combustion engine and / or selected depending on the expiring speed of the internal combustion engine until the time of a declined start signal.
  • the operating strategy can be adapted individually to the type of internal combustion engine and be determined in the operating strategy, if it is even necessary to start the internal combustion engine by means of an electric machine.
  • an operating strategy with a defined specification with respect to a time and / or a duration of energization, in particular strength of the energization, of the electric machine and of the start-stop control selected in particular with regard to the use of a braking device for the electric machine can be determined individually from empirical values depending on the vehicle type and defined specific drive components, which defines the time of energization of an electrical machine as well as the time duration and / or the intensity.
  • the operating strategy can be adapted to the manufacturer's request and the driver's request, for example, whether he wants a long service life of the drive components or it is important that the internal combustion engine is ready for use faster.
  • an operating strategy is selected by the start-stop control with a defined specification with respect to the time of actuation of a coupling device, by means of which the starter as an electric machine and the internal combustion engine are mechanically coupled.
  • an operating strategy be selected with a defined default with respect to the time of switching off the internal combustion engine.
  • the internal combustion engine is turned off, for example, not just by presenting known from the prior art shutdown in time, but it can be defined new shutdown conditions, for example, to certain events such. B. are connected to the starting of a starter or the engagement of the starter with the internal combustion engine.
  • the start-stop control checks whether a start signal is detected within a first period of time t, in which the internal combustion engine can be started independently and can be accelerated to an idling speed.
  • This first operating strategy according to the invention is particularly advantageous, since no additional electric machine has to be activated in order to start the internal combustion engine.
  • the internal combustion engine can therefore perform a restart after the engine control has received a shutdown signal "engine off" before the internal combustion engine comes to a standstill.
  • the internal combustion engine can be stopped by various measures, for example by interrupting the supply of an ignitable mixture or suspending the ignition
  • Internal combustion engine executes a linear decrease in the engine speed using a closed throttle valve, whereby the engine control can again take back the previously initiated measures by virtue of the engine control again receiving a start signal within a short period of time during which the internal combustion engine is not yet at rest.
  • the internal combustion engine can autonomously accelerate on its own power.Thus, by means of the start-stop control, a so-called "change of mind", a change of the operating forecast according to the first operating strategy, is rapidly d urch Highwaybar.
  • a second special operating strategy after a second period of time t 2 in which no start signal has been detected by the start-stop control and wherein the second time period t 2 is greater than the first time period ti, is Starter and and a coupling device which mechanically connects the starter and the internal combustion engine is acted upon by means of an operating strategy such that the starter energized and accelerated. Furthermore, it is checked whether a start signal is detected within a third time period t 3 in order to actuate a clutch device for engaging the starter with the internal combustion engine. According to this particular operating strategy, it is assumed that the starter takes a certain amount of time to reach a certain speed, with which the engine machine is started faster. Thus, the coupling device is actuated when within a certain third time period t 3, a start signal is detected.
  • a clutch device comprises a conventional multi-plate clutch, which is arranged, for example, as a clutch of a hybrid drive between the electric machine and the internal combustion engine.
  • the clutch device alternatively also includes a transmission system with a conventional starter pinion that is meshed with a ring gear of an internal combustion engine. The meshing only after a start signal within a certain period of time reduces the wear, since the relative speeds between the electric machine and the internal combustion engine occur less, since the coupling device, for example, by operating a multi-plate clutch or a meshing a starter pinion only if there is actually a start signal.
  • the starter is energized with a fraction, for example 50%, of the power and the start-stop control checks whether a start signal is within one fourth time period U is detected in order to accelerate the speed of the starter to a decreasing speed of the internal combustion engine, so that the starter is engaged by means of the coupling device at a substantially synchronous speed with the internal combustion engine or Rochespurt.
  • the starter is thus energized when the switch-off signal of the internal combustion engine or later on a so-called preventive suspicion to start the engine faster in the case of a detected start signal.
  • the coupling device is actuated only when a start signal within a certain fourth time t 4 is detected.
  • the speed for synchronous engagement is reached earlier. Due to the lower energization of the starter reaches a constant lower speed, which is smaller than the final speed. More preferably, the starter is energized with a fraction of the power, so that in the case of a missing start signal up to a fourth time t 4 or deviating from the time t 4 of the starter is turned off, so that the starter with the engine off substantially for same time comes to a standstill. This has the advantage that the internal combustion engine can be started immediately after standstill.
