EP2462337A1

EP2462337A1 - Device to start an internal combustion engine

Info

Publication number: EP2462337A1
Application number: EP10726051A
Authority: EP
Inventors: Harald Schueler; Simon Rentschler; Sven Hartmann; Juergen Gross; Karl-Otto Schmidt
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2009-08-06
Filing date: 2010-06-11
Publication date: 2012-06-13
Also published as: WO2011015402A1; CN102472233A; US20120186551A1; DE102009028294A1

Abstract

The invention relates to a device for starting an internal combustion engine having a meshing module provided for engaging a drive sprocket, a starter motor, a switching module by means of which a starter current can be supplied to the starter motor, and a control unit that is provided to activate the meshing module and the switching module.

Description

description

title

The device for starting an internal combustion engine The invention relates to a device for starting an internal combustion engine.

PRIOR ART For starting internal combustion engines, drives are used which are fed by an energy source independent of the fuel supply. In general, 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 start process, the drive pinion moves out of the ring gear of the internal combustion engine again. In this case, a common relay is used for the Einspurvorgang and the switching of the main current to drive the DC motor. An associated block diagram is illustrated in 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, which is acted upon by a switching signal Soo. When the driver TRO is switched on, the relay 1 is connected via a control line SLO and the terminal 50 to a positive operating voltage +. Then pulls the relay 1 and closes the switch 2. By closing the switch 2, the starter motor M with the

Connected terminal 30 of the motor vehicle and thereby put into operation.

A starting device for starting an internal combustion engine is known from EP 0 848 159 B1, which has a starter motor which can be connected to a voltage source via a starter relay and can be brought into engagement with the internal combustion engine. Furthermore, to control the starter relay and / or the starter motor provided an electronic control unit. This controls the semiconductor power output stages assigned to the starter relay and / or the starter motor in such a way that, at least in a start-stop operation of the internal combustion engine, the starter relay has its on-tracking position in the stop state of the internal combustion engine. In this starting device, 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.

DE 10 2009 000 125.5 describes a device for controlling an electromagnetic switching element, in particular a relay, in which the time which elapses between the triggering of the tightening and the tightening, and also the time duration which elapses between the triggering of the dropping lens and falling off, is reduced. Such a relay may be used in conjunction with pinion-starter-based start-stop systems. To control such a relay, three control lines are provided, via which a control unit actuates switching elements which, depending on their switching position, permit or block a current flow through two coils of the relay which can be energized independently of one another.

Disclosure of the invention

An apparatus for starting an internal combustion engine having the features specified in claim 1 has the advantage that due to the separation of the engagement mechanism of the contact of the starter current, an improvement of the start / stop operation of the internal combustion engine is achieved. In particular, an internal combustion engine equipped with the claimed device can react quickly to a rerun of the driver. Furthermore, in an internal combustion engine equipped with the claimed device, no or only small starting voltage dips occur.

Furthermore, the claimed device can be easily integrated into an existing mechanical structure of internal combustion engines and transmissions. The components of the device can be flexibly and modularly arranged become. A use of the switches with additional series resistor can also be used in conventional systems for reducing a starting voltage dip. A device having the features specified in claim 1 causes in

Compared to systems which electronically switch the starting current, lower overall costs.

Furthermore occurs in a device having the features specified in claim 1 due to a gentle engagement and a gentle Andrehens a reduced engagement noise and a reduced starting noise.

Furthermore, the life of the starting device is extended. This is due to the gentle engagement, the gentle turning and a stream peak reduction.

The invention will accommodate an increasing proliferation of automobiles with start-stop functionality and, in comparison to previous start-stop systems, meets extended requirements for the system and is also associated with an expansion of the functions of the start-stop system. This includes a guarantee of the starting capability of the respective vehicle at each approach of the driver. This also means that no or only minor voltage dips occur when starting. These advantages are achieved, in particular, by the fact that the main current for the starter motor is fed to the starter motor on the one hand via a series resistor and, on the other hand, with a time delay. This is realized by separating the functionalities of a conventional starter relay. According to the present invention, a Einspurmodul for the engagement of the drive pinion and a switching module for guiding the starter current on the one hand via a series resistor and on the other hand provided with a time delay directly to the starter motor.

