EP2699461A2 - Dispositif et procédé de démarrage d'un moteur à combustion interne disposé dans un véhicule - Google Patents

Dispositif et procédé de démarrage d'un moteur à combustion interne disposé dans un véhicule

Info

Publication number
EP2699461A2
EP2699461A2 EP12715972.1A EP12715972A EP2699461A2 EP 2699461 A2 EP2699461 A2 EP 2699461A2 EP 12715972 A EP12715972 A EP 12715972A EP 2699461 A2 EP2699461 A2 EP 2699461A2
Authority
EP
European Patent Office
Prior art keywords
unit
combustion engine
electric machine
electrical
vehicle
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Withdrawn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
EP12715972.1A
Other languages
German (de)
English (en)
Inventor
Gerhard WOELFL
Daniel FINDEISEN
Michael DAURER
Hartmut PRÖBSTLE
Sherif MAHMOUD
Rupert Neudecker
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP2699461A2 publication Critical patent/EP2699461A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P7/00—Arrangements for regulating or controlling the speed or torque of electric DC motors
    • H02P7/06—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current
    • H02P7/18—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power
    • H02P7/24—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices
    • H02P7/28—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices
    • H02P7/285—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices controlling armature supply only
    • H02P7/29—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices controlling armature supply only using pulse modulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • 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
    • F02N11/10—Safety 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the invention relates to a device and a method for starting an internal combustion engine arranged in a vehicle.
  • an electrical machine which is adapted to drive the internal combustion engine at least temporarily,.
  • a first storage unit configured to store electrical energy.
  • Another aspect is the following both in vehicles that are equipped with a so-called start-stop system, as well as in hybrid vehicles modified compared to a conventional vehicle start-up required.
  • start-stop system With an automatic start-stop system, the internal combustion engine is switched off when the vehicle is at a standstill.
  • a hybrid vehicle both an internal combustion engine and an electric machine are provided for the propulsion.
  • the modified startup procedure is related to new operating strategies that. with these novel vehicles are possible or required, and lead to changes in the requirements of the recorded by the starter motor during the startup electric power and the comfort during the startup process.
  • a restart and possibly a start of the internal combustion engine are to be carried out.
  • a re-start as well as at a start, there is initially no technical connection between the combustion engine and the engine driven wheels of the vehicle, but it is imminent.
  • the re-start and the support are initiated by a control unit installed in the vehicle.
  • a restart to be performed is recognized when a start signal is present in a vehicle rest state, wherein in the vehicle idle state the vehicle is seen and the engine is stationary or has an engine speed that is between a stop speed and the value zero.
  • a status to be performed is recognized when there is an engine torque request in a vehicle movement condition, wherein the vehicle is in vehicle motion condition and the engine is stationary or has an engine speed that is between a shutdown speed and the value of zero.
  • Both in the vehicle resting state and in the vehicle moving state ensure that the combustion engine is either stationary (engine speed zero), or that there is a decaying engine rotation (engine speed between shutdown speed and the value zero).
  • the vehicle speed should preferably have the value zero.
  • start-stop automatic systems conceivable in which a restart is feasible if the vehicle moves at a not too high speed, for example, with 3km / h or mtt 20km / h.
  • a restart to be performed can be recognized even when there is a start signal in a conditional vehicle movement state, the conditional vehicle movement state exists when the speed of the vehicle is less than a threshold value, for example, 3km / h or 20km / h.
  • a threshold value for example, 3km / h or 20km / h.
  • the Fahrceug Anthony has any, nonzero Weit, which is preferably significantly greater than 20km / h and, for example, at 50km / h or 70km / h or significantly larger values
  • the starting signal represents an imminent start of the vehicle, which from the vehicle resting state to be started out. Preferably, this should be an approach initiated by the driver.
  • a start signal in this case, for example, a signal comes into question, which is the actuation of the clutch dais represented by the driver. Alternatively, it may also be an automated, so driver independently initiated starting.
  • the Motormomentanford tion represents a torque which is set by the engine in the present vehicle movement state driver-dependent or driver-independent.
  • a driver-dependent to be set torque results, for example, due to an operation of the accelerator pedal by the driver.
  • the engine torque request may be a quantity representative of accelerator pedal operation.
  • a longitudinal control system may generate a driver-independent engine torque request, wherein the longitudinal control system may be, for example, an adaptive cruise control system.
  • Abstellwidiere is that engine speed of the internal combustion engine, which adjusts when placing the engine, ie at or immediately after interrupting the operative connection to the driven wheels, for example, due to actuation of the clutch.
  • the AbsteUwindiere can at the first moment of Leer- ' laufd rehunter correspond, but it can be due to the operation also temporarily above the idle speed sword.
  • the restart and the start of the internal combustion engine differ from an initial start.
  • a large torque is to be provided by the internal combustion engine within a very short time, the internal combustion engine is started faster than at the initial start.
  • the internal combustion engine in a vehicle In the state of motion, the internal combustion engine must provide a torque that correlates with the vehicle movement state in a very short time. A very rapid "tearing" of the internal combustion engine to a desired drive speed is required (reflex start).
