WO2001063124A1 - Start- und/oder positioniersystem und -verfahren - Google Patents
Start- und/oder positioniersystem und -verfahren Download PDFInfo
- Publication number
- WO2001063124A1 WO2001063124A1 PCT/DE2001/000306 DE0100306W WO0163124A1 WO 2001063124 A1 WO2001063124 A1 WO 2001063124A1 DE 0100306 W DE0100306 W DE 0100306W WO 0163124 A1 WO0163124 A1 WO 0163124A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- torque
- speed
- electrical machine
- combustion engine
- internal combustion
- Prior art date
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
- F02N5/00—Starting apparatus having mechanical power storage
- F02N5/04—Starting apparatus having mechanical power storage of inertia 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
- 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
Definitions
- the invention relates to a system for staring and / or positioning an internal combustion engine with the features mentioned in the preamble of claim 1.
- the invention relates to a method for starting and / or positioning an internal combustion engine with those mentioned in the preamble of claim 16.
- a so-called swing-use automat k m overrun phases can cause the internal combustion engine to be switched off / disengaged.
- the electrical machine is a starter generator
- the so-called impulse start has already been proposed for this purpose.
- the internal combustion engine is connected to the starter generator via a pulse start clutch, which in turn is connected to the vehicle transmission via a clutch.
- the start is carried out in such a way that the flywheel mass of the starter generator is accelerated to the so-called wind-up speed by the starter generator when the pulse start clutch is open and the drive clutch is open.
- the impulse start clutch is closed with the drive clutch still open, so that the internal combustion engine is rapidly accelerated via the clutch torque until the clutch sticks, whereby the internal combustion engine is then prevented from stopping too quickly by the electromotive torque.
- the internal combustion engine can still be started successfully even if the drive torque of the electrical machine is only 50% of the total towing torque.
- the level of the required drive torque of the electrical machine depends on the design of the coupling and other vehicle boundary conditions, for example the injection technology and the type of transmission.
- crankshaft direct start requires a drive torque of the electrical machine that is approximately 140% of the total towing torque.
- the impulse start clutch is very complex because it has to be designed for the maximum vehicle torques and a portion of the alternating torques of the internal combustion engine. Furthermore, the injection technology has to be redesigned for the high dynamics of the pulse start. Advantages of the education
- the electrical machine in the system according to the invention is controlled by a circuit in such a way that the electrical machine excites the spring-damper unit in a vibration-like manner, the arriplitude of which is smaller than the total towing torque, and that Spring-damper unit, at least in a steady state, transmits a torque to the internal combustion engine, the amplitude of which is greater than or equal to the total towing torque, the complex pulse start clutch can be omitted.
- the electrical machine is activated in such a way that the electrical machine excites the spring-damper unit in a vibration-like manner, the amplitude of which is smaller than the total towing torque, and in which the spring-damper Unit, at least in a steady state, transmits a torque to the internal combustion engine, the amplitude of which is greater than or equal to the total towing torque.
- the torque with which the electric machine activates the spring-damper unit schwingungsformig having a positive "value when the rotational speed of the electric machine is positive.
- a positive speed is to be understood here as a speed at which the direction of rotation of the electrical machine equals the direction of rotation of the crankshaft of the combustion engine. mungscrs that results when the internal combustion engine is running.
- the positive value of the torque with which the machine sees the spring-steamer unit in the form of a spray is preferably a constant value.
- the torque with which the electrical machine excites the spring-damper unit preferably has a negative value if the speed of the electrical machine is negative.
- a negative rotational speed of the electrical machine is to be understood here as a rotational speed that occurs when the electrical machine rotates, and is opposite 2 to the direction of rotation of the crankshaft that results when the internal combustion engine is running.
- the torque with which the electrical machine excites the spring-steamer unit has a negative value if the speed of the electrical machine is negative and the speed of the crankshaft of the internal combustion engine is greater than or equal to zero.
- the torque with which the electrical machine controls the spring-steamer unit has a negative value if the number of drums of the electrical machine is negative, the number of drums of the crankshaft of the internal combustion engine is large or equal to zero and the torque that the spring steamer E__nh ⁇ t transferred to the internal combustion engine is less than a predetermined value.
- the negative value of the torque with which the electrical machine excites the spring-steamer unit can also be a constant value.
- the torque with which the electrical machine excites the spring-steamer unit is preferably brought to a positive value at a negative rotational speed of the electrical machine when the speed of the crankshaft is less than zero.
