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
  • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/08—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing being of friction type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
  • F02N2200/043—Starter voltage
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/12—Parameters used for control of starting apparatus said parameters being related to the vehicle exterior
  • F02N2200/122—Atmospheric temperature
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2300/00—Control related aspects of engine starting
  • F02N2300/20—Control related aspects of engine starting characterised by the control method
  • F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start

Definitions

• the invention relates to a method for cold starting an internal combustion engine comprising a step of activating a starter providing a torque applied to the engine of a vehicle, particularly a motor vehicle, to start it on. control of a user of the vehicle.
• the invention also relates to a system comprising the above-mentioned starter and an alternator starter generally used to automatically restart the heat engine, following an automatic shutdown of sufficiently short duration so that the engine remains substantially at its nominal operating temperature.
• the alternator starter operating at substantially nominal operating temperature of the internal combustion engine is very content to provide a much lower torque than that required for a cold start.
• the starter and the alternator are used independently of each other, the first for voluntary cold starts and the second for automatic hot restart.
• the starter is then usually dimensioned to provide a sufficient torque value to start the internal combustion engine for a given type of engine and for all the intended conditions of use of vehicles equipped with this type of engine.
• engines requiring a high torque such as diesel engines or for vehicles driven to start in very cold weather
• the processes and systems usually implemented require starters sized to values that have disadvantages in terms of cost, diversity and high weight.
• the document FR28391 19 proposes to involve the cold start starter to support the alternator auto warm start restart, in case of detection of a bad start.
• this document does not solve the technical problem posed by a dimensioning of the starter at high enough values to cold start the internal combustion engine in many conditions that may arise to a motor vehicle.
• the document FR3003308 discloses a method which consists of activating a conventional starter and then switching to an electric machine motor mode as soon as a threshold speed of rotation for driving the heat engine is reached. The risk is not to switch to electric motor mode if the conventional starter is not powerful enough to reach the speed threshold.
• the document FR2969220 discloses a motor unit which comprises a starter for the cold start of a heat engine and an alternator starter for the warm restart of the engine.
• the starter is first activated then G alternator is activated after crossing a peak current call caused by the activation of the starter.
• the method disclosed has the disadvantage of having to estimate that the current peak is crossed after the expiry of an arbitrarily preset delay or by a combination of several physics related to the states of the motor group.
• the subject of the invention is a method for cold starting an internal combustion engine comprising a step of activating a starter providing a first pair, characterized in that that he understands: a step of activating an alternator starter providing a second torque so as to add the second torque to the first torque to start said internal combustion engine, and
• a step of initialization of a criterion ensuring not to execute said step of activating G alternator before said starter activation step, said criterion comprising a starter supply voltage level previously measured in step of initialization.
• the starting method comprises:
• a step executed following the activation step of the starter consisting in triggering said posterior measurement step if a difference between the voltage level subsequently measured and the previously measured voltage level is lower in absolute value than a threshold voltage drop, and consisting in triggering said step of activating the alternator if said difference between the voltage level subsequently measured and the previously measured voltage level is greater in absolute value than the voltage drop threshold.
• the starter is of the gear type.
• the alindodemarteur is of the belt type.
• said criterion comprises a timer positioned in initialization step.
• the startup method then comprises:
• said criterion comprises a starter supply voltage level previously measured in the initialization step.
• the startup method then comprises:
• a step executed following the activation step of the starter consisting of triggering said subsequent measurement step if a difference between the measured voltage level and the previously measured voltage level is lower in absolute value than a threshold of voltage drop, and consisting in triggering said step of activating the alternator if said difference between the voltage level subsequently measured and the previously measured voltage level is greater in absolute value than the voltage drop threshold.
• the starter is powered by a first battery and the alternator is powered by a second battery separate from the first battery.
