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
  • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • 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
  • F02N2011/0892—Two coils being used in the starting circuit, e.g. in two windings in the starting relay or two field windings in the starter
• • 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

Definitions

• the invention relates to a device for starting an internal combustion engine of a motor vehicle.
• drives are used, which are fed by a source of energy independent of the fuel supply.
• DC motors are used, the drive pinion first engages in a ring gear of the internal combustion engine to then drive the internal combustion engine. After the end of the starting process, the drive pinion moves back out of the ring gear of the internal combustion engine.
• a common relay is used for the Einspurvorgang and the switching of the main current to drive the DC motor.
• FIG. This shows a connected to a terminal 50 relay 1, a
• Switch 2 a control unit 5, the terminal 30 of the motor vehicle and a starter motor M.
• the control unit 5 has a driver TRO with a switching unit T 0O , which is acted upon by a switching signal S O o.
• the relay 1 via a control line SLO and the terminal 50 is + connected to a positive operating voltage. Thereafter, the relay 1 attracts and closes the switch 2.
• the starter motor M is connected to the terminal 30 of the motor vehicle and thereby put into operation.
• a starting device for starting an internal combustion engine is known, which has a starter relay with a voltage source. Ie connectable and with the internal combustion engine for cranking engageable starter motor has.
• an electronic control unit is provided for controlling the starter relay and / or the starter motor. This controls the starter relay and / or the starter motor associated semiconductor power output stages such that at least in a start-stop operation of the
• the starter relay in the stop state of the internal combustion engine has its Einspurwolf.
• the starter relay is energized after pressing a start switch, so that on the one hand, a contact is closed, which connects the starter motor with a supply voltage and on the other hand, independently of the sprocket of the starter motor in a arranged on a crankshaft of the engine sprocket einspurt.
• a device for driving an electromagnetic switching element in particular a relay, is described, in which the time that elapses between the triggering of the attraction and the tightening, and also the time period between the triggering of the fall and the falling away, is reduced.
• a relay may be used in conjunction with pinion-starter-based start-stop systems.
• three control lines are provided, via which a control unit actuates switching elements which, depending on their switching position, allow or block a current flow through two coils of the relay which can be energized independently of one another.
• a device for starting an internal combustion engine of a motor vehicle with the features specified in claim 1 has the advantage that neither costly changes of a conventional engine control unit must be made nor a separate, additional control unit for controlling the used for a startup process
• Relay of the device is needed. This is achieved in an advantageous manner in that small signal outputs of the engine control unit of the respective motor vehicle are used to provide the starting current relay via a switching module control signals for the Einspur- or engagement relay, the main current relay, and - if present in the particular application - the starting current relay
• the switching module advantageously has a pre-switching relay, wherein the engagement relay, the starting current relay and the main current relay are each assigned two pre-switching relays. These ballast relays act on switches to connect the pull-in winding and the holding winding of the respective relay at a desired time with a positive operating voltage. This operating voltage is preferably one of the
• Terminal 15 of the motor vehicle derived voltage Terminal 15 of the motor vehicle derived voltage.
• the pull-in winding of these relays is in each case of low resistance and the respectively associated holding winding has a higher resistance than the respectively associated one
• the current path through the starting current relay and the main current relay is switched on by activation of the respectively associated first pre-switching relay by the engine control unit.
• the respective individual zugswicklung and the respective holding winding energized simultaneously.
• This has advantageously a high intake throughput and thus a quick turn on the respective relay result.
• the respective pull-in winding is de-energized, since then both terminals of the respective pull-in winding are connected to the positive operating voltage or terminal 15 of the motor vehicle.
• the switching off of the current is initiated by a drop of the respective first feedforward relay.
• the series connection of the pull-in winding and the holding winding of the respective relay is traversed by a current I.
• the engagement relay has - as already stated above - also two different windings.
• the primary focus of the apply relay is not directed to a quick turn on and off, but to a possible dosage of the force level in three stages.
