EP2315931B1 - Verfahren und vorrichtung zur überwachung der startzeit eines wärmemotors eines fahrzeugs - Google Patents

Verfahren und vorrichtung zur überwachung der startzeit eines wärmemotors eines fahrzeugs Download PDF

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Publication number
EP2315931B1
EP2315931B1 EP09784489.8A EP09784489A EP2315931B1 EP 2315931 B1 EP2315931 B1 EP 2315931B1 EP 09784489 A EP09784489 A EP 09784489A EP 2315931 B1 EP2315931 B1 EP 2315931B1
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EP
European Patent Office
Prior art keywords
voltage
tdem
start time
monitoring
phase
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Not-in-force
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EP09784489.8A
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English (en)
French (fr)
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EP2315931A2 (de
Inventor
Oussama Rouis
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Valeo Equipements Electriques Moteur SAS
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Valeo Equipements Electriques Moteur SAS
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Publication of EP2315931A2 publication Critical patent/EP2315931A2/de
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Publication of EP2315931B1 publication Critical patent/EP2315931B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0859—Circuits or control means specially adapted for starting of engines specially adapted to the type of the starter motor or integrated into it
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2044—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using pre-magnetisation or post-magnetisation of the coils
    • 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
    • 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
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • 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
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0885—Capacitors, e.g. for additional power supply
    • 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
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0888—DC/DC converters
    • 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
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0896—Inverters for electric machines, e.g. starter-generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/041—Starter speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—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
    • 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
    • F02N2300/104—Control of the starter motor torque