• the starting method comprises a step of simultaneously deactivating the starter and the alternator / starter if the internal combustion engine has started.
• the invention also relates to a cold starting system of an internal combustion engine comprising a starter adapted to provide a first pair and an alternator starter capable of providing a second pair, characterized in that it comprises an onboard computer arranged to implement the above startup method.
• an implementation of the system allows the starter to be undersized to start the internal combustion engine alone at least in case of low outside temperature.
• FIG. 1 shows a system for carrying out the invention
• FIG. 2 shows a method according to the invention that can be implemented on the system of FIG. 1;
• FIG. 3 shows a variant of the system of Figure 1 system for implementing the invention.
• FIG. 1 illustrates an internal combustion engine cold start system (not shown) comprising a starter 1 connected on one of its terminals to the ground of a vehicle, in particular of a motor vehicle, and on the another of its terminals to a battery 6, including a so-called servitude battery, to deliver a nominal DC voltage of 12V, so for example to fit the starter 1 to provide a first pair.
• Starter 1 is a conventional starter usually used for every cold start.
• the starter is for example of the gear type.
• the starter 1 then has a rotor end which is engrained on the internal combustion engine to drive it in rotation so as to start cold, in other words when the engine has not yet reached its nominal operating temperature.
• An on-board computer 5 controls the starter 1 by means of a relay command line 3, also known per se, especially when a user of the vehicle starts the combustion engine. internally by means of a button, a key or remotely by means of a telecommunication apparatus.
• the system illustrated in FIG. 1 also comprises an alternator starter 2, connected on one of its terminals to the vehicle ground, and on the other of its terminals to the battery 6, so as to make it possible for the alternator starter 2 to get a second couple.
• the alternator starter is for example belt type.
• G alternator starter 2 then has a rotor end in permanent connection with the internal combustion engine, not excited to freewheel at a speed proportional to that of the motor, excited to the stator to provide via the rotor the second torque to the internal combustion engine, excited to the rotor to transmit via the stator to the battery 6 energy taken from the internal combustion engine after its start if necessary.
• the second torque is generally intended to drive the internal combustion engine in rotation so as to restart it hot, in other words when the engine has already reached its nominal operating temperature, for example following a temporary stop at a crossroads or in a cork.
• the on-board computer 5 G pilot starter 2 by means of a command line 4 of embedded network type, CAN, LIN or automotive Ethernet, also known per se, in particular for sending to the alernodemarteur 2 a set of excitation based a stopping or rolling mode determined by another computer or by another module of the onboard computer 5.
• a command line 4 of embedded network type, CAN, LIN or automotive Ethernet, also known per se, in particular for sending to the alernodemarteur 2 a set of excitation based a stopping or rolling mode determined by another computer or by another module of the onboard computer 5.
• the on-board computer 5 accommodates, or accesses in memory, a computer program comprising instructions that make it possible to implement the startup method set out below when the on-board computer 5 executes said computer program in real time.
• the cold start method of an internal combustion engine illustrated in FIG. 2 from a start of sequence step 100 which references the sequence of method instructions among others within the calculator 5, comprises a standby step 101 which tests a cold start request signal from the user so as to loop back on itself in the absence of a cold start request (negative test response) and which directs the process to a step 103 in the case of a positive response validating a cold start request.
• Step 103 is to activate the starter 1 so as to provide the first torque to be applied to the internal combustion engine.
• a step 106 is to activate the alternator starter 2 to provide the second pair so as to add it to the first pair.
• the sum of the two couples is used to start the internal combustion engine.
• the second torque provided by the alternator 2 starter then simply relieves the starter 1 by allowing a faster start of the combustion engine internal.
• the second torque provided by the alternator 2 starts then complete the first torque provided by the starter 1.
• the starter 1 it is no longer necessary to size the starter 1 for a single start of the internal combustion engine, whatever the temperature and oil pressure conditions of the engine. lubrication. It becomes possible to undersize the starter 1 with respect to a use not benefiting from the process, to start the internal combustion engine, for example in case of low outside temperature. It suffices simply to size the starter 1 to provide a first torque which, added to the second torque provided by the alternator starter, can start the internal combustion engine whatever the conditions in which the vehicle may be, for which it is usually expected the starter.