- a model calculation is preferably used to estimate the torque, taking into account the speed of the crankshaft of the internal combustion engine, the speed of the electrical machine and the spring characteristic of the spring of the spring / damper unit.
- the spring-steamer unit preferably has a spring that is progressive with a positive twist.
- the electrical machine can iron a rotor that forms the secondary mass of a two-mass flywheel.
- a first speed sensor is preferably provided, which detects the speed of the crankshaft of the internal combustion engine.
- a second speed sensor can detect the speed of the electrical machine.
- the output signal of the first speed sensor and / or the output signal of the second speed sensor is preferably supplied to the circuit.
- the electrical machine is preferably connected to a vehicle transmission via a clutch.
- the spring-damper unit excites the 'electric machine, has a positive value when the rotational speed of the electric machine is positive.
- positive rpm is to be understood as the positive rpm defined above.
- This positive value of the torque with which the electrical machine excites the spring-damper unit is preferably a constant value.
- the torque with which the electrical machine excites the spring-damper unit has a negative value if the speed of the electrical machine is negative.
- Negative speed is also to be understood here as the negative speed defined above.
- the inventive. Methods are provided that the torque with which the electrical machine excites the spring-damper unit, a negative ven value if the speed of the electrical machine is negative and the speed of the crankshaft of the internal combustion engine is greater than or equal to zero.
- the torque with which the electrical machine excites the spring-damper unit has a negative value if the speed of the electrical machine is negative, the speed of the crankshaft of the internal combustion engine is greater than or equal to Mull, and the torque that the spring-damper unit transmits to the internal combustion engine is less than a predetermined value.
- the negative value of the torque can be a constant value.
- the torque with which the electrical machine excites the spring-damper unit is brought to a positive value at a negative speed of the electrical machine if the speed of the crankshaft of the internal combustion engine is less than zero.
- a model calculation is preferably used to estimate the torque, which takes into account the speed of the crankshaft of the internal combustion engine, the speed of the electrical machine, and the characteristic of the spring-damper unit.
- FIG. 2 shows a schematic representation of an embodiment of the system according to the present invention
- FIG. 4 shows the curve of the torque with which the electrical machine excites the spring-damper unit, the curve of the torque that the spring-damper unit transmits to the internal combustion engine, the curve loss of the speed of the crankshaft of the internal combustion engine and the course of the curve of the speed of the electrical machine, for the area of the quasi-stationary drive;
- Figure 5 shows the curve of the torque with which the electrical machine excites the spring-damper unit, the curve of the torque that . the spring damper unit transmits to the internal combustion engine, the curve of the number of wires
- FIG. 1 shows a known system for starting a combustion motor VM, which is connected via a pulse start clutch ISK to an electrical machine in the form of a starter generator S / G.
- the starter generator S / G is connected via a clutch K to a vehicle body.
- FIG. 2 shows an exemplary embodiment of the present invention.
- the crankshaft V ' / i of an internal combustion engine VM is connected to an electrical machine in the form of a start generator S / G via a spring / steam unit F / D.
- the speed D2 of the crankshaft KW of the internal combustion engine VM is detected by a first speed sensor DG1.
- the speed D1 of the starter generator S / G is also detected by a second speed sensor DG2.
- the starter generator S / G is connected via a clutch K to a fan gear transmission FG, the clutch K preferably being disengaged during the starting or positioning process.
- the electrical machine can be a machine with a gear without a reduction gear.
- the positioning and / or starting of the pre-identification motor VM is carried out directly by a type of drive of the electrical machine S / G with periodic oscillation excitation and the torque transmission via the F ⁇ d ⁇ r-Dampfer-E h ⁇ it F / D.
- the spring / steam unit E / F / D can either be a torsion spring / steam unit which is already used for damping the initial damping or a modified design of this unit.
- Dab ⁇ i is di ⁇ electric machine S / G "r vegeta with the spring-Dampf ⁇ r-E h ⁇ it F / D correct phase driven, the Scnwmgung wodurcn sow ⁇ it excited /; ⁇ ro that the internal combustion engine ICE in pe ⁇ odiscnen Zeitonasen via the torsion spring of the spring damper ⁇ inheit F / D is turned on.
- a positive torque M2 of the starter generator S / G is sufficient for triggering control. However, in the border area, with extremely small torques M2 of the starter generator S / G, positive and negative torques M2 are more favorable in relation to the total towing torque M1.
- the speed D2 of the crankshaft KVJ of the combustion engine VM is ensor by a first rehischennahls DG1 is detected while the speed Dl of the electrical machine S / G is detected by a second speed sensor DG2.