  • a start of the internal combustion engine is also to be carried out.
  • New drive architectures as used, for example, in micro or mild hybrid vehicles, provide new operating voltages for the starter motor.
  • the starter motor is powered by a separate on-board electrical system whose voltage can range from above 12V to 60V, but can also be over 300V. In any case, this voltage is above the voltage of a conventional electrical system, which is usually 12V.
  • the procedure is as above, taking into account the above aspects, namely the type of ignition initiation, the number of cylinders, including the consideration of the. Betnebstempera- of the combustion engine, the new operating strategies, the new drive architectures and the new electrical energy storage, all of which each have individual requirements for the ideal electrical power consumed by a starter motor during startup and / or the ideal electric current During the starting process flows through the starter motor, a large number of individually designed starter motors and associated power supplies required.
  • the electric machine has a number of stator windings, so that in a further embodiment of the aforementioned measure, the adjusting unit is designed to limit the electric current for the individual stator windings.
  • This measure has the advantage that the electric power drawn from the electric machine or the electric current flowing through it can be set particularly precisely.
  • the setting unit is at least partially formed for the realization of a Tlefsetzstellerfunktionlois Rund the egg steUeiriheit has for this purpose in its power part of the scope concerned on the input side a shading element, in particular one
  • MOSFET transistor and a freewheeling diode wherein instead of the freewheeling diode, a further transistor can be used.
  • at least one of the stator windings, of which the electric machine has a number is used as the storage inductivity required for realizing the buck function.
  • the combination of the components included in the setting unit is either a shadow element and a flywheel diode or the like
  • a step-down converter is a DC-DC converter with a very simple and robust design, which works very reliably.
  • the two-switching elements and the stator winding of the electrical machine produce a modified step-down converter which has no smoothing capacitor in contrast to a conventional step-down converter the voltage provided by the output side is smaller in value than the voltage supplied to it on the input side.
  • the value of the output provided voltage is determined by controlled switching on and off of the switching element In an electrical machine used for propulsion in a vehicle, very large electrical currents can flow through them in the drive-through case. For this reason, the realization of the
  • Buck converter functionality required inductance large enough.
  • the Induktlvft2011sonne a correspondingly suitable inductance Hegen on the order of several ⁇ , preferably in the range of 5 to 6 ⁇ or even more.
  • Memory inductances with inductance values above 6 ⁇ have the advantage that the clock frequency for the operation of the step-down converter can be reduced, whereby the switching losses in the switching elements can be reduced.
  • Such inductors have the disadvantage that they are not only large but also expensive.
  • the inventors now recognized that at least one of the already existing in the electrical machine stator windings can be used as a storage inductance and thus to implement the buck converter functionality.
  • the electric machine is a pinion starter motor whose
  • the pinion starter motor is designed as a permanent-magnet DC motor.
  • it may be an electronically commutated DC motor.
  • the modifying The step-down converter consists of spatially separated components, first components which are contained in the setting unit (switching elements and / or freewheeling diode) and second components which are contained in the electrical machine (stator winding).
  • the setting unit is further configured to set the electrical variable or the extracted electrical power itself depending on a characterizing the internal combustion engine size.
  • the characterizing variable is preferably a variable that characterizes the starting behavior of the internal combustion engine, in particular the chronological behavior of the internal combustion engine during the starting process. This means that, depending on the starting behavior of the internal combustion engine, the electric power removed during the starting process by the electric machine of the first storage unit or the electrical current flowing through the electric machine in this case is set or limited.
  • the characterizing quantity is a variable that characterizes a said current peak, in front of, for example, a current value correlated with said current peak and / or an associated time value.
  • the characterizing variable can also be a start time to be complied with, within which the internal combustion engine must have started. From this starting time, the electrical power to be taken from the first storage unit during the driving of the internal combustion engine by the electric machine, and thus the electric power required to drive the internal combustion engine, are removed. tion or the electric current flowing through the electric machine determined and set or limited.
  • the characterizing variable may also be a moment of the internal combustion engine which is to be overcome by the electric machine during the starting process. Depending on this torque, a value is determined for the electric power to be applied by the electric machine and thus for the current flowing through the electric machine during the starting process
  • variable characterizing a determined in advance as part of an application size, which is integrated in the stored or deposited Einstellein- '.
  • a variable representing the state of charge of the first storage unit can be taken into account, wherein this variable is preferably the voltage applied to the first storage unit.
  • an activatable bridging unit is provided, upon activation of which the electric machine is bypassed the setting unit and is connected directly to the first storage unit or to a second storage unit.