Further advantageous features of the invention will become apparent from the following explanation with reference to FIGS 2 to 12. The figure 2 shows a circuit diagram for explaining the basic structure of a device according to the invention for starting a Verbrennungskraftma- machine. FIG. 3 shows sketches for illustrating the control of the relays ES, KA and KH shown in FIG. FIG. 4 shows an exemplary embodiment of a mechanical engagement relay (ES). FIG. 5 shows possibilities of interconnecting the elements of the switching module SM. Figures 6, 7 and 8 show block diagrams of an apparatus for starting an internal combustion engine with differently designed control units. FIG. 9 shows timing diagrams for illustrating the relay activation during a vehicle first start. FIG. 10 shows timing diagrams for illustrating the relay activation during an automatic start taking place in the context of the start-stop operation. FIG. 11 is a diagram for illustrating one

Example of the course of the speed of the internal combustion engine, the speed of the starter motor and the current of the starter motor during a start / stop process. Figure 12 illustrates an example of a simplified system.

2 shows a circuit diagram for explaining the basic structure of a device according to the invention for starting an internal combustion engine. This device has a starter motor M, a series resistor Rv, a single-track module EM, a switching module SM and a control unit 5. The meshing module EM has an engagement relay ES, an engagement lever 7 and a drive pinion 6. The meshing module EM is provided to engage the drive pinion 6 in a ring gear ZK of the crankshaft KW of the internal combustion engine VM. The switching module SM contains a starting current relay KA, a main current relay KH, a first switch 3 and a second switch 4. The switches 3 and 4 are designed as mechanical switches. The switching module SM and the single-track module EM or the relays ES, KA and KH are each controlled by the control unit 5. A first terminal of the switch 3 is connected to the terminal 30 of the respective motor vehicle, to which the battery voltage of the motor vehicle is permanently applied. Another connection of the switch 3 is connected to the starter motor M via the series resistor Rv. Of the

Control terminal of the switch 3 is connected to the starting current relay KA. A first terminal of the switch 4 is also connected to the terminal 30 of the motor vehicle. Another connection of the switch 4 is connected directly to the starter motor M. The control terminal of the switch 4 is connected to the main current relay KH. The switching module SM is provided to the Starter current either via the resistor Rv or directly to the starter motor M to switch.

When starting the vehicle, the engagement relay ES is first driven to the means of the engagement lever 7, the drive pinion 6 in the ring gear ZK of

Engage crankshaft KW of the internal combustion engine VM. Then, by driving the inrush current relay KA, the first switch 3 is brought into the closed state, so that the terminal 30 is connected to the starter motor M via the first switch 3 and the series resistor R _v . Then, a time-shifted activation of the main current relay KH occurs, so that the second

Switch 4 is brought into the closed state. As a result, the terminal 30 is connected via the switch 4 directly to the starter motor M.

This separation of the functionalities of a conventional starter relay allows a gentle engagement of the drive pinion of the starter motor in the ring gear of the crankshaft of the internal combustion engine and also a smooth and silent, but still reliable cranking of the crankshaft of the internal combustion engine at each approach of the driver. In addition, starter cranking and toe-in are independent of each other, which is advantageous for engagement in the outgoing engine.

The control unit 5 is either the engine control of the respective motor vehicle or a separate control device of the motor vehicle. This is illustrated in FIG. FIG. 3 a shows a control of the relays ES, KA and KH by the engine control ECU of the motor vehicle, FIG. 3 b a control of these relays by a separate control unit RCU (relay control unit), which in turn is controlled by the engine control ECU of the motor vehicle , The number of lines required for control depends on the type of relays used, ie on the number of their coils or windings. A preferred embodiment consists in each case to use a device for controlling the relays, as described in DE 10 2009 000 125.5 of the applicant. This device comprises switching means and a coil, wherein by applying current to the coil, a force acting on the electromagnetic switching element magnetic force is exerted and wherein the device has two independently energizable coils to the tightening and falling of the electromagnetic switching element to ensure high accuracy and short delay times.

The individual components of the device shown in FIG. 2 will be described in greater detail below.

The starter motor M, which is provided for engaging the drive pinion 6 in the ring gear of the crankshaft of the internal combustion engine and for cranking the crankshaft, is realized as a DC machine.