- the spring torque can be estimated using the following calculation model:
- ⁇ c is the difference between the number D2 of the crankshaft KW of the internal combustion engine VM and the speed Dl of the electrical machine S / G.
- the vibration in both directions of rotation of the starter generator S / G can be positively excited with bipolar control (by energy supply);
- the starter generator S / G must be braked in good time in order to prevent the internal combustion engine VM from turning back.
- FIGS. 5 and 6 show the same curves, with the exception that instead of the number of wires Dl of the electrical machine S / G, the angle of rotation W2 of the crankshaft is shown.
- the curves apply to an internal combustion engine that has a total towing torque Ml of 150 Nm. This corresponds to the total towing torque of a mid-range engine at -25 ° C.
- the torque M2 with which the electrical machine S / G excites the spring-damper unit corresponds to 50 Nm in the case shown.
- the torsional stiffness and the damping values of the spring / damper unit F / D were determined according to values from F ⁇ d ⁇ r-Där ⁇ pf ⁇ r- systems, which are used to decouple the alternating torque. te of the internal combustion engine VM between the Vercr ⁇ nnungsmotor VM and the vehicle transmission FG are used.
- the torque M2 with which the starter generator excites the spring-damper emission F / D, is always fully controlled with excitation at a positive number of revolutions Dl, while at negative speed Dl only the phase with positive torsional torque is used.
- the starter generator S / G was only driven with full positive or negative torque M2 or with a torque of zero.
- crankshaft KW will turn back very weakly for a short time, but this is not a problem here.
- This weak turning back of the crankshaft KW can also be prevented by briefly counter-phase activation of the starter generator S / G if this brings advantages.
- the average speed of the crankshaft KW also results from the angle of rotation curve W2, a speed of 22 l / minute being achieved in the case shown.
- the limits of the torque of the starter generator S / G for positioning in the desired direction of rotation ii ⁇ g ⁇ n with damping, which are common in a two-mass flywheel, are approximately 5 times below the total attachment torque Ml. «• This can also be shown by a simulation calculation.
Landscapes
- 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)
- Hybrid Electric Vehicles (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
MXPA01010689A MXPA01010689A (es) | 2000-02-22 | 2001-01-26 | Sistema y metodo de arranque y posicionamiento. |
JP2001561913A JP2003524115A (ja) | 2000-02-22 | 2001-01-26 | 始動および/または位置決めシステムならびに始動および/または位置決め方法 |
EP01915001A EP1192353A1 (de) | 2000-02-22 | 2001-01-26 | Start- und/oder positioniersystem und -verfahren |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10007956.3 | 2000-02-22 | ||
DE10007956A DE10007956B4 (de) | 2000-02-22 | 2000-02-22 | System und Verfahren zum Starten eines Verbrennungsmotors |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2001063124A1 true WO2001063124A1 (de) | 2001-08-30 |
Family
ID=7631784
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2001/000306 WO2001063124A1 (de) | 2000-02-22 | 2001-01-26 | Start- und/oder positioniersystem und -verfahren |
Country Status (6)
Country | Link |
---|---|
US (1) | US20020152980A1 (de) |
EP (1) | EP1192353A1 (de) |
JP (1) | JP2003524115A (de) |
DE (1) | DE10007956B4 (de) |
MX (1) | MXPA01010689A (de) |
WO (1) | WO2001063124A1 (de) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3454249B2 (ja) | 2000-11-27 | 2003-10-06 | トヨタ自動車株式会社 | エンジンクランキング時制振装置 |
JP4064428B2 (ja) * | 2006-05-24 | 2008-03-19 | 本田技研工業株式会社 | 内燃機関の制御装置 |
US7996145B2 (en) | 2007-05-03 | 2011-08-09 | GM Global Technology Operations LLC | Method and apparatus to control engine restart for a hybrid powertrain system |