  • This measure has the following advantage: [For example, during a cold start during the starting process, extremely high currents flow through the electric machine, in particular when this is done at very low ambient temperature. If now the switching-technical arrangement is obtained according to which the electric machine is connected above the setting unit to the first storage unit, it may happen due to the limitation function of the setting unit that the extremely high currents required for starting the internal combustion engine can not be adjusted.
  • the circuit arrangement is now resolved by activating the bridging unit such that the electric machine is connected directly to the first memory unit or to another second memory unit, preferably a lead-acid battery arranged in a 12V vehicle electrical system, then the extremely high currents can be realized the limiter functionality of the setting unit does not work. An appropriate procedure may also be required at the first start in certain situations.
  • the electric machine has a number of stator windings.
  • the adjustment unit for each of the stator windings on a number of series-connected first and second semiconductor elements, wherein the series circuit has a center tap, to which the respective stator winding is connected.
  • the setting unit has six semiconductor elements in its minimum configuration.
  • the adjustment unit includes a so-called B6 bridge, via which the three stator windings are supplied with current.
  • the setting unit is designed to drive complementary to the first and second transistors connected in series for a stator winding according to a predetermined driving pattern.
  • the setting unit contains for each of the stator windings at least two series circuits, preferably four series circuits, the individual series circuits being mutually parallel. are connected in parallel. As a result, the required high electrical currents can be realized.
  • At least one smoothing filter is provided.
  • This smoothing fitter is preferably contained in the setting unit and embodied, for example, as an LC element
  • the setting unit corresponds in its scope to the power part to the circuit diagram of a conventional step-down converter
  • the purpose of the smoothing fitter is to dampen any voltage peaks which occur and thus smooth out the voltage applied to the setting unit, thereby avoiding external power losses and disturbances in the input voltage of the step-down converter reduced the brushes of the pinion starter motor
  • the setting unit is further designed to limit an electrical voltage applied to the electric machine.
  • This measure has the following advantage: If a vehicle is equipped with a new drive architecture, it has a separate vehicle electrical system whose voltage is greater than the voltage of a conventional vehicle electrical system. It is now possible, starting from the voltage of the separate electrical system to generate a voltage of 12V, - which corresponds to the value of a conventional electrical system Thus, there is the possibility of an electrical machine that is designed for a 12V electrical system, via the separate electrical system with to supply electrical energy.
  • FIG. 1 is a schematic representation of a partially circumferential vehicle drive train for explaining the invention
  • FIG. 3 shows current profile curves of different currents flowing through the electrical machine during a starting process
  • FIG. 5 shows a circuit diagram of a circuit used in the setting unit for implementing a buck converter functionality
  • FIG. 6 shows a schematic representation of the configuration of the setting unit
  • FIG. 7 shows a schematic representation of the control concept underlying the setting unit.
  • a arranged in a vehicle internal combustion engine 10 is shown This is about a dual mass nschwungrad 12 and a clutch 14 with a gear 16 in operative connection to drive drive wheels, not shown. Further, various units such as a water pump 18, a card compressor 20, and an electric generator 22 are operatively connected to the engine 10 to be driven thereby. This corresponds structurally to a conventional vehicle. In a hybrid vehicle, in particular in a vehicle designed as a parallel hybrid, an appropriately designed electric machine is additionally provided for the propulsion in addition to the internal combustion engine 10.
  • an electric machine 24 is provided which can be connected via a setting unit 26 to a first storage unit 28.
  • the first memory unit 28 is part of a first Bordnet-. Zes 30, which is provided for the supply of the elegiac machine 24
  • the first memory unit 28 may be a supercapacitor or a lithium-ion battery.
  • the vehicle has a second, conventional on-board network 32, which is also referred to as the base on-board network.
  • the second on-board network 32 has a second storage unit 34, which is embodied, for example, as a conventional lead-acid battery.
  • First consumers 36 are supplied with electrical energy from the second storage unit 34.
  • a first supply line 38 is provided for the operation of the circuit-breaker At the very beginning of the setting unit 26 requires supply voltage provided.
  • the electric generator 22 is used to charge the first memory unit 28 and the second memory unit 34, wherein the second memory unit 34 is connected to the generator 22 via a correspondingly designed DC-DC converter 40
  • the setting unit 26 is designed to detect at least one defined internal combustion engine service life and / or at least one defined vehicle operating state. Depending on the detected states, an electrical variable is then set which determines an electric power drawn from the first storage unit 28 during the starting process of the internal combustion engine 10. The current flowing through the electric machine 24 is preferably limited. Alternatively, the electric power taken out of the first storage unit 28 itself may be adjusted. Optionally, an activatableIneibrflungung 46 may be provided, which is indicated in Fig. 1 by the dashed line representation in the in Flg. The arrangement of the bridging unit 46 shown in FIG.
  • the activation of the bridging unit 46 may be necessary, for example, in the case of a first storage unit 28 embodied as a Uthium-ion accumulator, namely when a cold start of the internal combustion engine 10 is to take place at very low ambient temperatures. The reason for this is that in such accumulators, the internal resistance increases in the cold and thus decreases the deliverable from the accumulator power. Even with a first start, the activation of the bridging unit 46 may be required.
