WO2003040551A2 - Dispositif de demarrage pour moteur a combustion interne - Google Patents

Dispositif de demarrage pour moteur a combustion interne Download PDF

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Publication number
WO2003040551A2
WO2003040551A2 PCT/DE2002/004162 DE0204162W WO03040551A2 WO 2003040551 A2 WO2003040551 A2 WO 2003040551A2 DE 0204162 W DE0204162 W DE 0204162W WO 03040551 A2 WO03040551 A2 WO 03040551A2
Authority
WO
WIPO (PCT)
Prior art keywords
control electronics
starting device
module
control
internal combustion
Prior art date
Application number
PCT/DE2002/004162
Other languages
German (de)
English (en)
Other versions
WO2003040551A3 (fr
Inventor
Stephan Rosenberg
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to DE50212484T priority Critical patent/DE50212484D1/de
Priority to EP02796497A priority patent/EP1446576B1/fr
Publication of WO2003040551A2 publication Critical patent/WO2003040551A2/fr
Publication of WO2003040551A3 publication Critical patent/WO2003040551A3/fr

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
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3005—Details not otherwise provided for
    • 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
    • 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
    • F02N11/101—Safety devices for preventing engine starter actuation or engagement
    • F02N11/103—Safety devices for preventing engine starter actuation or engagement according to the vehicle transmission or clutch status
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/30—Control related aspects of engine starting characterised by the use of digital means
    • 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
    • F02N2300/30—Control related aspects of engine starting characterised by the use of digital means
    • F02N2300/302—Control related aspects of engine starting characterised by the use of digital means using data communication