US7886709B2 (en) * | 2009-05-29 | 2011-02-15 | GM Global Technology Operations LLC | Spring start for a vehicle engine |
DE102009033544B4 (de) | 2009-07-14 | 2018-08-23 | Volkswagen Ag | Verfahren und Vorrichtung zum Anlassen einer Verbrennungskraftmaschine |
GB2474659A (en) * | 2009-10-20 | 2011-04-27 | Gm Global Tech Operations Inc | Internal combustion engine starter-generator drive system with two one-way clutches |
DE102012025001A1 (de) * | 2012-12-20 | 2014-06-26 | Volkswagen Aktiengesellschaft | Verfahren und Vorrichtung zum Anlassen einer Verbrennungskraftmaschine |
US9145862B2 (en) * | 2013-05-29 | 2015-09-29 | Ford Global Technologies, Llc | Hybrid electric vehicle engine starting with a preloaded damper spring |
DE102013114197B4 (de) | 2013-12-17 | 2021-08-12 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Antriebseinheit für ein Kraftfahrzeug |
DE102020121957A1 (de) | 2020-08-21 | 2022-02-24 | Bayerische Motoren Werke Aktiengesellschaft | Start-Stopp-System mit mechanischem Energiespeicher für ein Kraftfahrzeug, Kraftfahrzeug sowie Verfahren zum Betreiben eines solchen Antriebsstrangs |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4423577A1 (de) * | 1994-02-28 | 1995-08-31 | Clouth Gummiwerke Ag | Verfahren zur aktiven Schwingungsdämpfung und ein System zu dessen Durchführung |
DE19631384C1 (de) * | 1996-08-02 | 1997-10-16 | Clouth Gummiwerke Ag | Elektrische Maschine in einem Antriebsstrang, z. B. eines Kraftfahrzeuges |
DE19724921A1 (de) * | 1997-06-12 | 1998-12-17 | Mannesmann Sachs Ag | Antriebssystem für ein Kraftfahrzeug |
DE19858992A1 (de) * | 1998-04-20 | 1999-10-21 | Bosch Gmbh Robert | Start-/Antriebseinheit für eine Brennkraftmaschine eines Kraftfahrzeuges |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4538563A (en) * | 1984-09-04 | 1985-09-03 | Peterson American Corporation | Helical coil spring damper assemblies |
DE69016709T2 (de) * | 1989-07-13 | 1995-06-08 | Yamaha Motor Co Ltd | Ventil und Federanordnung für Brennkraftmaschine. |
AT398188B (de) * | 1992-05-05 | 1994-10-25 | Laimboeck Franz | Antriebsvorrichtung für ein kraftfahrzeug |
DE19748665A1 (de) * | 1997-11-04 | 1999-05-06 | Isad Electronic Sys Gmbh & Co | Vorrichtung zur Schwingungsisolierung und Verfahren zu deren Betreiben |
DE19852085C1 (de) * | 1998-11-12 | 2000-02-17 | Daimler Chrysler Ag | Starteinrichtung für eine Brennkraftmaschine und Verfahren zum Starten der Brennkraftmaschine |
US6616569B2 (en) * | 2001-06-04 | 2003-09-09 | General Motors Corporation | Torque control system for a hybrid vehicle with an automatic transmission |
-
2000
- 2000-02-22 DE DE10007956A patent/DE10007956B4/de not_active Expired - Fee Related
-
2001
- 2001-01-26 US US09/937,891 patent/US20020152980A1/en not_active Abandoned
- 2001-01-26 EP EP01915001A patent/EP1192353A1/de not_active Withdrawn
- 2001-01-26 JP JP2001561913A patent/JP2003524115A/ja active Pending
- 2001-01-26 WO PCT/DE2001/000306 patent/WO2001063124A1/de not_active Application Discontinuation
- 2001-01-26 MX MXPA01010689A patent/MXPA01010689A/es unknown
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4423577A1 (de) * | 1994-02-28 | 1995-08-31 | Clouth Gummiwerke Ag | Verfahren zur aktiven Schwingungsdämpfung und ein System zu dessen Durchführung |
DE19631384C1 (de) * | 1996-08-02 | 1997-10-16 | Clouth Gummiwerke Ag | Elektrische Maschine in einem Antriebsstrang, z. B. eines Kraftfahrzeuges |
DE19724921A1 (de) * | 1997-06-12 | 1998-12-17 | Mannesmann Sachs Ag | Antriebssystem für ein Kraftfahrzeug |
DE19858992A1 (de) * | 1998-04-20 | 1999-10-21 | Bosch Gmbh Robert | Start-/Antriebseinheit für eine Brennkraftmaschine eines Kraftfahrzeuges |
Also Published As
Publication number | Publication date |
---|---|
MXPA01010689A (es) | 2002-11-04 |
EP1192353A1 (de) | 2002-04-03 |
US20020152980A1 (en) | 2002-10-24 |
DE10007956B4 (de) | 2005-09-01 |
JP2003524115A (ja) | 2003-08-12 |
DE10007956A1 (de) | 2001-08-30 |
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