  • the second memory unit 34 is intended to provide a voltage of 12V, whereas the first memory unit 28 is to provide a voltage of the order of 20 to 50V.
  • FIG. 1 soH have no limiting effect on the electrical system architecture or topology of the electrical system.
  • Subfigures 2a, 2b and 2c to be described below show different on-board network architectures in which setting unit 26 is used.
  • Part 2a shows a conventional vehicle electrical system 48 (standard on-board network), which corresponds in terms of functionality to the second electrical system 32 shown in FIG. 1
  • the conventional vehicle electrical system 48 has a memory unit 50 for providing a 12V voltage U1. which is the first storage unit in the sense of the invention. Furthermore, the conventional vehicle electrical system 48 has first consumers 36 'and second consumers 52. , The memory unit 50 can be charged via a generator 22 ', which is a 12V generator. An electric machine 24 'is connected via an adjusting unit 26' with the. first storage unit 50 connected. With the aid of a bridging unit 46 ', the electric machine 24' can be connected directly to the storage unit 50 at a cold start to be performed at low ambient temperatures and / or in the case of a first start.
  • the setting unit 26' is driven accordingly.
  • the minimum vehicle electrical system voltage are taken into account. Due to the adjustment unit 26 '.
  • the conventional vehicle electrical system 48 can be used in a conventional vehicle (without start-stop automatic).
  • Part 2b shows a second, conventional on-board network 32 '(base on-board network), the upper a Glek ⁇ voltage converter ⁇ ff with a first board network 30'.
  • the two vehicle electrical systems are separated by the DC-DC converter 40 '.
  • Such an extended vehicle electrical system architecture is used, for example, in a vehicle with an automatic start-stop system in which a restart or restart of the internal combustion engine is to be carried out be used in a hybrid vehicle, in which a restart of the internal combustion engine is to perform the first
  • Vehicle electrical system 30 ' has a first memory unit 28' for providing a 12V voltage U1 and third consumer 56.
  • An electrical machine 24 ' is connected to the first storage unit 28' via an adjusting unit 26 ', and in this case too a bridging unit 46' is provided, with which the electrical machine is shown in the embodiments of FIG 24 'can be connected directly to the first memory unit 28'.
  • the second electrical system 32 ' has a generator 22'. a second storage unit 34 'and first consumers 36'.
  • the setting unit 26 ' is controlled accordingly, so that this current flows and results in a predetermined speed profile for the internal combustion engine.
  • the minimum vehicle electrical system voltage can be taken into account. Further explanations of the setting unit 26 'can be found in the description of the subfigure 2a.
  • the first memory unit 28 'and the second memory unit 34' may be charged via the generator 22 '.
  • the second storage unit 34 ' is preferably designed as a lead-acid battery, thus, at a cold start to be carried out at low ambient temperatures and / or in the case of a first start, the electrical machine 24' can be supplied with electrical energy, bypassing the setting unit 26 'from the second storage unit 34'.
  • the on-board network architecture shown in subfigure 2c can be, for example. be used in a vehicle which is constructed as a mild hybrid vehicle
  • the use of the setting unit 26 ' makes it possible to feed the electric machine 24' via the first memory unit 28 ', the voltage is significantly higher, preferably between 2QV and 60V, as the in the second board network 32 'provided 12-volt vehicle electrical system voltage.
  • this vehicle electrical system architecture it is possible to operate an electrical machine designed for a 12V supply voltage, a so-called 12V starter, with a supply voltage that is greater than 12V.
  • the bridging unit 46 or 46 ' is shown by dashed lines. This is intended to indicate that a bridging unit is not mandatory. With the appropriate design of the components used, in particular the memory units 28 or 28 ', the use of a bridging unit can be dispensed with.
  • the current curve 62 represents a current that occurs when a cold start is started.
  • the current curve 64 represents a current that occurs during a warm start.
  • the initial peaks 60 'and 60 " which avoids burglaries in the vehicle electrical system voltage and at the same time increases the service life of the electric machine or starter motor
  • the brushes of the electric machine are less worn, or their wear is reduced to a minimum, as a result of drops in the vehicle electrical system voltage
  • measures to stabilize the vehicle electrical system voltage can be dispensed with, in which the setting unit is designed in accordance with the required electrical power supplied to the electric machine for the vehicle To start the internal combustion engine is to actively set or regulate an ideal, flowing through the electric machine current This ideal current then has an alternating course, corresponding to the respective initial peak 60 'or 60 "
  • FIG. 4 shows a circuit diagram of a conventional buck converter 66, with which an input voltage UJn is converted into an output voltage U_Out, the magnitude of the output voltage being smaller than the magnitude of the input voltage.
  • the buck converter has a first shaft element 68 and a second switching element 70, which are connected in series.
  • This series circuit 72 has a center tap 74.
  • a memory inductor 76 and a Qlattungskondensator 78 is connected.
  • the two switching elements 68 and 70 are controlled complementary or clocked. It has proven to be advantageous to use the step-down converter with a clock frequency of the order of about 25kHz.
  • the two Schartieri 68 and 70 are designed as transistors, in particular as MOSFET transistors
  • FIG. 5 shows a partial circumference of the adjustment unit according to the invention.
  • the electric machine 24, more specifically the starter motor, has a number of stator windings. Preferably, it is an electrical machine with three stator windings, one of which
  • the voltage U_EMK indicated in FIG. 5 represents the electromotive force which is related to the stator winding 80 and which arises due to the rotational movement of the shaft 82 of the electric machine