Definitions

  • the invention relates to a starting device for an internal combustion engine according to the preamble of claim 1.
  • Such a starting device is known from EP 0 808 420 B1.
  • the power switching module be made redundant by providing two power switches connected in series.
  • the starting device can then tolerate certain operating faults, for example: B. the "hang" of one of the circuit breakers in a closed switching state. Even the faulty activation of one of the circuit breakers, which is not based on activation of the control electronics, does not lead to an unwanted initiation if the circuit breakers described in EP 0 808 420 B1 are suitably designed the start process.
  • the failure of the control electronics during the starting process is due to a voltage undersupply. Due to the high power consumption of the starter motor, especially at the start of the starting process, the voltage in the supply network of the internal combustion engine, from which the control electronics are usually supplied, drops to such an extent that the., Especially in unfavorable operating conditions, such as long battery life or low outside temperature Control electronics no longer works in a defined manner. Falling below a certain voltage limit usually leads to a spontaneous initialization of the control electronics, during which it is not ready for operation, so that the starting process cannot be continued in a defined manner. According to the control electronics is designed so that it can tolerate such undersupply. This can be done in alternative ways: B.
  • control electronics can be used to build the control electronics modules that manage with a low, despite a drop in voltage when starting supply voltage still present.
  • control electronics can be supplied with a voltage that is independent of the supply network, the independent voltage supply only having to have a low performance. Despite the required independence of the two voltage sources, they do not necessarily have to be completely separate from one another.
  • the additionally available voltage supply can be designed, for example, as an accumulator that is charged by the other voltage supply during operation of the internal combustion engine. In both variants of the design of the starting device shown above, the control electronics tolerate a voltage waste in the course of the starting process, so that a safe start of the Brerinkrafrmaschine is guaranteed.
  • Control electronics offers the possibility of integrating additional safety functions. So the monitoring processor z. B. monitor the temperature, fuel pressure, level of lubricant or other operating parameters on which the processor makes the initiation of a start process by the control electronics dependent.
  • a control electronics can retrieve operating parameter data from a previous operating cycle of the fuel force machine independently of the power supply machine control, whereby the safety of the starting process is further increased.
  • Control electronics according to spoke 5 even in cases in which the control electronics are part of the internal combustion engine control system, it is ensured that during the starting process, even during the short period in which the internal combustion engine control system may not work properly due to a voltage undersupply, there is a safe starting behavior.
  • Control electronics according to claim 6 can be designed to be economically tolerable in a known manner.
  • Electronic circuit breakers according to spoke 7 are particularly suitable in connection with control electronics designed as a logic module. Examples of such power switching modules can be found in EP 0 808 420 B1 and in DE 198 11 176 AI.
  • a resettable timer ensures that the corresponding output of the control electronics is always in a defined state. In this way it can also be ensured that the power switching module is always controlled in a defined manner.
  • An independent voltage source for supplying the control electronics leads, as already explained above, to a supply of the control electronics which is secured against voltage fluctuations during the starting process.
  • the independent power supply can be designed so that it is only switched on when needed, d. H. then when the supply voltage of the supply network falls below a predetermined value.
  • An enable signal channel according to claim 10 leads to the possibility of preventing the starting process when processor parameters are presented for unsafe operating parameters of the internal combustion engine.
  • a monitoring signal line leads to an increase in the sensitivity of the monitoring, so that error sources in the power switching module can be precisely recognized.
  • a plurality of monitoring information items can be transmitted on a single signal line by means of a pulse-width-modulated signal.
  • a starting device creates an emergency running property of the internal combustion engine. Despite the presence of a circuit breaker malfunction, the circuit breaker can continue to start due to the redundancy given, albeit with reduced safety. A monitoring information associated with the malfunction of a circuit breaker is forwarded or displayed so that it can be remedied promptly.
  • a signal extension module according to spoke 15 ensures a minimum control period for the power switching module, so that the starting process can be completed safely.
  • a delay module according to spoke 16 can be used to ensure that a predetermined fuel pressure prevails at the beginning of the activation of the starter motor, in which it is ensured that the fuel pump has a predetermined period of time for making available the fuel dirt before the actual starting process begins.
  • a release signal channel connected to an external signal transmitter according to claim 17 ensures that the starting process only when fulfilled. conditions.
  • the external conditions can include in particular: the position of a clutch actuating device (claim 18) and the position of a selector lever or selector switch for an automatic transmission (claim 19). In this way, incorrect operation during the starting process of the internal combustion engine is prevented.
  • control electronics By connecting the control electronics with a speed sensor according to claim 20 it can be ensured that the starting process takes place when the internal combustion engine is stopped, so that damage to the starting device or the braking force machine is prevented by initiating a starting process while the braking force machine is running.
  • Figure 1 shows schematically a brake force machine with a starting device according to the invention
  • FIG. 3 schematically shows an alternative to the starting device of FIG. 2.
  • a fuel metering device designated overall by 100 in FIG. 1, which can be started with the starting devices to be described below, is metered by a fuel metering device 105.
  • An electric fuel pump (EKP) 110 conveys the fuel from a reservoir 115 and makes it available to the fuel metering device 105.
  • the fuel metering device 105 and the Fuel pump 110 are controlled by an engine control system 120.
  • the internal combustion engine control unit 120 is supplied with a supply voltage by a battery 130.
  • the battery 130 is connected to a starter 140 via a starter switch 135 and the engine control unit 120.
  • a speed sensor 145 arranged on the internal combustion engine 100 is scanned by a speed sensor 150, which supplies a corresponding speed signal to the internal combustion engine controller 120.
