Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
• • 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
  • F02N11/106—Safety devices for stopping or interrupting starter actuation
• • 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
  • F02N2011/0874—Details of the switching means in starting circuits, e.g. relays or electronic switches characterised by said switch being an electronic switch
• • 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
  • F02N2200/041—Starter speed
• • 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
  • F02N2200/045—Starter temperature or parameters related to it
• • 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
  • F02N2200/047—Information about pinion position

Definitions

• the invention relates to a starting system for an internal combustion engine and a method for operating the same with the features mentioned in claims 1 and 9.
• Starting systems for internal combustion engines generally consist of a battery-powered DC motor and associated switching and control devices.
• the engine speeds required to start are included. mostly much lower than the starter speeds.
• gasoline engines they are around 60 to 100 revolutions per minute and in diesel engines around 80 to 200 revolutions per minute.
• An adaptation is made by a suitable gear ratio of a transmission formed by the starter pinion and motor ring gear.
• a starter consists of an electric motor, engagement relay and single-track gearbox, the tasks of which result from the sequence of a starting process. At the beginning it has to Engage the starter pinion in the engine sprocket. After the engine starts, it can quickly accelerate to high revs. A frictional connection between the starter pinion and the motor sprocket can be eliminated via a freewheel and damage caused by centrifugal forces can be avoided.
• the starter relay which takes over the fast-forwarding of the starter pinion into the engine sprocket and the subsequent closing of a main bridge, determines the way in and out of a starter that is common today for starting internal combustion engines. After the main bridge is closed, the starter turns the internal combustion engine at full torque.
• the starter relay can be controlled via • an ignition switch or, in the case of high relay current requirements, also via series relays or power transistors.
• the starting system consists of:
• a starter pinion which can be brought into engagement with a motor shaft of the internal combustion engine via a motor sprocket
• an electronically switchable actuator the actuation of which can at least cause the pinion to mesh with the motor ring gear (meshing phase) or to decouple the same components (freewheeling phase),
• a sensor system with which a progression of the starting process can be detected and - A control unit that controls the electric motor and the actuator during the starting process based on the signals provided by the sensors.
• the electric motor and the actuator are controlled with a control unit, starting from the signals provided by the sensor system, during the starting process.
• the sensor system includes a temperature sensor with which a temperature in the area of the starting system can be detected. In this way, the start process can be interrupted if there is a risk of overheating.
• the sensor system comprises sensors with which a rotational speed of the starter pinion or the motor shaft and a position of the actuator can be detected, so that an actuation of the starting system that is dependent on the operating situation is possible.
• a suitable interface in the control unit allows, for example, known concepts to be used to reduce consumption.
• a start-stop operation can be carried out by connecting to an engine control unit. It is also conceivable to only enable the starting process when driver identification has been successfully completed. Further preferred embodiments of the invention result from the other features mentioned in the subclaims.
• Figure 1 is a schematic diagram of a starting system
• Figure 2 shows a conventional circuit of a single-stage starting system
• Figure 3 shows a conventional circuit of a two-stage starting system
• Figure 4 shows an electromechanical variant of a starting system with two relays
• Figure 5 shows a further electromechanical variant of a starting system with a two-stage relay
• FIG. 6 shows an electronically switched variant of the starting system
• Figure 7 shows another electromechanical variant of the starting system with temperature monitoring and Figure 8 shows another fully electronic variant of the starting system.
• FIG. 1 shows a basic circuit diagram of a starting system 10 as it can be used to start an internal combustion engine 12.
• 10 includes the starting system, a Stärterritzel * "14 that has a motor gear 18 is engageable with a Mot ⁇ rwelle 16 of the internal combustion engine 12 into engagement.
• the starter pinion 14 is during a starting process on the one hand by an electronically switchable electric motor 20 and via an electronically switchable actuator 22
• the electric motor 20 transmits, among other things, the torque required for starting after the starter pinion 14 has been brought into engagement with the motor sprocket 18.
• engagement of the pinion 14 in the motor sprocket 18 (engagement phase) and decoupling are effected via the actuator 22 of the same components after the internal combustion engine 12 has started (free-running phase).
• Operating conditions or operating parameters such as, for example, a speed of the pinion 14 or the motor shaft 16, a temperature in the region can be determined by means of a sensor system which is not shown here and which is assigned to the components h of the starting system 10 and a position of the actuator 22. These variables are read into a control unit 24.
• a suitable procedure is stored in digital form in the control unit 24, with which a progression of the starting process can be detected on the basis of the signals provided by the sensor system.
