EP2454113A1 - Système d'entraînement de générateur pour un moteur à combustion interne - Google Patents

Système d'entraînement de générateur pour un moteur à combustion interne

Info

Publication number
EP2454113A1
EP2454113A1 EP10727711A EP10727711A EP2454113A1 EP 2454113 A1 EP2454113 A1 EP 2454113A1 EP 10727711 A EP10727711 A EP 10727711A EP 10727711 A EP10727711 A EP 10727711A EP 2454113 A1 EP2454113 A1 EP 2454113A1
Authority
EP
European Patent Office
Prior art keywords
generator
freewheel
drive system
drive
internal combustion
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Withdrawn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
EP10727711A
Other languages
German (de)
English (en)
Inventor
Hermann Stief
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2454113A1 publication Critical patent/EP2454113A1/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Withdrawn legal-status Critical Current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
    • 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
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • F02N15/023—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the overrunning type
    • 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
    • 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
    • F02N15/006—Assembling or mounting of starting devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • 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
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
    • 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

Definitions

  • the invention is directed to a generator drive system for driving the generator of an internal combustion engine and possibly other ancillary components of that internal combustion engine. Furthermore, the invention is also directed to a method for tuning the operation of the generator of an internal combustion engine.
  • Generator drive systems of the aforementioned type typically comprise a traction mechanism drive.
  • traction means are now predominantly Flach, Dahlke ribbed belt, for example, so-called poly-V belt used. These belts are preloaded via tension pulley assemblies.
  • when starting an internal combustion engine can occur during the first crankshaft rotations within the traction drive loads that are far above the loads occurring in the rest of normal operation.
  • the engine starts significantly affect the life of the components of the traction drive and the driven units.
  • the invention has for its object to provide solutions by which it is possible within a provided for the drive of a generator drive system ("FEAD") occurring loads, especially in the context of engine start operations to reduce.
  • FEAD generator drive system
  • a generator drive system for the generator of an internal combustion engine comprising a traction mechanism of a traction means which is guided over a generator rotor disk which serves to drive the generator, this drive system is characterized in that the generator so is formed and electrically connected, that the generator is temporarily operable as a motor, and that the generator is coupled to the generator pulley or the crankshaft pulley of the internal combustion engine via a one-way clutch which allows the generator in the context of its operation as an engine, the GE nerator running disk or taking into account a gear ratio, the crankshaft overhauled.
  • the freewheel is designed as a sprag freewheel. This freewheel allows overtaking of the temporarily operated as an engine without further external influence benen generator. Furthermore, it is also possible to run the freewheel as Klemmfeder- freewheel, or possibly as an actively switchable freewheel.
  • the switching of the generator into a coasting mode takes place according to the invention as a function of the operating state of the internal combustion engine or of the corresponding motor vehicle.
  • the switchover of the generator into an engine operating mode takes place in the context of an engine start phase, so that the engine starter does not have to accelerate the rotationally mounted and inertia-bearing components of the generator.
  • the concept according to the invention makes it possible to reduce the belt pretension set in the traction mechanism drive and thereby reduce the stresses on the components in the traction mechanism drive. As a result, high running times are achieved reliably even with low-cost components. In particular, costly and expensive components (for example heavy-duty clamps, special belts and the like) can be dispensed with in the FEAD.
  • the generator is preferably designed so that it can accelerate its rotor structure and the components revolving therewith with sufficient dynamics (preferably at least slightly faster than the fastest accelerations of the engine under normal operating conditions).
  • ECU Motor Viennaelektonik
  • the belt drive with clamping systems and possibly existing decoupling elements runs through resonance areas that can lead to high load peaks. These resonance ranges can be overrun by the crankshaft without performance pick-up by the inventive concept without there being a pronounced coupling with the crankshaft system. This will shorten the start time. In particular, when a start-stop automatic used, the inventive concept proves to be particularly valuable. 4. In critical operating conditions (eg high non-uniformity due to engine full load at extremely low speed), the speed of the generator can be actively increased at least slightly above the rotor speed. 5.
  • the alternator will be designed so that it provides a drive torque in overrun that is so high that it can also accelerate the other units of the FEAD, and thus the one sitting on the crankshaft
  • the running disc always rotates slightly above the crankshaft speed in the above mentioned critical operating conditions. This makes it possible to accelerate the FEAD much more evenly.
  • the superimposed accelerations caused by the combustion processes are eliminated, especially when the angular velocity set by the overrun of the generator is above the non-uniformity increased peak angular velocities. (eg KW speed 1500 +/- 400 revolutions per minute (rpm) then speed belt drive 1900 + x (about 2000 rpm))