  • FIG. 2 schematically shows the assemblies in more detail, from which a first embodiment of a starting device, designated overall by 160, for the internal combustion engine 100 is built.
  • the components for controlling starter 140 are integrated in internal combustion engine control 120.
  • the starter 140 for the internal combustion engine 100 is controlled via two starter relays 165, 170 connected in series, which connect the starter to the battery 130 in the closed state.
  • the starter relays 165, 170 are controlled via two power amplifiers of the brake force control 120, of which two starter end call transistors 175, 180 are shown schematically in FIG. 2.
  • the latter are controlled via control lines 185, 190 by a control electronics module 195, which is integrated in a monitoring processor 200 for operating parameters of the internal combustion engine 100.
  • the monitoring processor is in turn an integral part of the engine control 120.
  • Via a control line 205 and an EKP Power amplifier transistor 210 drives control electronics module 195 EKP 110 (not shown in FIG. 2).
  • the monitoring processor 200 and in particular the control electronics module 195 are designed so that they can be operated with a supply voltage which is less than 5 V, for. B. with 3.5 V.
  • a further component of the monitoring processor 200 is, in addition to the control electronics module 195, an electronic monitoring module 215. This is via a monitoring signal line 220 with a line section between the starter 140 and the starter relay 170 which is closer to it along the electrical connection to the battery 130 and via a monitoring signal line 222 to a line section between the starter relay 170 and the starter relay 165 further away from the starter 140 along the electrical connection to the battery 130. Furthermore, the monitoring module 215 is connected via a monitoring signal line 225 with a line section between the starter output transistor 175 and the starter relay 165 associated therewith and with a monitoring signal line 230 with a line section between the starter end call transistor 180 and the starter relay 170 associated therewith in connection. Finally, the monitoring module 215 is connected to a line section between the EKP output stage transistor 210 and the EKP 110 by means of a monitoring signal line 235.
  • Analog-digital (A / D) converters (not shown) assigned to the monitoring signal lines 220, 222, 225, 230, 235 are integrated in the monitoring module 215.
  • the latter is connected to a voltage selection module 245 via a supply module 240 of the monitoring processor 200.
  • This is connected via a first supply line 250 to a supply network (not shown) of the internal combustion engine fed by the battery 130 and via a second supply line 255 to an internal voltage source 260 of the internal combustion engine control unit 120, which is independent of the supply voltage of the battery 130, e.g. B. a single cell, in connection.
  • the control electronics module 195 for activating the output stage transistors 175, 180, 210 is activated via an activation line 265, in which the starter switch 135 is arranged as an actuating device for initiating the start of the internal combustion engine 100 by the user.
  • the control electronics module 195 is connected to an external signal transmitter in the form of a monitoring sensor 275 via an enable line 270.
  • the monitoring sensor 275 can e.g. B. in an automatic transmission, a position sensor for the position of a selector lever or selector switch of the transmission of the internal combustion engine 100. In a manual transmission, the monitoring sensor 275 can be a position sensor for the position of the clutch of the internal combustion engine 100.
  • the control electronics module 195 is connected via an interface unit 280 to a main processor 285 of the burner control unit 120.
  • the interface unit 280 ensures, in particular, a bidirectional data exchange of operating parameter data for the operation of the braking force machine 100.
  • the control electronics module 195 has a rewritable memory module 325.
  • the control electronics module 195 is connected to a speed data processing unit 295 of the internal combustion engine controller 120 via a signal line 290.
  • the speed data processing unit 295 is connected to the speed sensor 150 (not shown in FIG. 2) via a signal line 300 ,
  • the speed data conditioning unit 295 is connected to the main processor 285 via a signal line 305.
  • the main processor 285 is connected to the first supply line 250 via a supply line section 310.
  • the main processor 285 is connected to a crash signal generator (not shown) via a signal line 315.
  • the main processor 285 has a rewritable memory module 320 for storing operating parameter data of the internal combustion engine 100.
  • the starting device 160 acc. Fig. 2 works as follows:
  • the voltage selection module 245 ensures that the monitoring processor 200 is supplied by the supply network via the first supply line 250. In cases where the supply voltage on the first supply line 250 is below a critical value of e.g. B. 3.5 V drops, the voltage selection module 245 switches from the first supply line 250 to the second supply line 255 and ensures an uninterrupted continuation of the voltage supply of the monitoring processor 200 via the internal voltage source 260.
  • the starter switch 135 is actuated with the supply network activated at the start of the brake-trap machine 100.
  • the control electronics module 195 thereby receives an activation signal via the activation line 265.
  • the control electronics module 195 then checks whether the output stage transistors 175, 180, 210 can be activated to control the EKP 110 and the starter 140.
  • the control electronics module 195 checks whether a release signal is present on the enable line 270. This is the FaU if the selector lever or selector switch is positioned in the "P" or "N" position on an automatic transmission or if the clutch is depressed on a manual transmission.
  • the control electronics module 195 also checks by querying the signal line 290 whether the internal combustion engine 100 is at a standstill. Only in this case are the output stage transistors 175, 180, 210 driven.
  • the starter power stage transistors 175, 180 can be driven a predetermined time after the EKP power stage transistor 210, so that it is ensured that the EKP 110 has already built up a predetermined fuel pressure when the starter 140 is activated.
  • the starter output transistors 175, 180 are activated, the starter relays 165, 170 are closed, so that the starter 140 meshes and the internal combustion engine 100 starts.
  • the supply voltage may drop in the supply network. If the supply voltage on the first supply line 250 falls below 3.5 V, the voltage selection module 245 switches to the second supply supply line 255 um, so that an uninterruptible power supply to the control electronics module 195 is given;
  • the main processor 285 transmits to the control electronics module 195 whether there is a crash signal on the crash signal line 315 and sets a corresponding crash identification symbol in the memory module 325.
  • a crash signal is generated, for example, by an accident in a vehicle having internal combustion engine 100. If the crash identification symbol is present in the memory module 325, the output stage transistors 175, 180, 210 are not activated by the control electronics module 195.