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)

Abstract

La présente invention concerne un dispositif et un procédé de démarrage d'un moteur à combustion interne (10) disposé dans un véhicule. Sont prévus à cet effet : une machine électrique (24, 24') conçue pour entraîner le moteur à combustion interne (10) au moins temporairement et une première unité de stockage (28, 28', 50) conçue pour stocker de l'énergie électrique. En outre, une unité de réglage (26, 26') permet de relier la machine électrique (24, 24') à la première unité de stockage (28, 28', 50), l'unité de réglage (26, 26') étant conçue pour détecter au moins un état de fonctionnement défini du moteur à combustion interne et/ou au moins un état de fonctionnement défini du véhicule, et, au moins en fonction de l'état de fonctionnement détecté du moteur à combustion interne et/ou de l'état de fonctionnement détecté du véhicule, de régler une grandeur électrique définissant une puissance électrique prélevée de la première unité de stockage (28, 28', 50) par la machine électrique (24, 24') lors de l'entraînement du moteur à combustion interne (10), ou de régler la puissance électrique prélevée elle-même.
EP12715972.1A 2011-04-21 2012-04-17 Dispositif et procédé de démarrage d'un moteur à combustion interne disposé dans un véhicule Withdrawn EP2699461A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011007874A DE102011007874A1 (de) 2011-04-21 2011-04-21 Vorrichtung und Verfahren zum Starten eines in einem Fahrzeug angeordneten Verbrennungsmotors
PCT/EP2012/057012 WO2012143354A2 (fr) 2011-04-21 2012-04-17 Dispositif et procédé de démarrage d'un moteur à combustion interne disposé dans un véhicule

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EP2699461A2 true EP2699461A2 (fr) 2014-02-26

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US (1) US9399977B2 (fr)
EP (1) EP2699461A2 (fr)
JP (1) JP6089027B2 (fr)
CN (1) CN103648877B (fr)
DE (1) DE102011007874A1 (fr)
WO (1) WO2012143354A2 (fr)

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WO2012143354A3 (fr) 2013-05-02
JP2014517188A (ja) 2014-07-17
WO2012143354A2 (fr) 2012-10-26
US9399977B2 (en) 2016-07-26
DE102011007874A1 (de) 2012-10-25
CN103648877A (zh) 2014-03-19
CN103648877B (zh) 2017-02-15
US20140048031A1 (en) 2014-02-20
JP6089027B2 (ja) 2017-03-01

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