• a step 102 executed simultaneously or just before step 103 consists in initializing a criterion ensuring not to activate the alternator 2 in step 106 before activating the starter 1 in step 103, or in other words ensuring execution step 103 before, or at the latest simultaneously with, step 106 deterministically, regardless of conditions outside the system.
• the criterion comprises a delay set in initialization step 102 at a sufficiently high value to overcome the communication and current establishment delays, and sufficiently low not to block the starter 1 with danger for too long. to grill the windings.
• a value of the order of 10 ms gives a good order of magnitude of a satisfactory timing value.
• a step 104 executed following the activation step 103 of the starter consists in triggering the step 106 of activating the alternator when said timer reaches its expiration period identifiable by a zero value, and to trigger a step 105 of decrementing the timer if the timer is at a non-zero value.
• Step 105 loops back to step 104 for a new check of the decremented value of the timer.
• the decrementation may correspond to a portion of the initial value and in this case several passages in the steps 104 and 105 will take place before triggering the step 106.
• the decrementation may also correspond to the initial value, for example 10 ms for a program execution cycle time of 10 ms, and in this case a single pass in step 105 will take place before triggering step 106.
• a binary variable set to 1 in step 102 and set to zero in step 105 provides the same effect.
• step 102 of initialization it is possible to define another criterion which comprises a starter supply voltage level previously measured in step 102 of initialization, that is to say before the coupling of the starter 1 on the battery 6 does not drop the voltage due to the current consumed by the starter.
• Step 104 executed following step 103 of activating the starter then consists in triggering step 106 of activating the starter.
• the alternator starter if a difference between the voltage level 7 measurable after activation of the starter 1, and the voltage level 7 previously measured in step 102, is greater in absolute value than a threshold representative of a minimum voltage drop when the starter 1 is activated.
• Step 104 triggers a step 105 of subsequent measurement of the voltage level, if a difference between the measured voltage level and the previously measured voltage level is lower in absolute value than the voltage drop threshold. This criterion appears more robust than the previous one because it is based on effective current consumption of the starter 1 to provide the first pair.
• the measurement of the electrical voltage 7 across the battery in step 102 before executing step 103 has the advantage of intrinsically taking into account the general state of consumption of the electrical network and the state itself. battery 6 just before activating the starter. The measured voltage drop of the battery is then representative of that caused by the current draw on the starter, regardless of the state of other current consumers and the state of the battery itself. Moreover the voltage measurement 7 is not reserved for the only starting sequence of the heat engine, it is also usable to control the level of charge (SOC) the health level (SOH) of the battery 6.
• SOC level of charge
• SOH health level
• a step 107 checks whether the internal combustion engine has started. In the case of a positive response, step 107 triggers a step 109 of simultaneously deactivating the starter and the alternator / starter. In the case of a negative response, step 107 triggers a step 108 of checking a maximum duration reached to avoid feeding power to the starter and the starter motor for too long without being able to start the internal combustion engine. In the case of a positive response, step 108 directly triggers step 109 of simultaneous deactivation of the starter and the alternator / starter. In the case of a negative response, step 108 loops back to step 107.
• Figure 3 shows an arrangement different from that of Figure 1 to which the method described above remains applicable.
• the starter 1 is powered by the battery 6 and controlled by the computer 5.
• the alternator-starter 2 is now powered by a battery 8 different from the battery 6.
• the battery 8 may be of identical voltage to that of the battery 6, for example 12 Y, or of different voltage, for example 48 V. Thus, the alternator starter 8 is not impacted by the voltage drop of the battery 6 caused by the activation of the starter 1.
• Battery 8 and alternator starter 2 can be completely disconnected from battery 6 and starter 1.
• the battery 8 may also be connectable to the battery 6 via a DC converter 10, for example of the DCDC type. It is then possible to provide a command 9 executed by the computer 5 in step 102 and / or in step 103 to circulate a controlled value current from the battery 8 to the battery 6, for example when the voltage measured in step 102 is deemed insufficient. to activate the starter satisfactorily. The current generated by the converter 10 is then added to the current delivered by the battery 6 to power the starter 1.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=61656012

Family Applications (1)

Country Status (3)

Families Citing this family (1)

Family Cites Families (3)

• 2018
  • 2018-01-19 FR FR1850441A patent/FR3077102B1/fr active Active
• 2019
  • 2019-01-14 EP EP19700390.8A patent/EP3740667A1/de not_active Withdrawn
  • 2019-01-14 WO PCT/EP2019/050751 patent/WO2019141612A1/fr unknown

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