  • the starter is energized substantially simultaneously with the turn-off of the engine and tested by the start-stop control, whether a start signal is detected within a fifth time period t 5 . If no start signal within the fifth time period t 5 , the starter is no longer energized so that it comes to a standstill substantially simultaneously with decreasing idle speed of the internal combustion engine.
  • the wear of the transmission parts of the starter and the internal combustion engine is as low as possible and the coupling device has the longest possible life
  • the starter is preferably connected when reaching a synchronous speed with the internal combustion engine through the coupling device with this.
  • the starter time is energized to accelerate substantially simultaneously with the stop signal of the internal combustion engine, the internal combustion engine off after a defined sixth time period t 6 , so that within the seventh time t 7, the occurrence of the start signal, the starter and the internal combustion engine respectively at substantially the same speed of the Coupling device is mechanically connected.
  • the speed of the internal combustion engine can reach a synchronous speed earlier, so that the time to start the internal combustion engine is shortened, for example, a meshing a starter pinion in a ring gear on the Coupling device is possible earlier.
  • the starter since the starter runs out more slowly than the internal combustion engine when not energized, the starter is connected to a synchronous speed by means of a braking device
  • the speed of the starter by means of the braking device can be lowered over the speed parallel to the speed of the internal combustion engine for a longer time.
  • the starter is ready for a longer time to provide by means of the coupling device, a mechanical connection, for example by meshing a starter pinion in the sprocket.
  • the braking device may be formed mechanically, for example as a multi-disc brake or electromechanically, with a control by a starter control.
  • the object is achieved by a computer program product that can be loaded with program instructions into a program memory to perform all the steps of the at least one of the methods described above when the program is executed in a start-stop control.
  • the computer program product requires no additional components in the
  • the computer program product can be used, for example, in the engine control, a hybrid control or a starter ter Kunststoffung be provided.
  • the computer program product has the further advantage that it can be easily adapted to individual and specific customer requirements, and an improvement of the operating strategy is possible by means of improved empirical values or values individually adapted to the vehicle can be adapted.
  • start-stop control for an internal combustion engine in a vehicle in that the start-stop control has a microcomputer with a program memory in which the above-described computer program product is loadable to at least one to carry out the method described above.
  • the start-stop control further has a timer in order to trigger defined operating strategies as a function of defined periods of time.
  • the start-stop control can be designed as a separate control in the vehicle. It may also be designed as part of cost reasons or to save space in the engine control, a starter control or a hybrid control.
  • 1 is a schematic circuit diagram of drive components of a
  • 2 is a time-speed diagram according to a first operating strategy
  • 3 is a time-speed diagram according to a second operating strategy
  • FIG. 6 is a time-speed diagram according to a fourth operating strategy with start signal
  • Fig. 7 is a time-speed diagram according to a fifth operating strategy.
  • Fig. 8 is a time-speed diagram according to a sixth operating strategy.
  • FIG. 1 schematically shows a circuit diagram of drive components in a vehicle with an internal combustion engine 1 and an electric machine, which acts as a starter 2 for the internal combustion engine 1.
  • a coupling device 3 is formed for the switchable mechanical connection, which in the Fig. 1 illustrated, particularly preferred embodiment comprises a starter pinion 4 and a ring gear 5 of the internal combustion engine 1.
  • the coupling device 3 further comprises a Einspurrelais 21 that the starter pinion 4 engages in the ring gear 5 and disengages again after the starting process.
  • the coupling device 3, d. H. the Einspurrelais 21 is controlled by a starter control 6 driven.
  • the coupling device 3 is driven according to the method described below as a defined operating strategy of the starter device 6 separately for energizing the starter 2.
  • the internal combustion engine 1 is controlled by an electronic engine control 7.
  • the engine control unit 7 has interfaces 8, which receive signals from an accelerator pedal 9, a gear selector 10, which includes the clutch pedal, a brake pedal 11 and other sensors 12, such as speed sensors of the vehicle and a speed sensor of the internal combustion engine 1. From the information of the signals, which reach the engine control unit 7 via the interface 8, switch-off or switch-on conditions are derived as start signals of the internal combustion engine 1.
  • a start-stop control 14 is integrated in the motor control 7 as a module. This has the advantage that essential elements for the start-stop control 14 are already present as electronic components in the engine control 7.
  • the engine control unit 7 has an important timer 13 for the start-stop control 14.
  • the start-stop control 14 thus includes a program memory 15 in which a computer program product can be loaded in order to carry out the methods to be described below as different operating strategies for a start-stop operation of the internal combustion engine 1 with program instructions.
  • cut-off conditions are defined and set according to which the engine controller 7 turns off the engine 1.