  • the main processor 285 can also set an enable / stop identifier in the memory module 325 via the melting point unit 280, which, in the presence of certain operating situations of the internal combustion engine 10.0, is main processor-controlled with the starter switch 135 closed and enables or disables the activation of the control electronics module 195 (enable). Stop) can.
  • Such an operating state can be given, for example, by an increased temperature of the internal combustion engine 100, which is transmitted to the main processor 285 via a corresponding sensor (not shown).
  • a corresponding error identifier is stored in the memory chip 325.
  • Appropriate diagnostic information is then forwarded via interface unit 280 to main processor 285, which transmits this diagnostic information to an auxiliary device in the cockpit of the vehicle (not shown). If one of the two starter relays 165, 170 can no longer be opened, starter 140 can still be actuated via the other starter relay 165, 170, but the safety of the starting process is due to the lack of redundancy that is normally provided by the two Starter relay 165, 170 is provided impaired.
  • crash identifier in the memory module 325 means that the activation of the control electronics module 195 can no longer take place until the crash identifier is reset. Such a reset can only be carried out by specialist personnel, e.g. B. be carried out in a workshop.
  • the control electronics module of the starting device is designed as a logic module 340 which is implemented separately from the engine control 120.
  • the logic modules 340 is designed as a low-voltage logic module, which with an operating voltage of z. B. 3.5 V can work. It has two integrated electronic circuit breakers 345, 350 which are connected in series.
  • the electronic circuit breaker 345 acc. 3 has the combined function of the starter output transistor 175 and the starter relay 165 according to FIG. Fig. 2.
  • FIG. 3 has the combined function of the starter output transistor 180 and the starter relay 170 according to FIG. Fig. 2. Only one magnetic switch 355 actuating the starter 140 is shown in Fig. 3.
  • the electronic circuit breakers 345, 350 are supplied via a supply line 360 via the supply network of the internal combustion engine 100.
  • the logic control of the electronic circuit breakers 345, 350 proceeds in the same way for each of the circuit breakers 345, 350, so that only the sound of the logic control of the electronic circuit breaker 345 is explained in the course of this description:
  • a control input 'of the electronic circuit breaker 345 is connected via a control line 365 to the output of a logic AND gate 370.
  • a first input of the AND gate 370 is connected to the output of a logic OR gate 375 via a signal line 380.
  • a first input of the OR gate 375 is connected to the activation line 265, the activation line 265 being set up in a known manner to generate a logic signal level.
  • On The second input of the OR gate 375 is connected via a signal line 385 to the output of a logic signal extension module 390.
  • the input of the logic signal extension module 390 is connected to the input side of the magnetic switch 355 via a signal line 395, the latter being set up in a known manner to form a logic signal level.
  • a second input of the AND gate 370 is connected to the output of an RS flip-flop 400 via a signal line 405.
  • the set input of the RS flip-flop 400 is connected to the main processor 285 of the internal combustion engine control system 120 via a processor enable line 408.
  • the reset input of the RS flip-flop 400 is connected to the main processor 285 via a processor switch-off line 410.
  • a third input of the AND gate 370 is connected via a signal line 415 to the output of a logic converter 420, the input of which is connected to the enable line 270.
  • the latter is set up in a known manner to form a logical signal level.
  • the electronic circuit breakers 345, 350 are connected to the inputs of a logical AND gate 435 via monitoring signal lines 425, 430, the output of which is connected to the main processor 285 via a diagnostic line 440.
  • the starting device 160 functions as follows:
  • the logic module 340 for controlling the magnet switch 355 is activated via the series-connected electronic circuit breakers 345, 350, as is the case in connection with the circuit breakers of the starting device . 160 of FIG. 2 has been described.
  • a logic H (high) level must be present at each input of the AND gates 370 respectively assigned to the power switches 345, 350.
  • a logic H level is present at the first input of the AND gates 370.
  • the second input of the AND gate 370 has a logic H level when the RS flip-flop 400 is set via the processor enable line 408.
  • the third inputs of the AND gates 370 are at an H level when the enable line 270 is at an L (low) level, i. that is, when the selector lever or selector switch is located in the "P" or “N” position in an automatic transmission, or when the clutch is depressed in a manual transmission. If there is an H level on all three inputs of the AND gates 370, the electronic circuit breakers 345, 350 are controlled and, via this, the magnetic switch 355, so that the starter 140 engages and the internal combustion engine 100 starts.
  • the electronic power switches 345, 350 are not activated. This is e.g. .B. this is the case when the signal line 405 is reset to an L level via the processor switch-off line 410 and the RS flip-flop 400 and there is therefore an L level at the second inputs of the AND gates 370. Alternatively or additionally, this is the case if the third inputs of the AND gates 370 have an L level due to an H level on the enable line 270 due to the logic effect of the inverter 420. In this way, the processor Enable line 408 or processor switch-off line 410 achieves the same effect as by means of the identification characters “Enable” or “Stop” in the starting device 160 in FIG. 2.
  • the operation of the main processor 285 is required for the function of the starting device 160, so that it must also be designed to be low-voltage.
  • the embodiment according to FIG. 3 can be modified by connecting the processor enable line 408 to the activation line 265 and the processor switch-off line 410 to the enable line 270.
  • the logic module 340 then functions separately from the main processor 285.
  • the logical signal extension module 390 is provided for this FaU. If an H level is present at its input via the signal line 395, this generates an H level on the signal line 385 for a predetermined period of time. Regardless of whether an H level is still present on the activation line 265 In this case, the first inputs of the AND gates 370 via the OR gate 375 at an H level, so that the electronic power switches 345, 350 can control the magnetic switch 355 during the time period specified by the logic signal extension module 390. The internal combustion engine 100 can start safely in this way.
  • control outputs 185, 190, 205 in the embodiment according to FIG. 2 and 365 in the embodiment according to FIG. 3 can be reset with timers (Watchdog timers) that ensure that these outputs always have a defined operating status.
  • the monitoring signal on the monitoring signal lines 425, 430 is pulse-width modulated, so that the main processor 285 can decide by evaluating the diagnostic line 440 which electronic circuit breaker 345, 350 which monitoring state is to be assigned.