Definitions

  • the present invention relates to a method and a device for controlling the starting time of a thermal engine of a vehicle.
  • the invention also relates to a micro-hybrid system comprising this device.
  • the vehicles are made to operate in the "Stop and Go” mode thanks to a reversible electric machine, or alternator-starter, coupled to the heat engine, powered by an inverter mode "starter".
  • alternator-starter in a "Stop and Go" mode of operation consists, under certain conditions, in causing the complete shutdown of the engine when the vehicle is itself stationary and then restarting the engine.
  • thermal engine as a result, for example, of a driver action interpreted as a restart request.
  • a typical "Stop and Go" situation is that of stopping at a red light.
  • the engine is automatically stopped, then, when the light turns green, the engine is restarted by means of the alternator-starter, as a result of the detection by the system of the depression of the engine. the clutch pedal by the driver, or any other action reflecting the driver's willingness to restart his vehicle.
  • phase currents and the excitation current are generally provided simultaneously by the power circuits at the time of restarting.
  • This delay is due to the establishment of the magnetic flux in the rotor, and it is proposed to pre-flux the inductor before the establishment of the phase currents, so as to reduce the time required for the heat engine to reach a predetermined rotation speed.
  • the method is implemented by controlling the excitation current for a fixed period of time, and does not seem to be suitable for alternator-starters powered by an "14 + X" variable voltage edge electrical network, in which so-called “micro-hybrid” systems.
  • the document US 2006/0017290 A1 presents another example of control by pre-fluxing where the amplitude, the frequency and the phase of the current are controlled.
  • the present invention aims to meet this need and specifically relates to a method for controlling the starting time of a thermal engine of a vehicle, which is mechanically coupled to a polyphase rotating electrical machine with inductor.
  • This electric machine known per se, comprises phase windings and sensors of the position of a rotor in number equal to the number of these phases, and is connected to an electrical network board.
  • the method of interest is of the type of pre-fluxing by establishing an excitation current in the inductor during a predetermined pre-fluxing time prior to establishing phase currents.
  • phase currents are controlled, also in a manner known per se, by control signals which are out of phase with a variable phase angle as a function of a speed of rotation of the machine. electric compared to synchronization signals produced by the sensors.
  • the phase shift angle is also remarkably a function of a voltage of the on-board electrical network, in a range between first and second voltages, the second voltage being greater than the first.
  • the starting time is independent of the voltage of the on-board electrical network.
  • the phase shift angle for a current value of the rotational speed is decreased when the voltage of the on-board electrical network increases between the first and second voltages.
  • the phase angle is constantly less than or equal to a maximum phase shift angle below which the start time is greater than a reference threshold when the voltage of the electrical network is equal to the first voltage.
  • the predetermined pre-fluxing time is a function of the voltage of the on-board electrical network.
  • This predetermined pre-fluxing time is preferably decreased when the voltage of the on-board electrical network increases between the first voltage and the second voltage.
  • the invention also relates to a device for controlling the starting time of a thermal engine of a vehicle adapted to the implementation of the method described above.
  • this heat engine is mechanically coupled to a polyphase rotating electrical machine with inductor having phase windings and sensors of the position of a rotor in number equal to the number of phases.
  • the electric machine is powered by power circuits connected to at least one onboard electrical network and controlled by a control circuit.
  • This control circuit comprises first phase current control means by control signals out of phase with a variable phase angle as a function of a speed of rotation of the machine. electrical with respect to synchronization signals produced by the sensors, and further comprises second means for controlling a pre-fluxing.
  • the device according to the invention is remarkable in that it comprises first means for determining the phase shift angle during the starting time as a function of a voltage of the on-board electrical network.
  • these first determination means are included in said first control means, and comprise a memory containing a tabulation of the phase shift angle as a function of the speed of rotation of the electric machine and the voltage of the on-board electrical network. .
  • the device according to the invention is also remarkable in that it further comprises second means for determining a pre-fluxing time as a function of a voltage of the on-board electrical network.
  • These second determination means are preferably included in the second control means, and advantageously comprise a memory containing a tabulation of the pre-fluxing time as a function of the voltage of the on-board electrical network for a reference threshold of the start-up time. of the engine.
  • the device for controlling the start-up time of a heat engine according to the invention preferably relates to a vehicle whose electrical network is connected to the terminals of at least one ultra-capacitor, or similar.
  • the starting time is constantly about 450 ms when the voltage of the on-board electrical network varies between 18 V and 24 V.
  • the invention therefore also relates to a micro-hybrid system advantageously comprising the device for controlling the starting time of a heat engine described above.
  • the chronograms of the Figure 4 schematically show the phase angle between the synchronization signals produced by the sensors of the rotor position of a three-phase machine and the control signals of the phase currents.
  • the Figure 5 shows the variations of this phase shift angle as a function of the speed of rotation of the electrical machine for several values of the voltage of the on-board electrical network, so as to according to the invention, to maintain a constant start-up time.
  • the preferred embodiment of the invention relates to vehicles equipped with an alternator-starter with a micro-hybrid braking energy recovery device, as shown schematically on the Figure 1 .
  • the Figure 1 shows an alternator-starter 1 coupled to a vehicle engine 2.
  • This alternator-starter 1 comprises a polyphase electrical machine with reversible excitation 3 coupled to the motor 2 by means of a transmission 4 by belt and pulleys.