The single-track module EM has either a mechanical relay ES or alternatively an electric servomotor. The function of contacting the starter current is not realized by the single track module. An exemplary embodiment of a mechanical relay is illustrated in FIG. The mechanical relay shown in FIG. 4 has a magnetically conductive housing Ge, a magnet winding Mw, a magnetic core Mk, a return spring Rf, a magnet armature Ma and an engagement tang Mi. The switching module SM, which is intended to supply the main starter current via a series resistor and also directly to the starter motor, has the two mechanical switches 3 and 4. Possibilities of their interconnection are illustrated in FIG. According to FIG. 5a, a parallel connection is provided between the terminal 30 of the motor vehicle and the starter motor M, a series circuit of the first switch 3 and the series resistor R _v being arranged in the first branch of this parallel circuit, and the second switch 4 being arranged in the other branch of this parallel circuit. This arrangement corresponds to the interconnection shown in FIG. According to FIG. 5b, a series connection of two components is provided between the terminal 30 of the motor vehicle and the starter motor M. In the first of these components is the first switch 3. The second of these components is a parallel connection of the series resistor R _v with the second switch 4. According to the figure 5c is between the terminal 30 of the motor vehicle and the starter motor M a Series connection of two components provided. The first of these components is a first switch 3 'on which the main current relay acts. The second of these components is a parallel Lelschaltung the series resistor Rv with a normally closed 4 ', which acts on the starting current relay. When the switch 3 'is closed, the terminal 30 is connected to the starter motor M via the series resistor Rv. In the idle state, the opener 4 'bridges the series resistor R _v .

The switching module SM can be realized as an attachment to the drive bearing of the device or alternatively as Wegbaulösung. For simplified requirements with respect to a starting voltage dip, the first switch 3 and the series resistor R _v may be omitted.

The series resistor R _v is preferably realized from resistance material, by an electrical line or by a coil. It should be noted that due to the flowing currents of up to 800 A, a heat dissipation is ensured. The series resistor R _v can be converted into a component, for. B. in the switching module SM or in the drive bearing of the starter motor M, be integrated or as

Wegbaulösung be realized.

The control of the Einspurmoduls EM and the switching module SM or the contactor ES, the starting current relay KA and the main current relay KH can - as it was already explained in connection with Figure 3 - either directly from the engine control of the motor vehicle or using a separate control unit of the Motor vehicle done. Another possibility is to use a separate driver unit. For the control of the Einspurmoduls EM and the switching module SM

Driver for the relay as well as a logic used to ensure the desired functions of the overall device. These functions include a quick restart of the internal combustion engine when the driver wishes to restart, which is triggered by pressing the accelerator pedal, the clutch or releasing the brake. This includes in particular the fast

Restart with expiring internal combustion engine. Further functions include a reduction of a starting voltage dip and safety functions such as detection of malfunctions and abuse situations and switching off in the event of a fault or in situations of abuse. The control of the single track relay ES is optionally current-controlled.

Furthermore, according to an advantageous embodiment of the invention, the voltage applied to terminal 45 of the starter of the motor vehicle voltage is read into the control unit 5 and taken into account by this in the control of Einspurmoduls EM and the switching module SM, in particular for determining the switching times of the switching module SM and / or the engagement module EM. This also makes it possible to diagnose whether or not the starter motor turns on in the case of driving and whether or not it has engaged. This corresponds to a fault diagnosis. Furthermore, a compensation of the switch-on and switch-off of the switch and a determination of the run-up characteristics of the starter is made possible.

The number of control lines between the control unit 5 and the starter, to which the switching module SM, the mesh module EM and the starter motor M belong, is - as stated above - depending on the type of relay used.

6 shows a block diagram of a device for starting an internal combustion engine, in which the control of the engagement relay ES, the starting current relay KA and the main current relay KH is made directly from the engine control ECU of the motor vehicle.

The engine control ECU is connected to the terminal 50 of the motor vehicle and receives via this at an input E1 start information. Further, the engine controller ECU includes a logic LG to realize the respective desired functions of the overall apparatus. Further, the engine control unit ECU includes an input E2 for a sensor signal derived from a speed sensor VM and an evaluation unit AW1, which from these sensor signals, the rotational speed n and the angular position Φ of the crankshaft of the internal combustion engine

(VM) determined. The information about the rotational speed n and the angular position Φ are forwarded to the logic LG and used by the latter for realizing the respectively desired functions of the overall device. Furthermore, according to an advantageous embodiment, the engine control unit ECU has an input E3 for a voltage signal derived from the terminal 45 of the motor vehicle and an evaluation unit AW2 for evaluating this voltage signal. The information about the measured voltage is also supplied to the logic LG and used by this to realize the respective desired functions of the overall device. In addition, the engine control unit ECU has a CAN interface C1 and is thereby able to exchange data via the CAN bus with further components of the motor vehicle. Finally, a driver unit T is integrated into the engine control ECU. This driver unit T comprises a total of three drivers, which provide drive signals for the engagement relay ES, the inrush current relay KA and the main current relay KH. Depending on the number of relays and windings used, the number of drivers varies between 2 (ES single winding, KH single winding, KA omitted) to 6 (ES, KH and KA with double winding) or up to 9 (control ES, KH and KA) DE 10 2009 000 125.5).