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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)
  • Means For Warming Up And Starting Carburetors (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L'invention concerne un dispositif de démarrage (160) pour un moteur à combustion interne présentant un moteur de démarrage (140) ainsi qu'un dispositif de commande de démarrage servant à commander le moteur de démarrage (140). Ce dernier comprend un ensemble de commutation de courant (165, 170, 175, 180), qui relie le moteur de démarrage (140) à une source d'alimentation (130). De plus, ledit dispositif de commande de démarrage présente une électronique de commande (195) utilisée pour commander ledit ensemble de commutation de courant (165, 170, 175, 180) ainsi qu'un dispositif d'actionnement (135) utilisé pour actionner ladite électronique de commande (195). Ladite électronique de commande (195) est conçue pour pouvoir fonctionner avec une tension d'alimentation inférieure à 5 V, ceci permettant un fonctionnement plus sûr dudit dispositif de démarrage également lors d'une chute de la tension d'alimentation au cours du démarrage.
PCT/DE2002/004162 2001-11-09 2002-11-08 Dispositif de demarrage pour moteur a combustion interne WO2003040551A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE50212484T DE50212484D1 (de) 2001-11-09 2002-11-08 Startvorrichtung für eine brennkraftmaschine
EP02796497A EP1446576B1 (fr) 2001-11-09 2002-11-08 Dispositif de demarrage pour moteur a combustion interne