• the numbers of turns of the two windings are preferably different.
• the holding winding of the relay is optimized for safe holding in the engaged or engaged state of the drive pinion with minimal power loss.
• the pull-in winding of the engagement relay is optimized for meshing in the engine outlet in order to provide a respectively suitable force level for a low-noise engagement of the drive pinion in the ring gear on the crankshaft of the internal combustion engine. Parallel operation is possible if rapid toe-in is desired, for example during a cold start.
• the device shown there for starting an internal combustion engine of a power plant vehicle has an engine control unit ECU, a switching module SM and a starter ST.
• the engine control unit ECU has a total of five small signal outputs, which are designated A1, A2, A3, A4 and A5.
• the engine control unit ECU provides control signals for the switching module SM arranged between the engine control unit ECU and the starter ST at these small-signal outputs.
• the currents of these control signals are less than 1 A.
• the starter ST has an engagement relay ES, a starting current relay KA, a main current relay KH, a drive pinion 6, an engagement lever 7, a resistor Rv, a starter motor M, a switch 9 and a switch 10 ,
• the engagement relay ES, the starting current relay KA and the main current relay KH are each equipped with a pull-in winding EW and a holding winding HW.
• the pull-in winding EW of the inrush current relay KA has a low resistance
• the holding winding HW of the inrush current relay KH has a higher impedance than the pull-in winding EW of the inrush current relay KA.
• the pull-in winding EW of the main current relay KH has a low resistance
• the holding winding HW of the main current relay KS has a higher impedance than the pull-in winding EW of the main current relay KH.
• the number of turns of the pull-in winding EW of the starting current relay KA coincides with the number of turns of the holding winding HW of the starting current relay KA.
• the number of turns of the pull-in winding EW of the main current relay KH coincides with the number of turns of the holding winding HW of the main current relay KH.
• the winding sense of pull-in winding and sheath winding is in each case opposite.
• the engagement relay ES is provided to engage the drive pinion 6 in a ring gear on the crankshaft of the internal combustion engine.
• the inrush current relay KA is provided to a provided by the engine control unit ECU first time provided in the start-up current switch
• the main current relay KH is provided at a second time specified by the engine control unit ECU, which is after the said first time, provided in the main flow path
• the engagement relay ES is assigned a first ballast relay ESE, a second ballast relay ESH, a single-action switch S7 and a single-action switch S8.
• One terminal of the first switch-on relay ESE is connected via the input E1 of the switching module SM to the output A1 of the engine control unit ECU, the other terminal of the first switch-on relay
• ballast relay ESH is connected via the input E1 of the switching module SM to the output A1 of the engine control unit ECU, the other terminal of the second ballast relay ESH via the input E3 of the switching module SM to the output A3 of the engine control unit ECU.
• the first switch-on relay ESE acts on the single switch S7.
• In the closed state of the switch S7 is a connection of the pull-in winding EW of the engagement relay ES via the output AU1 of the switching module SM with the on
• Terminal 15 of the motor vehicle present positive operating voltage connected.
• the other terminal of the pull-in winding EW is grounded.
• the second pre-switching relay ESH acts on the single switch S8. In the closed state of the switch S8, a connection of the holding winding HW of the on-load relay ES via the output AU2 of the switching module SM with the on
• Terminal 15 of the motor vehicle present positive operating voltage connected.
• the other terminal of the holding winding HW of the engagement relay ES is grounded.
• the engine control unit ECU controls via its small signal outputs A1, A2 and
• A3 the feedforward relay ESE and ESH such that by means of the engagement relay a optimized, noise-reduced meshing of the drive pinion takes place, which is preferably carried out during the engine run-out in a start / stop operation, and that in the engaged state with minimal power loss, a secure holding the meshed pinion in the ring gear on the crankshaft of the internal combustion engine is guaranteed.
• the starting current relay KA is assigned a first switching relay KAE, a second switching relay KAH, a double switch SS1 having two switching contacts S1 and S2 and a single switch S3.
• a connection of the first pre-switching relay KAE is via the input E1 of
• Switching module SM connected to the output A1 of the engine control unit ECU, the other terminal of the first switch-on relay KAE via the input E4 of the switching module SM to the output A4 of the engine control unit ECU.
• a connection of the second feedforward relay KAH which is arranged galvanically separated from the first feedforward relay KAE, is connected to the terminal 15 of the motor vehicle when the second switching contact S2 of the double switch SS1 is closed.