The right-hand part of the device shown in FIG. 6 coincides with the right-hand part of the device shown in FIG. 2, except for the derivation of the device shown in FIG

Voltage at the terminal 45 of the motor vehicle match.

The embodiment shown in Figure 6 has the advantage that the separation of meshing and power switching enables speed synchronization of the starter and motor before the pinion is engaged in the number ring. The electro-mechanical elements allow a cost-effective implementation. In addition, by limiting the starter starting current, there is a reduction in the burden on the vehicle electrical system, lower mechanical loads and acoustic improvements. The integration of the control in the engine control or an existing control unit uses existing resources and thus represents a cost-effective approach.

7 shows a block diagram of a device for starting an internal combustion engine, in which the activation of the engagement relay ES, the starting current relay KA and the main current relay KH by a separate control unit RCU, which in turn is controlled by the engine control unit ECU of the motor vehicle.

In this embodiment, the desired start / stop operating strategy is stored in the engine control ECU, which then communicates via a CAN bus CAN with the separate control unit RCU. In addition, between the

Engine control ECU and the separate control unit RCU a separate Hardware line HW1 provided via which the separate control unit RCU of the engine control unit ECU information about the speed n of the drive shaft of the starter motor M is supplied. In addition, according to an advantageous embodiment between the engine control ECU and the separate control unit RCU another separate line HW2 is provided, via which from the engine control unit ECU to the control unit RCU, if necessary, an emergency stop signal can be transmitted, which in the presence of a malfunction Start function deactivated. Furthermore, the control unit RCU has a microcomputer .mu.C in order to control the functions of the overall device in the desired manner.

As can be seen from FIG. 7, the engine control ECU is connected to the terminal 50 of the motor vehicle and receives start information via the latter and its input E1. Furthermore, it can be seen from FIG. 7 that the engine control ECU determines an input E2 for a sensor signal derived from a rotational speed sensor VM and an evaluation unit AW1 which determines the rotational speed n and the angular position Φ of the crankshaft of the internal combustion engine (VM) from these sensor signals , This information about the rotational speed n and the angular position Φ are transmitted via the already mentioned separate line HW1 to the separate control unit RCU. Furthermore, the engine control unit ECU has a coordinator CO whose task is inter alia to provide an emergency stop signal when a malfunction is present, which is supplied to the control unit RCU. Furthermore, the engine control unit ECU contains a CAN interface C1 in order to be able to communicate with the control unit RCU via the CAN bus of the respective motor vehicle.

The control unit RCU also contains a CAN interface Cl and a unit REC for receiving information about the rotational speed n and the angular position Φ of the crankshaft of the internal combustion engine (VM) The signals received from the control unit RCU via the CAN interface, a possibly received, From the terminal 50 of the motor vehicle derived start signal and the information about the rotational speed n and the angular position of the crankshaft of the engine (VM) are supplied to the microcomputer μC of the control unit RCU and used by this to realize the respective desired functions of the entire device. Furthermore, the controller RCU according to an advantageous embodiment, an input E3 for one of the terminal 45 of the force Vehicle derived voltage signal and an evaluation AW2 for the evaluation of this voltage signal. The information about the measured voltage is also supplied to the microcomputer μC and used by the latter to realize the desired functions of the overall device.

Moreover, as can be seen in FIG. 7, a driver unit T is integrated in the control unit RCU. This driver unit T comprises a total of three drivers, which provide drive signals for the engagement relay ES, the inrush current relay KA and the main current relay KH. These control signals are provided directly to the relays mentioned. Depending on the number of relays and windings used, the number of drivers varies between 2 (ES single winding, KH single winding, KA omitted) to 6 (ES, KH and KA with double winding) or 9 (control ES, KH and KA according to DE 10 2009 000 125.5).

The right-hand part of the device shown in FIG. 7 coincides with the right-hand part of the device shown in FIG. 2, except for the dissipation of the voltage at the terminal 45 of the motor vehicle. The embodiment shown in FIG. 7 has the advantage that, in comparison to FIG. 6, only a slight change in the existing hardware in the engine control is necessary, so that it can be easily integrated into existing vehicle systems. Alternatively, the separate controller RCU from another

Control unit can be controlled with a microcontroller.