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10155111A DE10155111A1 (de) 2001-11-09 2001-11-09 Startvorrichtung für eine Brennkraftmaschine
DE10155111.8 2001-11-09

Publications (2)

Publication Number Publication Date
WO2003040551A2 true WO2003040551A2 (fr) 2003-05-15
WO2003040551A3 WO2003040551A3 (fr) 2003-08-14

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PCT/DE2002/004162 WO2003040551A2 (fr) 2001-11-09 2002-11-08 Dispositif de demarrage pour moteur a combustion interne

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EP (1) EP1446576B1 (fr)
AT (1) ATE400737T1 (fr)
DE (2) DE10155111A1 (fr)
WO (1) WO2003040551A2 (fr)

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Publication number Priority date Publication date Assignee Title
EP1312799A2 (fr) * 2001-11-16 2003-05-21 Robert Bosch Gmbh Dispositif de démarrage pour moteurs à combustion interne
EP1882849A1 (fr) * 2005-05-18 2008-01-30 Fujitsu Ten Limited Dispositif et méthode de commande démarrage de moteur
CN102834890A (zh) * 2010-03-05 2012-12-19 Abb技术股份公司 用于低压或中压装置的供电和控制单元

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JP4258420B2 (ja) * 2004-04-21 2009-04-30 株式会社デンソー エンジン始動制御装置
JP2006070752A (ja) * 2004-08-31 2006-03-16 Nissan Motor Co Ltd エンジン始動制御装置および制御方法
DE102010005683A1 (de) 2010-01-26 2011-07-28 Volkswagen AG, 38440 Verfahren und Vorrichtung zur automatischen Unterbrechung einer Bestromung eines Anlassers für ein Fahrzeug
DE102010029210B4 (de) * 2010-05-21 2015-06-11 Robert Bosch Gmbh Verfahren und Vorrichtung zum Starten und Stoppen einer Brennkraftmaschine

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Publication number Priority date Publication date Assignee Title
EP0808420B1 (fr) 1995-02-03 1999-04-07 Robert Bosch Gmbh Dispositif de demarrage pour moteur a combustion interne
DE19811176A1 (de) 1997-10-11 1999-04-15 Bosch Gmbh Robert Anordnung und Verfahren zur Steuerung einer elektrischen Maschine

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ATE400737T1 (de) 2008-07-15
EP1446576B1 (fr) 2008-07-09

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