  • the electric machine 3 comprises a rotor 5 integral with an output pulley 6 at the end of the shaft 7.
  • the rotor 5 has an inductor 8 supplied by means of a rotating commutator by an excitation circuit 9.
  • the machine 3 also comprises phase windings 10, or induced, powered by an inverter 11.
  • a control circuit 12 drives the power circuits of the machine 3, constituted by the inverter 11 and the excitation circuit 9, as a function of the information provided by a sensor of the position 13 of the rotor 5, and control signals. generated by an electronic control unit of the vehicle.
  • the electronic control unit receives operating parameters of the motor 2, and other context information via dedicated wire links or a CAN-type embedded data communication bus.
  • the inverter 11 is preferably constituted by a chopper circuit of the voltage of the on-board electrical network Vbat + X generating pulses, the frequency and the width of which are controlled by the control circuit 12, when the alternator-starter 1 operates in electric motor.
  • This same chopper circuit is a reversible AC - DC converter that operates as a synchronous rectifier when the alternator-starter 1 operates as an alternator.
  • the on-board electrical network is connected to the terminals of an ultra-capacitor 14 instead of being fed directly by an onboard battery 15, as in a conventional architecture.
  • the electric machine 3 When operating as a generator, the electric machine 3 charges the ultra-capacitor 14 by means of the reversible reciprocating-continuous converter 11 operating as a rectifier and supplies the on-board electrical network with a voltage Vbat + X greater than the battery voltage Vbat.
  • Power conversion circuits 16 constituted by a DC-DC converter, allow exchanges of electrical energy between the on-board battery 15 and the ultra-capacitor 14.
  • the starting time Tdem of the heat engine 2 depends on the voltage Vbat + X of the on-board electrical network, that is to say the state of charge of ultra-capacity 14.
  • the measurements 17 were carried out for a fixed pre-fluxing time Tpref-max of about 150 ms, corresponding to the magnetic saturation of the inductor 8, and a constant angle profile.
  • the start time Tdem defined as the time interval between the instant when the electric machine 3 applies a torque to the heat engine 2 and the moment when it reaches reference speed of rotation can, under these conditions, reach unacceptable values, given the objective of transparency of the system sought.
  • the Figure 3 shows the results of tests carried out on a micro-hybrid system similar to that shown on the Figure 1 , without start-up time control device, by varying the Tpref pre-fluxing time and for several levels of the voltage (18V, 20V, 22V, and 24V) of the Vbat + X on-board electrical network.
  • the pre-flow time Tpref varies between a minimum value Tpref-min, below which the start time is always greater than a reference threshold Tdem-ref, that is to say below which the start function is degraded, even at the maximum load of the ultra-capacitor 14, and a maximum value Tpref-max from which the magnetic saturation of the inductor 8 is observed.
  • the start time Tdem depends on the instantaneous engine torque supplied by the electric machine 3 during start-up, and this engine torque itself depends on the control of the machine 3 from the synchronization signals Si1, Si2, Si3 produced by the sensors of position 13 of the rotor 5.
  • the Figure 4 shows the synchronization signals Si1, Si2, Si3 from the sensors 13 of a three-phase machine 3 shown schematically on the Figure 1 .
  • These signals Si1, Si2, Si3 are binary signals having a duty cycle of 0.5 and which have between them the same nominal phase shift ⁇ , here equal to 120 °, the machine having three phases.
  • control of the electric machine 3 requires the reconstruction of control signals Sw1, Sw2, Sw3 of the chopper circuit 11 switching the phase currents having between them, in steady state, the same nominal phase shift ⁇ , but which have a phase angle ⁇ with respect to the incoming signals Si1, Si2, Si3 which varies as a function of the rotational speed N.
  • the starting time of the heat engine 2 is made constant, regardless of the voltage Vbat + X of the electrical network on board between 18V and 24V, by controlling the instantaneous torque of the electric machine 3 during the entire duration of the start.
  • phase shift angle ⁇ is a function of both the speed of rotation N of the electric machine and the voltage of the on-board electrical network Vbat + X.
  • the Figure 5 shows four examples of variation curves of the phase shift angle ⁇ as a function of the speed N parameterized by four values of the mains voltage Vbat + X (18V, 20V, 22V and 24V), the pre-fluxing time Tpref being set to the maximum Tpref-max value of about 150ms.
  • the strategy of maintaining a constant startup time Tdem, regardless of the voltage of the on-board electrical network Vbat + X, consists in optimizing the control parameters of the electrical machine 3 for the on-board electrical network voltage Vbat + X the lowest V1, and degrade the performance of machine 3 for higher Vbat + X network voltages.
  • the pre-fluxing time Tpref is thus set at the maximum Tpref-max allowed by the magnetic saturation of the inductor 8, and the phase angle ⁇ is maintained at a maximum value ⁇ max in order to provide optimum torque during starting for each rotation speed N.
  • the performance of the electrical machine 3 is also degraded by decreasing the pre-fluxing time Tpref when the voltage of the on-board electrical network Vbat + X increases.
  • the Figure 3 shows that if one chooses a reference threshold Tdem-ref as the start time Tdem to maintain constant, it suffices to use a two-dimensional linear interpolation to calculate the pre-fluxing time Tpref corresponding to each value of the voltage of the on-board electrical network Vbat + X included in the nominal voltage range V1 to V2 with a phase angle profile ⁇ current.
  • the law of variation of the phase shift angle ⁇ as a function of the rotation speed N and of the voltage of the network Vbat + X and, additionally, the law of variation of the pre-fluxing time Tpref as a function of the voltage of the network Vbat + X are tabulated in one or more memories of the control device 12 of the alternator-starter 1, which determines the driving angle profile of the electric machine 3, and the pre-flow time Tpref appropriate, depending the supply voltage Vbat + X applied to it.
  • the angle profiles shown on the Figure 5 are suitable for this model when the Tpref pre-fluxing time is constant and set at about 150ms.
  • the electric machine 3 reaches about 2000 rpm in 450 ms, that is to say that the heat engine 2, which is coupled thereto by a gear ratio of about 2.5, reaches at the same time a reference rotation speed of approximately 800 rpm, whatever the voltage of the on-board electrical network Vbat + X in the range V1, V2 from 18V to 24V,

