CN104471237B

CN104471237B - Diagnosis for starting system

Info

Publication number: CN104471237B
Application number: CN201380038293.6A
Authority: CN
Inventors: H·德雷埃尔; G·莱德费尔特
Original assignee: Scania CV AB
Current assignee: Scania CV AB
Priority date: 2012-06-19
Filing date: 2013-06-12
Publication date: 2016-09-21
Anticipated expiration: 2033-06-12
Also published as: EP2875234A4; BR112014031507A2; RU2605079C2; SE1250655A1; CN104471237A; WO2013191617A1; EP2875234A1; SE536553C2; RU2015101278A

Abstract

Combustion engine (120) in vehicle is by mean of including that the starting system of electronic startup motor (110) starts.The function of starting system is by mean of including measuring cell, starts motor analyser (160) and the test system evaluation of control unit (170).Supply voltage and the revolutions per minute of combustion engine (120) of the supply extremely electronic startup motor (110) when starting motor (110) and being activated measured by measuring cell.Start motor analyser (160) and define the readiness (S) of starting system according to supply voltage and revolutions per minute.According to readiness (S), control unit (170) assesses whether to need the information in addition to supply voltage and revolutions per minute.If it is required, then perform interactive communication process, wherein at least one processes step, operator (OP) is required to control unit (170) input information (OPInp).The extended mode message (TR) of the functional status of definition starting system is produced based on interactive communication process by control unit (170).

Description

Diagnostics for a starting system

Background of the invention and Prior Art

The present invention generally relates to diagnostics for a starting system in a motor vehicle. The invention relates in particular to a test system for determining the functionality of a starting system in a vehicle and to a method for determining the functionality of a starting system in a vehicle.

Substantially all current motor vehicles are equipped with a combustion engine attached to an electric starter motor that can be started. The function of the starter motor is therefore crucial for the operation of the vehicle. There are various known solutions for checking this function. For practical reasons, it is understood that it is preferred that the starter motor need not be removed from the vehicle to test the starter motor. It is contemplated that the functionality of the starting system may also be evaluated without the vehicle needing to enter a repair shop.

US 2012/0017618 describes a system for predicting whether there is any fault imminent on the starter motor. The system monitors the rpm of the starter motor and battery charge, as well as the ambient air temperature. The measured values are compared with corresponding predicted values and an alarm is generated if the revolutions per minute is lower than the predicted values.

US 2009/0217897 discloses a diagnostic device for a combustion engine with an associated electrical system including a battery. Here, the diagnostic device monitors electrical system parameters such as starting current and power supplied to the starter motor.

US 2010/0175656 provides a method for monitoring a starter motor system comprising a charging system, a battery, a starter motor and a flywheel. For example, here, the charging voltages are compared with a predetermined battery charge value, and a signal for the operator is generated (such as by illuminating a warning light) if at least one of the charging voltages is outside a predetermined range. The operator of the system may also be required to perform one or more actions in response to the generated signal.

Problems associated with the prior art

Thus, various solutions exist for evaluating the function of a starting system in a motor vehicle. However, there are no examples of such solutions: on the one hand, simple diagnostics are enabled during normal operation of the vehicle, and on the other hand, it is ensured that all appropriate parameters are taken into account at the time of the diagnostics.

Disclosure of Invention

It is therefore an object of the present invention to provide a solution to this problem that enables a simple, safe and reliable diagnosis of a motor vehicle starting system.

According to an aspect of the invention, the object is achieved by means of a test system as described above, wherein the test system comprises a control unit configured to activate the start-up system only in response to a start-up request from an operator. Thereby ensuring that potentially dangerous actions, such as starting the vehicle motor, cannot occur in any way other than by the operator's initiative. The control unit is further configured to perform the following steps based on the preparation state: it is determined whether information other than the power supply voltage and the rpm is required for the relevant diagnosis, and if necessary, an interactive communication process is performed. This process comprises that the operator is asked to input information to the control unit in at least one process stage. Based on the interactive communication process, the control unit is configured to generate an extended status message describing a functional status of the initiating system. This system is advantageous because these tests can be highly flexible and based on vehicle-related data that is highly complex for automatic acquisition, such as considering the clicking sound from the electric starter motor. The interactive communication process is generally advantageous in that it enables efficient sharing of actions between the operator and the machine, such as with respect to measurements and calculations. This ensures the robustness and accuracy of the system.

According to one embodiment of this aspect of the invention, the test system comprises at least one user interface configured to provide information generated by the control unit to an operator and to receive input signals from the operator. Efficient exchange of information can thus be achieved.

According to another embodiment of the present aspect of the invention, the control unit is configured for receiving at least one sensor signal in addition to the basic technical data in the form of a supply voltage supplied to the electric starter motor and the revolutions per minute of the combustion engine. The control unit is configured for generating the extended status message further based on the at least one sensor signal. These tests may thus for example be further based on one or more voltage measurements in critical parts of the starting system.