• the control unit 24 predetermines the electric motor 20 and the actuator 22 setpoints which initiate or end the individual processes during the starting process.
• FIGS 2 and 3 once again show conventional circuits with a one-stage or two-stage starting system 10 for clarification.
• the starter pinion 14 is engaged in the ring gear 18 via an engagement winding 28.
• a mains voltage connection is made via the terminals 48.
• a main bridge 30 closes and the electric motor 20 rotates the internal combustion engine 12.
• the engagement winding 28 is de-energized and the relay is held by a holding winding 32 until the ignition contact is opened again.
• the sequence control takes place via an integrated electronic relay 34 (IER) which has built-in circuit breakers which can energize the starter terminals 36 and 38.
• IER integrated electronic relay 34
• the electric motor 20 is operated with a low torque via a series resistor 40 installed in the relay.
• the relay winding is first clocked in order to then slowly move the pinion 14 in the motor ring gear 18.
• the rotation of the electric motor 20 makes it easier to find a tooth gap and a slow pinion feed reduces the wear when the pinion 14 strikes the motor sprocket 18 (gentle toe-in).
• the engagement relay is then fully energized so that the pinion 14 can fully engage in the motor sprocket 18. Thereafter, closes the main bridge 30 and the electric motor 20 'with mos.t' 'full torque.
• the pinion 14 can be advanced by rotating the armature, for example by providing a steep thread.
• the main current is still switched via a relay, but this only has a switching function.
• a toe-in relay 42 switches the torsional current and also simultaneously establishes the mechanical engagement for toe-in of the pinion 14.
• a main current relay 46 is switched via a limit switch 44.
• the starter process is activated by energizing the terminals 48 and closing an ignition lock 50.
• FIG. 5 shows another electromechanical variant of the starting system 10 Voltage connection via the terminals 48.
• the toe-in relay 42 switches the torsional current and at the same time also produces the mechanical engagement for toe-in of the pinion 14. After the alignment has taken place, the relay 42 falls into a second position in which the main bridge 30 is closed and the main flow is thus switched.
• a Einspurmechanik 52 represents the mechanical attack for pre-engaging the pinion 14 forth.
• the current is supplied directly from the ignition lock 50.
• the twisted current is switched by a power transistor 54 (for example a standard MOSFET or LOWSIDE).
• the main current relay can also be switched by a transistor 56 in order to relieve a limit switch 58.
• the main current relay can also be switched directly by the limit switch 58. Twisted, single-track and main stream are independent of each other. Therefore, the corresponding assemblies can be designed and arranged in any constructive manner.
• the transistor 54 for the torsional current must be oversized if high demands are placed on the polarity reversal and overvoltage protection. Activation via the ignition lock 50 ensures that the driver can abort the start at any time.
• a further variant of the starting system 10 can be seen in FIG. 7.
• the control of the meshing mechanism 52 and the three-phase current relay 54 is carried out by a control electronics 60 supports.
• the control electronics 60 evaluates the limit switch 58, which is part of the meshing mechanism 52 here, and switches the main current relay 46 via the transistor 54.
• the control electronics 60 switches the meshing mechanism 52, the twister and the main current in the event of thermal overload.
• the use of two relays also enables effective reverse polarity and overvoltage protection. Possibly the current current 42 can be integrated into the engagement mechanism 52.
• Activation via the ignition lock 50 ensures that the driver can abort the start at any time. This also ensures that an unintentional start does not take place with an alloyed transistor (redundancy through series connection).
• FIG. 8 also shows a further variant of a starting system 10 which carries the control electronics 60.
• the control electronics 60 can in turn receive a start signal from an engine control unit 62 via a signal line (not shown here) or also via a data bus (for example CAN).
• the design of the start and one-track mechanism must ensure that the "twisting", “toe-in” and “main current switching" functions are independent of one another and the possible alloying of one of the transistors does not lead to an unwanted toe-in and thus an unwanted start.
• the starter may rotate at most (torsional current without activated engagement mechanism 52) or the engagement mechanism 52 is permanently active and can be activated at the next desired start can be switched off by disconnecting from the mains voltage connection 48.
• the functions "Twisting”, “Tracking” and “Main current switching” are parallel and independent. At least two functions must be active for toe-in (parallel redundancy). .
• the electronic control unit 60 evaluates the start signal, the limit switch 58 and a temperature sensor 64 of ". 'Zusatzschutzbesclien can keitsan petitionen at respective Uberschreibs- and Verpolfestig- considered applies that the respective modules can be arranged as desired by decoupling the individual functions.

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

Priority Applications (3)

Applications Claiming Priority (4)

Publications (1)

Family

ID=26004201

Family Applications (1)

Country Status (4)

Cited By (2)

Citations (2)

• 2000
  • 2000-03-28 BR BR0006014-3A patent/BR0006014A/pt not_active IP Right Cessation
  • 2000-03-28 EP EP00929245A patent/EP1088159A1/de not_active Withdrawn
  • 2000-03-28 WO PCT/DE2000/000916 patent/WO2000060235A1/de not_active Application Discontinuation
  • 2000-03-28 JP JP2000609702A patent/JP2002541376A/ja active Pending

Patent Citations (2)

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