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Eletrric Generators (AREA)
  • Control Of Ac Motors In General (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Motor And Converter Starters (AREA)

Claims (13)

  1. Verfahren zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs, wobei die Kraftmaschine (2) mit einer mehrphasigen rotierenden elektrischen Maschine mit Induktor mechanisch gekoppelt ist, die Phasenwicklungen (10) und Sensoren (13) für die Position eines Rotors (5) in einer Anzahl, die gleich jener der Phasen ist, umfasst und mit einem elektrischen Bordnetz verbunden ist, wobei das Verfahren von dem Typ ist, der darin besteht, durch Aufbauen eines Erregungsstroms in dem Induktor (8) während einer vorgegebenen Vorflussdauer (Tpref) einen Vorfluss zu bilden, bevor Phasenströme gebildet werden, die durch Steuersignale (Sw1, Sw2, Sw3) gesteuert werden, die um einen Phasenverschiebungswinkel (ϕ), der als Funktion einer Drehzahl (N) der elektrischen Maschine (2) veränderlich ist, in Bezug auf durch die Sensoren (13) erzeugte Synchronisationssignale (Si1, Si2, Si3) phasenverschoben sind,
    dadurch gekennzeichnet, dass der Phasenverschiebungswinkel (ϕ) außerdem während der Anlassdauer (Tdem) eine Funktion einer Spannung (Vbat + X) des elektrischen Bordnetzes ist, die zwischen einer ersten Spannung (V1) und einer zweiten Spannung (V2), die größer als die erste Spannung (V1) ist, liegt.
  2. Verfahren zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs nach Anspruch 1, dadurch gekennzeichnet, dass die Anlassdauer (Tdem) von der Spannung (Vbat + X) unabhängig ist.
  3. Verfahren zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass der Phasenverschiebungswinkel (ϕ) für einen aktuellen Wert (Ni) der Drehzahl (N) abnimmt, wenn die Spannung (Vbat + X) zwischen der ersten Spannung (V1) und der zweiten Spannung (V2) zunimmt.
  4. Verfahren zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass für jeden aktuellen Wert (Ni) der Drehzahl (N) der Phasenverschiebungswinkel (ϕ) stets kleiner oder gleich einem maximalen Phasenverschiebungswinkel (ϕmax) ist, unterhalb dessen die Anlassdauer (Tdem) größer als ein Referenzschwellenwert (Tdem-ref) ist, wenn die Spannung (Vbat + X) gleich der ersten Spannung (V1) ist.
  5. Verfahren zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs nach einem der vorhergehenden Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die vorgegebene Vorflussdauer (Tpref) eine Funktion der Spannung (Vbat + X) des elektrischen Bordnetzes ist.
  6. Verfahren zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs (5), dadurch gekennzeichnet, dass die vorgegebene Vorflussdauer (Tpref) abnimmt, wenn die Spannung (Vbat + X) zwischen der ersten Spannung (V1) und der zweiten Spannung (V2) zunimmt.
  7. Vorrichtung zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs, die dafür ausgelegt ist, das Verfahren nach einem der vorhergehenden Ansprüche 1 bis 6 auszuführen, wobei die Maschine (2) mit einer mehrphasigen rotierenden elektrischen Maschine (3) mit Induktor mechanisch gekoppelt ist, die Phasenwicklungen (10) und Sensoren (13) für die Position eines Rotors (5) in einer Anzahl, die gleich jener der Anzahl der Phasen ist, umfasst, wobei die elektrische Maschine (3) durch Leistungsschaltungen (9, 11) gespeist wird, die mit wenigstens einem elektrischen Bordnetz verbunden sind und durch eine Steuerschaltung (12) gesteuert werden, wobei die Steuerschaltung (12) erste Mittel zum Steuern von Phasenströmen durch Steuersignale (Sw1, Sw2, Sw3), die um einen Phasenverschiebungswinkel (ϕ), der als Funktion einer Drehzahl (N) der elektrischen Maschine (3) veränderlich ist, in Bezug auf durch die Sensoren (13) erzeugte Synchronisationssignale (Si1, Si2, Si3) phasenverschoben sind, und außerdem zweite Mittel zum Steuern eines Vorflusses umfasst, dadurch gekennzeichnet, dass sie erste Mittel zum Bestimmen des Phasenverschiebungswinkels (ϕ) während der Anlassdauer (Tdem) als Funktion einer Spannung des elektrischen Bordnetzes (Vbat + X) umfasst.
  8. Vorrichtung zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs nach Anspruch 7, dadurch gekennzeichnet, dass die ersten Bestimmungsmittel in den ersten Steuermitteln enthalten sind und einen Speicher umfassen, der ein Kennfeld des Phasenverschiebungswinkels (ϕ) als Funktion der Drehzahl (N) und der Spannung (Vbat + X) enthält.
  9. Vorrichtung zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs nach einem der vorhergehenden Ansprüche 7 oder 8, dadurch gekennzeichnet, dass sie außerdem zweite Mittel zum Bestimmen einer vorgegebenen Vorflussdauer (Tpref) als Funktion einer Spannung (Vbat + X) des elektrischen Bordnetzes umfasst.
  10. Vorrichtung zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs nach Anspruch 9, dadurch gekennzeichnet, dass die zweiten Bestimmungsmittel in den zweiten Steuermitteln enthalten sind und einen Speicher umfassen, der ein Kennfeld der vorgegebenen Vorflussdauer (Tpref) als Funktion der Spannung (Vbat + X) für einen Referenzschwellenwert der Anlassdauer (Tdem-ref) enthält.
  11. Vorrichtung zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs nach einem der Ansprüche 7 bis 10, dadurch gekennzeichnet, dass das elektrische Bordnetz an Anschlüsse wenigstens eines Hochleistungskondensators (14) oder dergleichen angeschlossen ist.
  12. Vorrichtung zum Steuern der Anlassdauer (Tdem) einer Brennkraftmaschine (2) eines Fahrzeugs nach einem der vorhergehenden Ansprüche 7 bis 8, dadurch gekennzeichnet, dass die Anlassdauer (Tdem) stets ungefähr 450 ms beträgt, wenn sich die Spannung (Vbat + X) zwischen 18 V (V1) und 24 V (V2) ändert.
  13. Mikrohybridsystem, dadurch gekennzeichnet, dass es die Steuervorrichtung nach einem der vorhergehenden Ansprüche 7 bis 12 umfasst.
EP09784489.8A 2008-07-24 2009-07-09 Verfahren und vorrichtung zur überwachung der startzeit eines wärmemotors eines fahrzeugs Not-in-force EP2315931B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0855071A FR2934331B1 (fr) 2008-07-24 2008-07-24 Procede et dispositif de controle du temps de demarrage d'un moteur thermique d'un vehicule.
PCT/FR2009/051358 WO2010010271A2 (fr) 2008-07-24 2009-07-09 Procede et dispositif de controle du temps de demarrage d'un moteur thermique d'un vehicule