• the other terminal of the second pre-switching relay KAH is grounded.
• the second pre-switching relay KAH acts on a single switch S3. In a first switching position of the switch S3, the lower terminal in FIG. 2 of the pull-in winding EW of the inrush current relay KA is connected via the output AU4 of FIG
• Switching module SM connected to ground.
• the lower terminal in FIG. 2 of the pull-in winding EW of the starting current relay KA is connected via the output AU4 of the switching module SM to the terminal 15 of the motor vehicle.
• the upper terminals of the holding winding HW and the pull-in winding EW of the starting current relay KA are connected via the output AU3 of the switching module SM to the terminal 15 of the motor vehicle, so that the pull-in winding EW and the holding winding HW of the starting current relay KA are energized simultaneously with a closing of the first switching contact S1 of the double switch SS1.
• the engine control unit ECU controls via its small signal outputs A1 and A4, the first ballast relay KAE such that the two switching contacts S1 and S2 of the double switch SS1 are closed simultaneously. By closing the first switching contact S1, first the pull-in winding
• the second pre-switching relay KAH is activated.
• the pull-in winding EW of the inrush current relay KA is deenergized, since then its two terminals are connected to the terminal 15 of the motor vehicle.
• the switching off of the current is triggered by a drop of the first feedforward relay KAE.
• the series connection of the pull-in winding EW and the holding winding HW of the starting current relay KA is traversed by a current I.
• the main current relay KH is assigned a first switch-on relay KHE, a second switch-on relay KHH, a double switch SS2 having two switch contacts S4 and S5, and a single switch S6.
• One terminal of the first reclosing relay KHE is connected via the input E1 of the switching module SM to the output A1 of the engine control unit ECU, the other terminal of the first reclosing relay KHE via the input E5 of the switching module SM to the output A5 of the engine control unit ECU.
• a connection of the second pre-switching relay KHH which is arranged galvanically isolated from the first pre-switching relay KHE, is connected to the terminal 15 of the motor vehicle when the second switching contact S5 of the double switch SS2 is closed.
• the other terminal of the second pre-switching relay KHH is grounded.
• the second feedforward relay KHH acts on a single switch S6. In a first switching position of the switch S6, the lower terminal in FIG. 2 of the pull-in winding EW of the main current relay KH is connected to ground via the output AU6 of the switching module SM. In the other switching position of
• Switch S6 is the lower in the figure 2 connection of the pull-in winding EW of the main current relay KH via the output AU6 of the switching module SM connected to the terminal 15 of the motor vehicle.
• the first switch contact S4 of the second double switch SS2 is closed, the upper ends of the holding winding HW and the pull-in winding EW of the main current relay KH are connected to the terminal 15 of the switching module SM via the output AU5 of the switching module SM Motor vehicle connected, so that the pull-in winding EW and the holding winding HW of the main current relay KH are energized simultaneously with a closing of the first switching contact S4 of the double switch SS2.
• the engine control unit ECU controls via its small signal outputs A1 and A5, the first switch-on relay KHE such that the two switch contacts S4 and S5 of the double switch SS2 are closed simultaneously.
• the pull-in winding EW and the holding winding HW of the main current relay KH are first energized simultaneously. This leads to a high intake throughput and thus to a fast
• the second pre-switching relay KHH is activated.
• the pull-in winding EW of the main current relay KH is de-energized, since then its two terminals are connected to the terminal 15 of the motor vehicle.
• the switching off of the current is triggered by a drop of the first reclose relay KHE.
• the series connection of the pull-in winding EW and the holding winding HW of the main current relay KH is traversed by a current I.
• the current branch is not provided with the series resistor, also eliminates the start-up current relay KA and this associated feedforward relay KAE and KAH.
• the control of the switching mode SM via the four small signal outputs A1, A2, A3 and A5 takes place.
• the small signal output A4 can also be omitted in this other embodiment.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Control Of Direct Current Motors (AREA)
• Motor And Converter Starters (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=42666305

Family Applications (1)

Country Status (5)

Families Citing this family (3)

Family Cites Families (16)

• 2009
  • 2009-08-06 DE DE102009028292A patent/DE102009028292A1/de not_active Withdrawn
• 2010
  • 2010-06-11 US US13/320,704 patent/US8878375B2/en not_active Expired - Fee Related
  • 2010-06-11 EP EP10721836A patent/EP2462336A1/de not_active Withdrawn
  • 2010-06-11 CN CN2010800348062A patent/CN102472235A/zh active Pending
  • 2010-06-11 WO PCT/EP2010/058197 patent/WO2011015400A1/de active Application Filing

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events