FIG. 8 shows a block diagram of a device for starting an internal combustion engine, in which the activation of the engagement relay ES, the starting current relay KA and the main current relay KH takes place using a separate driver unit RDU. According to this variant, all the start / stop functions including the start / stop coordination and the desired functions of the entire apparatus are implemented in software in the engine ECU. The engine control ECU controls via a communication or hardware interface K said separate driver unit RDU, which in turn the engagement relay ES, the starting current relay KA and the main current relay KH activates. The number of lines for the interface K is dependent on the number of windings of the relay ES, KA and KH, the execution of the driver unit and the communication interface used. The number of drivers and control lines (between RDU and relay) varies depending on the number of relays and windings used

2 (ES single winding, KH single winding, KA omitted) up to 6 (ES, KH and KA with double winding) or up to 9 (control ES, KH and KA according to DE 10 2009 000 125.5). From Figure 8 it can be seen that the engine control ECU is connected in this embodiment with the terminal 50 of the motor vehicle and receives a start information about this. Furthermore, it can be seen from FIG. 8 that this start information is forwarded to a microcomputer .mu.C of the motor control. This is further from an evaluation AW1 information on the speed n and the angular position Φ of the crankshaft of the

Internal combustion engine (VM) supplied. The evaluation unit AW1 receives sensor signals provided by a rotational speed sensor VM.

Furthermore, according to an advantageous embodiment, the engine control unit ECU has an evaluation unit AW2 for evaluating a voltage signal. This

Voltage signal is derived from the terminal 45 of the motor vehicle.

The microcomputer μC evaluates the signals supplied to it and controls the driver T of the driver unit RDU via the communication interface K.

The driver in turn provides output signals for the engagement relay ES, the starting current relay KA and the main current relay KH available.

The microcomputer coordinates via the driver unit RDU the relays ES, KA and KH such that the respectively desired functions of the overall device are executed. If necessary, it also supplies the driver T with an emergency stop signal via a separate line HW2, so that a start procedure is aborted. According to an alternative embodiment not shown in FIG. 8, the driver unit RDU may further comprise an interface via which it communicates with the engine control ECU. This interface preferably consists of a maximum of two signal lines. This interface is, for example, a CAN bus interface, a LIN bus interface or a Flexray bus interface. Furthermore, the driver unit RDU can also have an input for a voltage signal derived from the terminal 45 of the motor vehicle, an evaluation unit for evaluating this voltage signal and a further signal output for the transmission of information about the evaluated voltage signal of the terminal 45 to the motor control. Alternatively, the driver unit RDU can also be controlled by another controller with a microcontroller instead of the motor controller.

Examples of the activation sequence of the relays ES, KA and KH will be described below with reference to FIGS. 9 and 10, wherein FIG. 9 shows examples of a first start, triggered by means of a vehicle key

Vehicle and in the figure 10 examples of a taking place in the context of the start / stop operation automatic start are shown. The state Z of the respective relay ("off" or "on") is plotted along the ordinate and the time t is plotted along the abscissa.

FIG. 9a illustrates a first exemplary embodiment for a first start of the vehicle. In this first embodiment, the engagement relay ES is initially switched on in order to engage the drive pinion in the ring gear on the crankshaft of the internal combustion engine. After that, when the starter relay ES is still switched on, the starter current relay is switched on

KA, to set the starter motor M on the resistor R _v gently in motion. Again after that, when the starting current relay KA is still switched on and the engagement relay ES is still switched on, the main current relay KH is switched on in order to drive the ring gear and thus the crankshaft with full force of the starter motor M. Thereafter, first the time the current relay KA, then the main current relay KH and finally the engagement relay ES is turned off.