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Publication Number Publication Date
EP2315931A2 EP2315931A2 (de) 2011-05-04
EP2315931B1 true EP2315931B1 (de) 2015-08-12

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US (1) US8674633B2 (de)
EP (1) EP2315931B1 (de)
JP (1) JP5491503B2 (de)
CN (1) CN102105675B (de)
FR (1) FR2934331B1 (de)
WO (1) WO2010010271A2 (de)

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DE102012203374B4 (de) * 2012-03-05 2019-09-05 Robert Bosch Gmbh Verfahren zum Vorbereiten des Startens eines Verbrennungsmotors durch einen riemengetriebenen Startergenerator
CN104781101B (zh) * 2012-11-12 2017-09-22 沃尔沃卡车公司 充放电系统
KR20150108825A (ko) * 2013-01-21 2015-09-30 가부시키가이샤 한도오따이 에네루기 켄큐쇼 2차 전지, 2차 전지 모듈, 2차 전지 및 2차 전지 모듈의 충전 방법, 2차 전지 및 2차 전지 모듈의 방전 방법, 2차 전지 및 2차 전지 모듈의 구동 방법, 축전 시스템, 및 축전 시스템의 구동 방법
FR3009345B1 (fr) * 2013-08-01 2015-09-04 Valeo Equip Electr Moteur Procede et dispositif de commande d'un alterno-demarreur de vehicule automobile, et alterno-demarreur correspondant
FR3022590B1 (fr) * 2014-06-20 2020-07-10 Valeo Equipements Electriques Moteur Procede et dispositif de demarrage ou de relance d'un moteur thermique, notamment de vehicule automobile
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Publication number Publication date
US8674633B2 (en) 2014-03-18
JP5491503B2 (ja) 2014-05-14
WO2010010271A3 (fr) 2010-03-18
EP2315931A2 (de) 2011-05-04
CN102105675B (zh) 2013-06-19
WO2010010271A2 (fr) 2010-01-28
FR2934331B1 (fr) 2010-08-20
US20110227341A1 (en) 2011-09-22
JP2011528768A (ja) 2011-11-24
CN102105675A (zh) 2011-06-22
FR2934331A1 (fr) 2010-01-29

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