  • the generator speed (or that of the e-machine) can be lowered to the crankshaft rotational speed and the generator is driven by the traction drive and then operates again in the generator mode, ie. under delivery of electrical power).
  • the inventively proposed temporary overrun operation of the generator can be prevented if the state of charge of the battery system makes this appear as indicated.
  • the freewheels can be designed as purely mechanical components that allow overtaking as such. These freewheels can be designed in particular as sprag clutches with ramps on the inner ring or on the outer ring, as well as wrap spring clutches.
  • the electric machine operable in both the generator operating mode and in the engine or coasting operating mode can also be used as an engine brake via the belt drive for regenerative braking according to another aspect of the present invention.
  • This electrical power can be buffered in fast energy stores (batteries, capacitor systems eg gold or supercaps ..). The energy thus obtained can then be used for the above-mentioned special operating states.
  • the belt drive / generator decouples at higher accelerations of the vehicle as described above is more mechanical line for driving the vehicle available. This gives us a higher elasticity in the acceleration, or there is a reserve available. Gff, can be realized by the inventively achieved peak power gain corresponding rear dimensions of the engine.
  • FIG. 1 shows a schematic diagram to illustrate the inventive concept in conjunction with a for driving a
  • Motor vehicle provided drive system.
  • a drive system for a PkW is greatly simplified.
  • This drive system comprises an internal combustion engine 1, a transmission 2 connected thereto for the purpose of effecting the drive for a power transmission.
  • car required butterabgriffs, and a generator drive system (FEAD) for driving a generator 3 and possibly other ancillaries (not shown here).
  • the generator drive system comprises a traction mechanism drive with a traction means 5 which is guided via a generator rotor disk 6 which serves to drive the generator 3 or, respectively, the kinematic integration thereof into the traction mechanism drive.
  • the traction mechanism further comprises a crankshaft pulley 7 which sits on an end portion of the crankshaft 8 of the internal combustion engine 1.
  • the generator drive system shown here is characterized in that the generator 3 is designed and electrically connected such that the generator 3 is temporarily operable as an electric motor, wherein the generator 3 is coupled to the generator pulley 6 via an overrunning clutch 4 which allows the generator 3 in the Berthebsmodus as a motor, the generator rotor disk 6 overtakes in terms of speed, ie turns faster than the generator pulley 6.
  • this is connected via a power electronics 10 to an energy storage device 11.
  • the control of the power electronics 10 via the engine control 12.
  • This engine control 12 are the control-related sensor signals for the operating condition of the internal combustion engine and the vehicle equipped therewith available.
  • control of the power electronics 10 takes place via the motor control in such a way that the rotor of the generator 3 reaches angular speeds which are above the current angular speeds of the generator belt pulley 6.
  • the mass inertia of the rotor and the generator axle supporting it do not contribute any load in the traction mechanism drive.
  • the generator 3 is finally decoupled from the traction mechanism drive in this mode of operation.
  • auxiliary energy storage 13 for the temporary operation of the generator 3 with electrically accelerated rotor shaft.
  • This auxiliary energy storage 13 may be designed so that its charge is designed only for a few generator acceleration processes. As far as this auxiliary energy storage 13 has a sufficient state of charge this is primarily used for the provision of the acceleration energy.
  • charging module 14 can be further determined from which of the storage systems 11, 13, the temporarily required energy to be deducted. Furthermore, it can also be determined in conjunction with the loading module 14 where the delivered power is to be delivered as an actual generator in the course of a later operation of the generator.
  • the auxiliary energy storage 13 can in this case be constructed so that it allows extremely high charging currents.
  • the auxiliary memory 13 may be formed, for example, as a gold or supercap capacitor system.
  • the auxiliary memory 13 is thus particularly suitable for receiving electrical power in a so-called regenerative operating mode, ie an operating mode in which the generator 3 taps power from the crankshaft 8 "pushed" via the transmission 2.
  • the system according to the invention can be prepared as a self-matched module that includes the special generator's own control electronics and possibly also the auxiliary energy storage device 13.
  • the signals required for the temporary operation of the generator 3 as itself akzelleherendes system can be provided as a simple 1/0 signals via the magnetic switch 15 of the starter 16 or the engine electronics 12 available.
  • a pulser system can be provided by which speed information can be provided directly in the region of the generator by which an overtaking of the rotor of the generator can be adjusted.
  • the freewheel 4 is arranged between the generator pulley 6 and the generator shaft.
  • the invention expressly also includes such embodiments in which the freewheel 4 is arranged between the crankshaft 8 and the crankshaft pulley 7.
  • the entire traction mechanism including the seated on the crankshaft 8 crankshaft pulley can be pre-accelerated.
  • This special concept makes it possible to use the generator 3 for a short time to drive auxiliary equipment such as a power steering pump so that a steering assistance function is provided even when the internal combustion engine is switched off. By sitting on the crankshaft freewheel driving a same is avoided.
  • the power electronics 10 is preferably designed so that it handles both the generator operation, as well as the temporary engine operation.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