FIG. 9b illustrates a second exemplary embodiment for a first start of the vehicle. In this second embodiment, a first takes place

Turning on the engagement relay ES to the drive pinion in the ring gear on the Engage crankshaft of the internal combustion engine. After that time, when the starter relay is still switched on, the starting current relay KA is switched on in order to gently set the starter motor M in motion via the series resistor RV. Again after that time when the engagement relay ES is still switched on, but already switched off starting current relay K, the main current relay KH is switched on in order to drive the ring gear and thus the crankshaft with full force of the starter motor M. After that time, first the main current relay KH and then the engagement relay ES is switched off again. FIG. 9 c illustrates a third exemplary embodiment for a first start of the vehicle. In this third embodiment, the engagement relay ES is initially switched on in order to engage the drive pinion in the ring gear on the crankshaft of the internal combustion engine. After that time, when the engagement relay ES is still switched on, the main current relay KH is switched on in order to use the starter motor with full force to drive the ring gear and thus the crankshaft of the internal combustion engine. After that time, the main current relay KH is first switched off and then the starting relay ES is switched off. In this third embodiment, the starting current relay KA is out of operation. Depending on the ambient temperature and / or the vehicle electrical system state, this third exemplary embodiment can be used when too little power is available for the acceleration of the starter motor M during the initial or cold start via the series resistor Rv.

FIG. 10a illustrates a first exemplary embodiment of an automatic start taking place during the start-stop operation. At this first

Embodiment is first carried out as part of a stop process, an engagement of the drive pinion in the ring gear still during the engine outlet. In this case, the starting current relay KA is first switched on in order to set the starter motor M gently in motion. Thereafter, the starting current relay KA is switched off again. After that, the engagement relay is switched on

ES to engage the drive pinion in the sprocket. After that, when the engagement relay ES is still switched on, the autostart takes place, which is triggered, for example, by an actuation of the accelerator pedal or by an actuation of the clutch pedal. In the context of this autostart, the start-up current relay KA is switched on again in order to set the starter motor M gently in motion. After that time, when the startup Current relay KA switching on the main current relay KH. This is followed by first switching off the inrush current relay KA, then switching off the main current relay KH and finally switching off the contactor ES. FIG. 10b illustrates a second exemplary embodiment of an im

Frame of the start / stop operation automatic start. In this second embodiment, initially takes place in the context of a stop operation, an engagement of the drive pinion in the ring gear still during the engine outlet. In this case, the starting current relay KA is first switched on in order to gently set the starter motor M in motion. Then the starting current relay KA is switched off again. After that time, the engagement relay ES is switched on in order to engage the drive pinion in the sprocket. After that, when the engagement relay ES is still switched on, the autostart takes place, which is triggered, for example, by an actuation of the accelerator pedal or by an actuation of the clutch pedal. In the course of this autostart, the start-up current relay KA is switched on again in order to gently set the starter motor M in motion. Thereafter, the starting current relay KA is switched off when the engagement relay ES is still switched on. After that time, the main current relay KH is switched on in order to drive the starter motor M with full force. Thereafter, a shutdown of the main current relay KH and finally a shutdown of the engagement relay ES.

FIG. 10c illustrates a third exemplary embodiment of an automatic start occurring in the context of start / stop operation. In this third embodiment, initially takes place in the context of a stop process

Engaging the drive pinion in the ring gear still during the engine run-out. In this case, the engagement relay ES is turned on to engage the drive pinion in the sprocket. After that, when the engagement relay ES is still switched on, the autostart takes place, which is triggered, for example, by an actuation of the driving pedal or by an actuation of the clutch pedal. in the

As part of this autostart takes place when the engagement relay ES is still turned on, the main current relay KH, to drive the starter motor M with full force. After that time, the main current relay KH is switched off and then the starting relay ES is switched off. In this third exemplary embodiment, the engagement of the drive pinion in the engine outlet takes place without a prior energizing the starter motor M via the starting current relay and the series resistor R _v .

In the exemplary embodiments described in FIG. 10, after the engagement process has taken place in the outgoing engine, a predetermined value is advantageously obtained

Time interval set in running, after its expiry the engagement relay ES is disengaged again without a car or restart, so as not to burden the vehicle electrical system with the holding current of the engagement relay for a long time. In the case of such a procedure, the engagement relay ES must first be activated again when restarting, before the starting current can be switched via the starting current relay KA and the main current can be switched to the starter motor M via the main current relay KH.

Optionally, the exemplary embodiments described in FIG. 10 can also be implemented without engagement during engine run-off. In this case, the engagement process must take place immediately before the energization of the starter via KH or KA.

1 1 shows a diagram illustrating an example of the course of the rotational speed Π _V M of the internal combustion engine, the rotational speed n _M of

Starter motor M and the current I "A and I" H during a start / stop process.

FIGS. 12a and 12b illustrate an example of a simplified system in which the inrush current relay KA and the series resistor Rv are not provided and in which the starting takes place using the main current relay KH.