According to yet another embodiment of the present aspect of the invention, the control unit is configured to determine, by means of an interactive communication procedure with an operator, whether a base condition allowing activation of the starter motor is present. The control unit is configured to enable activation of the starter motor only if said base condition exists. For example, the base conditions may include satisfaction of a start condition associated with an alcohol lock in the vehicle and/or a combustion engine not running. Important safety risks can thus be avoided.

According to another embodiment of this aspect of the invention, there is at least one user interface configured for receiving an input signal from an operator regarding at least any one of the acoustic and/or optical signals generated by the vehicle in connection with activation of the starter motor, such as any suspect sound from the motor. This type of data is often difficult to obtain automatically from a vehicle.

According to yet another embodiment of this aspect of the invention, the test system includes one or more temperature measurement elements configured to measure at least one temperature associated with the vehicle. Here, the starter motor analyzer is configured to define the readiness further based on at least one measured temperature. For example, ambient temperature and the characteristic temperature of the combustion engine are two important parameters for evaluating the function of an electric starter motor.

According to an embodiment of the present aspect of the invention, the object is achieved by means of a method as described above, wherein the start-up system is activated only in response to a start-up request from the operator. Based on the preparation state, the following steps are also performed: determining whether information other than the basic technical data is required, if so, performing an interactive communication process, wherein the operator is requested to input information to a control unit in at least one process step, and generating an extended status message defining a functional status of the starting system based on the interactive communication process. The advantages of the present method and its preferred embodiments are presented in the discussion above regarding the proposed system.

According to another aspect of the invention, the object is achieved by means of a computer program directly downloadable to the internal memory of a computer and comprising software for controlling those steps according to the method as suggested above when said program is run on a computer.

According to yet another aspect of the invention, the object is achieved by means of a computer-readable medium having a program stored thereon, wherein the program is written such that a computer is able to control those steps according to the method as suggested above.

Drawings

The invention is explained in more detail below with reference to embodiments given as examples and with reference to the drawings.

Figure 1 shows a schematic depiction of the proposed system,

figure 2 shows an overview of how an electric starter motor may be provided for starting a combustion engine in a motor vehicle according to one embodiment of the invention,

fig. 3a-b show graphs for explaining how the readiness of the starting system can be defined according to an embodiment of the invention, and

fig. 4 shows a flow chart explaining the summary method according to the present invention.

Detailed Description

Reference is initially made to fig. 1, which schematically shows a proposed test system for determining the function of a starting system in a motor vehicle. It is envisaged that the starting system is arranged to start a combustion engine 120 in a vehicle by means of an electric starter motor 110.

The test system comprises: a measurement element, a start motor analyzer 160 and a control unit 170. Fig. 2 shows in somewhat more detail how the electric starter motor 110 is coupled to the combustion engine 120 according to one embodiment of the invention. Fig. 2 also shows the aforementioned measuring elements 130 and 140, which are configured for measuring basic technical data, including the supply voltage supplied to the electric starter motor 110 and the RPM of the combustion engine 120 when the starter motor 110 is activated.

The starter motor analyzer 160 is configured to define a readiness S of the starting system based on said base technical data U.

The control unit 170 is configured to activate the start system only in response to a start request from the operator OP. This is important because it ensures that neither the electric starter motor 110 nor the combustion engine 120 can be started in any way, except actively by the operator OP, for example by turning a start key. It is thus possible to avoid situations which are dangerous for the service personnel and the consequences of the vehicle starting when the personnel do not wish to start the vehicle.

The control unit 170 is further configured to determine, based on the readiness S, whether information in addition to said base technical data U and RPM is needed in order to be able to generate an extended status message describing the functional status of the starting system. If such additional information is required, the control unit 170 is configured to perform an interactive communication procedure. This process comprises requiring the operator OP to input information OPInp to the control unit 170, preferably via the user interface 180, in at least one process step. The control unit 170 is configured to generate an extended status message TR describing the functional status of the start-up system based on the interactive communication process.

Advantageously, the user interface 180 is configured for presenting the information DReq and TR generated by the control unit 170 to the operator OP by means of a screen and/or an acoustic message. The user interface 180 also suitably comprises at least one element configured for receiving an input signal OPInp from the operator OP, typically in the form of an answer to a question Dreq posed by the control unit 170 to the operator OP through the user interface 180. Thus, the user interface may comprise a keyboard and/or elements for inputting acoustic commands. Thus, for example, the user interface 180 may be used to receive an input signal OPInp from the operator OP related to an acoustic and/or optical signal generated by the vehicle in connection with activation of the starter motor 110.

According to one embodiment of the invention, the control unit 170 is configured for receiving at least one sensor signal s in addition to the supply voltage U supplied to the electric starter motor and the base technical data of the combustion engine in RPM_i]. For example, sensor signal [ s ]_i]May represent the voltage level at a critical point in the starting system. The control unit 170 is configured to further based on the at least one sensor signal s_i]GeneratingThe status message TR is extended. If the underlying technical data U and RPM provide insufficient or incomplete evidence, e.g., due to an anomaly, then the sensor signal s_i]May constitute supplemental data for initiating system diagnostics.