L'invention concerne un système d'entraînement de générateur pour le générateur (3) d'un moteur à combustion interne (1), comportant une transmission par lien souple pourvue d'un lien souple (5) guidé sur une poulie de générateur (6) servant à l'entraînement du générateur (3). Selon l'invention, le générateur (3) est conçu et branché électriquement de telle manière que le générateur (3) peut fonctionner temporairement comme moteur, et le générateur (3) est accouplé à la poulie de générateur (6) ou la poulie à courroie de vilebrequin (7) est accouplée au vilebrequin (8) au moyen d'un accouplement à roue libre (4) permettant au générateur (3), dans le cadre de son fonctionnement comme moteur, de rattraper la poulie de générateur (6), ou le vilebrequin (8) avec prise en compte d'un rapport de démultiplication.
EP10727711A 2009-07-17 2010-06-15 Système d'entraînement de générateur pour un moteur à combustion interne Withdrawn EP2454113A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200910033633 DE102009033633A1 (de) 2009-07-17 2009-07-17 Generator-Antriebssystem für eine Brennkraftmaschine
PCT/EP2010/058386 WO2011006724A1 (fr) 2009-07-17 2010-06-15 Système d'entraînement de générateur pour un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2454113A1 true EP2454113A1 (fr) 2012-05-23

Family

ID=41212919

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10727711A Withdrawn EP2454113A1 (fr) 2009-07-17 2010-06-15 Système d'entraînement de générateur pour un moteur à combustion interne

Country Status (5)

Country Link
US (1) US9018867B2 (fr)
EP (1) EP2454113A1 (fr)
CN (1) CN102574457B (fr)
DE (2) DE102009033633A1 (fr)
WO (1) WO2011006724A1 (fr)

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US8720618B1 (en) 2011-03-28 2014-05-13 Aura Systems Inc. Retrofitting a vehicle to transfer mechanical power out of an engine compartment
DE102012109852B4 (de) 2012-10-16 2021-08-12 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Antriebsstrang eines Kraftfahrzeugs mit Verbrennungsmotor und Starter-Generator
CN102969946B (zh) * 2012-11-05 2015-12-16 无锡新大力电机有限公司 一种高负载电机启动方法
DE102012024551A1 (de) * 2012-12-17 2014-06-18 Fev Gmbh Generatorsteuerung für ruhigen Betrieb mit Verbrennungsmotor
US9657705B2 (en) * 2014-03-13 2017-05-23 GM Global Technology Operations LLC Powertrain for a vehicle and an electromechanical apparatus coupleable to an engine
US9481236B2 (en) 2014-03-13 2016-11-01 GM Global Technology Operations LLC Powertrain for a vehicle
KR101703591B1 (ko) * 2015-06-16 2017-02-07 현대자동차 주식회사 얼터네이터 제어 장치 및 이를 이용한 얼터네이터 제어 방법
DE102016104807A1 (de) * 2016-03-15 2017-09-21 Steyr Motors Gmbh Stromerzeugungsaggregat für mobile Anwendungen
JP6651975B2 (ja) * 2016-05-11 2020-02-19 株式会社デンソー 制御システム
CN107781823A (zh) * 2017-10-27 2018-03-09 湖南中洲节能科技股份有限公司 一种垃圾气碳燃烧发电系统

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Also Published As

Publication number Publication date
US20120068651A1 (en) 2012-03-22
CN102574457B (zh) 2015-07-29
DE102009033633A1 (de) 2011-01-20
US9018867B2 (en) 2015-04-28
CN102574457A (zh) 2012-07-11
DE202009010345U1 (de) 2009-10-22
WO2011006724A1 (fr) 2011-01-20

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