In the examples described above with reference to FIGS. 6 and 7, it was indicated that the control unit 5 has a CAN bus interface C1 in order to be able to communicate with other components via a CAN bus. Alternatively, the control unit 5 may also have a LIN bus interface or a FlexRay bus interface in order to be able to communicate with other components via a LIN bus or a FlexRay bus. As described above or alternatively, the control unit may perform the order of driving the relays as follows:

The control unit 5 carries out the activation of the one-track module EM and the switching module SM in such a way that in a first step the one-track module EM and in a second step after that the switching module SM is actuated. Preferably, in the first step, the contact relay ES of the Einspurmoduls EM and in the second step in time the starting current relay KA and the main current relay KH of the switching module SM is driven, first the starting current relay KA and then the main current relay KH is driven.

Alternatively, the control unit 5 activates the on-track module EM and the switching module SM such that in a first step the on-relay ES of the on-track module EM and in a second step the main current relay KH of the switching module SM is triggered in a second step.

A further alternative consists in that the control unit 5 carries out the activation of the one-track module EM and of the switching module SM in such a way that the switching module SM is actuated in a first step and the single-track module EM in a second step thereafter.

Furthermore, there is an alternative in that the control unit 5 carries out the activation of the one-track module EM and of the switching module SM such that in a first step the starting current relay KA of the switching module SM and in a second step thereafter the engagement relay ES of the one-track module EM is actuated ,

In addition, there is an alternative in that the control unit 5 carries out the control of the one-track module EM and of the switching module SM in such a way that in a first step the main current relay KH of the switching module SM and in a second step thereafter the engagement relay ES of the on-track module EM are triggered becomes.

Claims

Claims 1. Device for starting an internal combustion engine, characterized in that it comprises a single track module (EM), which is provided for engaging a drive pinion (6), a starter motor (M), a switching module (SM), via which the starter motor (M) a starter current can be fed, and a control unit (5) which is provided for driving the Einspurmoduls (EM) and the switching module (SM) comprises.

2. Device according to claim 1, characterized in that the single-track module (EM) has an engagement relay (ES) or an electric servomotor.

3. A device according to claim 2, characterized in that the engagement relay (ES) via an engagement lever (7) acts on the drive pinion (6).

4. Device according to one of the preceding claims, characterized in that the starter motor (M) via the switching module (SM) with the

Terminal (30) of a motor vehicle is connected.

5. Device according to one of the preceding claims, characterized in that the switching module (SM) has a main current relay (KH) or that the switching module (SM) has a starting current relay (KA) and a main current relay (KH).

6. The device according to claim 5, characterized in that the starting current relay (KA) acts on a first switch (3) and with closed first switch (3), the terminal 30 via a series resistor (R _v ) with the starter motor (M) connected is.

7. Apparatus according to claim 5 or 6, characterized in that the main current relay (KH) acts on a second switch (4) and when the second switch (4) is closed, the terminal 30 is connected to the starter motor (M).

8. The device according to claim 6, characterized in that the main current relay (KH) acts on a second switch (4) and when the second switch (4) and closed when the first switch (3), the terminal 30 to the starter motor (M) is.

9. The device according to claim 5, characterized in that the main current relay (KH) acts on a first switch (3 '), with closed first switch (3'), the terminal 30 via a resistor (Rv) to the starter motor (M) is, the start-up current relay acts on an opener (4 ') and the opener (4') in the idle state, the series resistor (Rv) bridged.

10. Device according to one of the preceding claims, characterized in that the control unit (5) is the engine control unit (ECU) of a motor vehicle and has the following components:

an input (E1) for start information,

an input (E2) for a sensor signal derived from a speed sensor,

an evaluation unit (AW1) which determines the rotational speed (n) and the angular position (Φ) of the crankshaft of the internal combustion engine (VM) from the sensor signals,

- a logic (LG) and

- A driven by the logic (LG) driver unit (T), which in turn provides control signals for the single-track module (EM) and the switching module (SM).

1 1. Apparatus according to claim 10, characterized in that the control unit (5) comprises the following further components:

an input (E3) for a voltage signal derived from the terminal 45 of the motor vehicle,

an evaluation unit (AW2) for evaluating the voltage signal,

12. Device according to one of claims 1-9, characterized in that the control unit (5) has a separate control unit (RCU), which in turn is controlled by the engine control unit (ECU) or another controller with a microcontroller.

13. Device according to claim 12, characterized in that the engine control unit (ECU) has the following components:

an input (E1) for start information,

an input (E2) for a sensor signal derived from a speed sensor,

- a bus interface (Cl) and

- A coordinator (CO), which provides an emergency stop signal for the separate control unit (RCU) in the presence of a malfunction.