  • the engine control unit 7 forwards signals to the start-stop control 14 in order to detect whether a start signal is present due to defined startup conditions and thus the internal combustion engine 1 has to be restarted.
  • the start-stop control 14 decides, by communication with the engine controller 7, whether to start the internal combustion engine 1, the electric machine must be called as a starter 2 with a starter control 6 or the internal combustion engine 1 can still be started independently according to a first operating strategy.
  • the start-stop control 14 is thus in a direct information contract with the starter control 6 via electrical lines, which also a Bus system, as it is conventionally known as CAN or LIN.
  • the start-stop controller 14 may also be formed separately from the engine controller 7 and the starter controller 6.
  • the starter control 6 can due to information signals from the start-stop control the starter 2 temporally and in the current strength, and energize defined voltage.
  • the conventional start-stop operating strategies according to the prior art relate to conditions in which the internal combustion engine 1 has come to a standstill, in particular for a few seconds or minutes and the starter also stands still.
  • the operating strategies according to the invention are shown which are used by the start-stop control 14 within a limited period of time, namely until the internal combustion engine reaches a standstill in the rotational speed. In this limited time period, the following start-stop operating strategies are improved and implemented.
  • FIG. 2 shows that at time t 0 the internal combustion engine 1 is switched off with the change of the start signal from I to 0.
  • the idling speed ni of the internal combustion engine 1 thus decreases according to the characteristic curve 16 to zero.
  • the speed n 2 of the characteristic curve 20 from the starter 2 is always equal to 0 over the entire time duration.
  • the start-stop controller 14 therefore checks according to a first operating strategy, whether a start signal within a first time period t-, is detected.
  • the rotational speed ni of the internal combustion engine 1 follows according to the dotted characteristic curve 19. If no start signal follows, then the rotational speed ni of the internal combustion engine 1 decreases according to the characteristic curve 16 to zero , After the entire period in which the starter 2 and the internal combustion engine 1 are at rest, the internal combustion engine 1 can be started according to a conventional starting method.
  • a start request according to the dotted line 01 which detects the engine control 7, then is forwarded to the start-stop control 14 as a start signal and the starter pinion 4 is by means of the coupling device 3 in the ring gear 5 of the internal combustion engine 1 with an approximately same speed n, so that the internal combustion engine 1 according to the dotted curve 18 is subsequently started by further energizing the starter 2.
  • the starter 2 is no longer energized and the starter 2 is allowed to leak.
  • the starter 2 is usually at a later time t S o quiet than the internal combustion engine 1 at the time t B o- This may have the disadvantage that at a start request between the end of the time t 3 and the time tso, until Time tso must be maintained in order to restart the internal combustion engine 1 can.
  • This disadvantage can be overcome if the starter 2, as shown in FIG. 1, with a mecha- nischen or electromechanical braking device 17 is formed, which is controlled by the starter control 6. If the starter 2 can be braked, it is ready to start at least at time t B o.
  • the braking device 17 is used to slow down the speed of the starter 2 parallel to the speed n of the internal combustion engine according to the characteristic curve 16 as time progresses.
  • a mechanical connection can be created and then started by the starter 2.
  • the braking device 17 and the starter pinion can be meshed in the sprocket 5.
  • FIG. 4 shows a third alternative operating strategy in which the speed of the starter 2 is reduced by energizing the starter 2 with a fraction of the power and checking by the start-stop control 14 whether a start signal is within a defined fourth Time t 4 is detected to accelerate the speed of the starter 2 to the falling speed of the internal combustion engine 1 and a starter pinion 4 with the coupling device 3 in the ring gear 5 of the internal combustion engine 1 at substantially synchronous speed of the two gearbox at time t 5 einkup- PelN.
  • This case of the operating strategy is shown as a dotted characteristic curve 18.
  • the characteristic curve 18 stands for a engaged state.
  • the start-stop control 14 does not reach a start signal by the end of the fourth time period t 4 , the starter 2 is no longer energized so that the rotational speeds ni, n 2 of the internal combustion engine 1 and of the starter 2 are substantially zero at the same time are.
  • the times of FIG. 3 t B o and t S o essentially coincide.
  • the starter 2 is energized at the time of the switch-off signal from the internal combustion engine 1 so the signal 0 at time t 0 .
  • the starter 2 can be energized with a smaller current, for example, within a time duration t 2 after the time t 1 has elapsed.
  • the choice of operating strategy depends on various factors, in particular the choice of ters 2 and the type of internal combustion engine 1 from.