14. Apparatus according to claim 12 or 13, characterized in that the separate control unit (RCU) comprises the following components:

a bus interface (Cl) via which the separate control unit (RCU) communicates with the engine control unit (ECU),

a microcomputer (μC),

a unit (REC) for receiving information about the rotational speed (n) of the crankshaft of the internal combustion engine (VM) and information about the angle (Φ) of the crankshaft of the internal combustion engine (VM),

a driver unit (T) controlled by the microcomputer (.mu.C), which in turn controls drive signals for the one-track module (EM) and the switching module

(SM) provides.

15. The apparatus according to claim 14, characterized in that the separate control unit (RCU) has the following further components:

- An evaluation unit (AW2) for evaluation of the voltage signal

16. Device according to one of claims 12 - 15, characterized in that the separate control unit (RCU) and the engine control unit (ECU) have the following components: - a CAN, Lin or FlexRay bus interface (Cl).

17. Device according to one of claims 1-9, characterized in that the control unit (5) has a separate driver unit (RDU), which in turn is controlled by the engine control unit (ECU).

18. The device according to claim 17, characterized in that the engine control unit (ECU) has the following components:

an input (E1) for start information,

an input (E2) for a sensor signal derived from a speed sensor,

- A microcomputer (μC), which provides drive signals for the separate driver unit (RDU).

19. The apparatus according to claim 18, characterized in that the engine control unit (ECU) has the following further components:

- An evaluation unit (AW2) for evaluation of the voltage signal.

20. Device according to one of the preceding claims, characterized in that the control unit (5) controlling the Einspurmoduls

(EM) and the switching module (SM) such that in a first step, the single-track module (EM) and in a second step in time thereafter the switching module (SM) is driven.

21. Apparatus according to claim 20, characterized in that the control unit (5) controls the Einspurmoduls (EM) and the switching module (SM) performs such that in a first step, the engagement relay (ES) of the Einspurmoduls (EM) and in a second step Thereafter, the start-up current relay (KA) and the main current relay (KH) of the switching module (SM) are actuated, wherein first the starting current relay (KA) and then the main current relay (KH) is triggered.

22. The apparatus according to claim 20, characterized in that the control unit (5) controls the Einspurmoduls (EM) and the switching module (SM) such that in a first step, the engagement relay (ES) of the Einspurmoduls (EM) and in a second step in time then the main current relay (KH) of the switching module (SM) is driven.

23. Device according to one of claims 1 - 19, characterized in that the control unit (5) controls the Einspurmoduls (EM) and the switching module (SM) such that in a first step, the switching module (SM) and in a second Step in time then the single track module (EM) is controlled.

24. The device according to claim 23, characterized in that the control unit (5) controls the Einspurmoduls (EM) and the switching module (SM) performs such that in a first step, the starting current relay

(KA) of the switching module (SM) and in a second step in time thereafter the engagement relay (ES) of the Einspurmoduls (EM) is driven.

25. Device according to one of claims 1 - 19, characterized in that the control unit (5) controlling the Einspurmoduls (EM) and the

Switching module (SM) performs such that in a first step, the main current relay (KH) of the switching module (SM) and in a second step in time the engagement relay (ES) of the Einspurmoduls (EM) is driven.

26. Device according to one of the preceding claims, characterized in that the control unit (5) takes into account a voltage derived from the terminal 45 in the control of the Einspurmoduls (EM) and the switching module (SM).

27. The device according to claim 26, characterized in that the control unit (5) uses the voltage derived from the terminal 45 to a fault diagnosis.

28. The device according to claim 26 or 27, characterized in that the control unit (5) derives the voltage derived from the terminal 45 for determining tion of the switching times of the switching module (SM) and / or the engagement module (EM) used.

29. Device according to one of claims 26 - 28, characterized in that the control unit (5) derived from the terminal 45 voltage for

Adaptation of the switching times of the switching module (SM) and / or the engagement module (EM) depending on the particular operating state and / or the operating time used.

30. Device according to one of claims 26 - 29, characterized in that the control unit (5) uses the voltage derived from the terminal 45 to compensate for switching time variations of the switching module (SM) and / or the engagement module (EM).

31. Device according to one of claims 26 - 30, characterized in that the control unit (5) uses the voltage derived from the terminal 45 for determining the run-up characteristic of the device.