  • FIG. 5 shows the special case that a start signal is not detected in the illustrated time duration and the internal combustion engine 1 is started again only after standstill.
  • FIG. 6 shows the operating strategy from FIG. 5 with the difference that a start signal within the time period t 8 occurs after the meshing at time t E i before the internal combustion engine 1 stops and thus the internal combustion engine 1 can be started earlier.
  • the start-stop control 14 detects for this purpose a switch-on signal I for starting the internal combustion engine 1.
  • the internal combustion engine 1 reaches the defined idle speed.
  • FIG. 7 shows a fifth operating strategy according to which the start-stop control 14 is not yet stopped after detection of a stop signal 0 for the internal combustion engine 1 at time t 0 , but the starter 2 is energized and at a speed n 2 is accelerated, so that a meshing with a lower speed ni than the idle speed after switching off the internal combustion engine 1 at a later time t B oi is possible.
  • a Einspuren with a significantly higher speed ni, n 2 possible, so that at a time earlier, a start signal for the internal combustion engine 1, for example, at time t B oi in contrast to the time t B i from FIG.
  • FIG. 8 shows a further possibility of a sixth operating strategy with the objective of optimizing the life of the start-stop device, including the coupling device and the electric machine, at the expense of efficiency, to realize a rapidly changing operating behavior of the internal combustion engine 1.
  • the starter 2 is energized only when a start signal for the internal combustion engine 1 is detected by the start-stop control 14 at the time t B i. It is understood that the time t B i is greater than or equal to the time t -, according to the first operating strategy of FIG. 2. That is to restart the internal combustion engine 1, the starter 2 is necessary.
  • the starter 2 reaches in a certain period t 9 a synchronous speed to the decreasing engine speed ni according to the characteristic curve 16 of the internal combustion engine 1 at time t BS , which is before a time at which the internal combustion engine 1 is stationary.
  • the starter according to the dotted characteristic curve 18 requires a time period until time t 10 in order to accelerate the rotational speed ni of the internal combustion engine 1 in such a way that that the internal combustion engine 1 runs independently.
  • An operating strategy, according to FIG. 8 has a greatly reduced wear, since the restart function only for the Case is executed when a start signal from the start-stop control 14 is actually detected. It is thus possible a slight starting time extension of t B s minus ti.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé d'une commande de fonction d'arrêt-redémarrage (14) pour un moteur à combustion interne (1) équipant un véhicule automobile, destinée à arrêter brièvement le moteur à combustion interne (1) et à redémarrer le moteur à combustion interne (1) à l'aide d'une machine électrique jouant le rôle de démarreur (2). Le moteur à combustion interne (1) est arrêté en particulier par une commande de moteur (7) lorsque des conditions d'arrêt sont réunies et la commande de fonction d'arrêt-redémarrage (14) détermine s'il existe un signal de démarrage en fonction de conditions de démarrage. Afin d'améliorer le confort de conduite en pouvant exécuter le redémarrage du moteur à combustion interne (1) nettement plus rapidement, la commande de fonction d'arrêt-redémarrage (14) applique une stratégie de fonctionnement au moteur à combustion interne (1) au cours d'une période de temps t s'écoulant avant que le moteur à combustion interne (1) ne soit arrêté.
EP09779604A 2008-07-29 2009-06-02 Procédé et dispositif pour une commande de fonction d'arrêt-redémarrage d'un moteur à combustion interne Withdrawn EP2310663A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008040830A DE102008040830A1 (de) 2008-07-29 2008-07-29 Verfahren und Vorrichtung einer Start-Stopp-Steuerung für eine Brennkraftmaschine
PCT/EP2009/056707 WO2010012530A1 (fr) 2008-07-29 2009-06-02 Procédé et dispositif pour une commande de fonction d'arrêt-redémarrage d'un moteur à combustion interne

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EP2310663A1 true EP2310663A1 (fr) 2011-04-20

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US (1) US8881704B2 (fr)
EP (1) EP2310663A1 (fr)
JP (1) JP2011529543A (fr)
KR (1) KR20110047204A (fr)
CN (1) CN102112728B (fr)
DE (1) DE102008040830A1 (fr)
WO (1) WO2010012530A1 (fr)

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US20110174255A1 (en) 2011-07-21
DE102008040830A1 (de) 2010-02-04
KR20110047204A (ko) 2011-05-06
CN102112728B (zh) 2014-08-06
US8881704B2 (en) 2014-11-11
JP2011529543A (ja) 2011-12-08
WO2010012530A1 (fr) 2010-02-04
CN102112728A (zh) 2011-06-29

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