Because the characteristic temperature of the combustion engine 120 affects the condition or assumption of starting the motor 100 in connection with starting the combustion engine 120, a test system according to one embodiment of the invention includes one or more temperature measurement elements configured to measure at least one temperature associated with the vehicle. Here, the starter motor analyzer 160 is configured for defining the readiness S further based on the at least one measured temperature.

Advantageously, the control unit 170 is also configured to determine, by means of an interactive communication procedure with the operator OP, whether a base condition exists that enables the activation of the starter motor 110. The control unit 170 is configured to enable the activation of the starter motor 110 only if such a basic condition exists. Examples of this type of basic condition are that a start condition related to alcohol lock in the vehicle is met and that the combustion engine 120 is not running. Safety hazards to personnel and materials can be avoided by determining whether these basic conditions are met.

Referring now to FIG. 2, an overview of a system for electric starter motor 110 diagnostics is shown in accordance with the present invention. It is contemplated that electric starter motor 110 is included in a vehicle equipped with combustion engine 120, wherein electric starter motor 110 is configured to start combustion engine 120. Advantageously, the electric starter motor 110 is powered by a battery 135.

The proposed system comprises measuring elements 130 and 140 and a starter motor analyzer 160. A temperature measuring element (not shown) is also advantageously included.

The measuring elements 130 and 140 are configured for measuring technical parameters related to the vehicle. The technical parameters represent the supply voltage U supplied to the starter motor 110 and the RPM of the combustion engine 120. In the following description, we will discuss the RPM of the combustion engine 120 throughout. Because the starter motor 110 and the combustion engine 120 are coupled together (e.g., by means of a so-called bundyx clutch), there is a relationship between the revolutions per minute of the combustion engine 120 and the revolutions per minute of the starter motor 110, and thus the measured revolutions per minute of the starter motor 110 may be used as suggested revolutions per minute RPM of the combustion engine 120.

The temperature measuring element is configured for measuring at least one temperature T related to the vehicle. The at least one temperature T may for example relate to an ambient temperature at the vehicle, an oil temperature in the engine, a cooling fluid temperature, an engine block temperature and/or a battery temperature. Recording more than one temperature is advantageous because it enables a determination to be made whether the vehicle is being started cold (all temperatures are substantially equal), warm (the temperature of the oil and the cooling fluid in the engine far exceed the ambient temperature), or in a semi-hot state (the temperature of the cooling fluid far exceeds the ambient temperature, but the temperature of the oil in the engine is relatively low).

The starter motor analyzer 160 is configured for defining a readiness S of the starter motor 110 based on the measured technical parameters U and RPM and temperature T, wherein the readiness S is a quality measure of the performance of the starter motor 110.

For better reliability/robustness, the measuring elements 130 and 140 according to an embodiment of the invention are configured for measuring these technical parameters within a certain measuring interval, e.g. 1 second, during which measuring interval e.g. 10 independent measurements are recorded.

Alternatively, the measurement interval may be adaptively associated with one or more compression cycles of the combustion engine 120, such that the measurement interval represents a whole number (w hole number) of the compression cycle. A typical compression cycle is typically 15ms long. As an alternative to theoretical averaging of RPM, in this case the starter motor analyzer may be configured to record the lowest RPM within the compression cycle. In fact, it has been shown that the launch performance itself is dependent on its lowest speed. Further, the starter motor analyzer 160 may be configured to generate an average value between the respective lowest measured supply voltages U supplied to the starter motor 110 in each of the plurality of compression cycles.

Thus, the starter motor analyzer 160 may be configured to generate an average of the measured technical parameter over the entire measurement interval and based on the average U of the supply voltage supplied to the starter motor 110 over the measurement interval_avgAnd an average RPM of revolutions per minute of the combustion engine 120 over the measurement interval_avgTo define the ready state S.

In a corresponding manner, the temperature measuring element is suitably configured to measure at least one temperature T within a certain measurement interval. If so, the starter motor analyzer 160 is naturally configured to generate an average of the at least one measured temperature T over the entire measurement interval and to define the readiness S with at least one of the at least one averaged temperature.

It may be further advantageous to adapt the diagnostic method performed by the starter motor analyzer 160 to seasonal variations. For example, the temperature adaptation may be performed in two steps (summer/winter), in multiple steps (such as below-25 ℃, -between-25 ℃ and-20 ℃, -between-20 ℃ and-10 ℃, -between-10 ℃ and ± 0 ℃, between ± 0 ℃ and 10 ℃, and above 10 ℃), or continuously according to a defined relationship: RPM_expU × P1/(T + P2), where RPM_expIndicating the expected revolutions per minute, U indicating the measured supply voltage to the starter motor 110, T indicating the measured temperature, and P1 and P2 being adaptive parameters.

Fig. 3a shows a first curve illustrating how the readiness-state S is determined according to an embodiment of the present invention. The graph represents on the horizontal axis the average supply voltage U supplied to the starter motor 110_avgOn the vertical axis, the average RPM of the combustion engine 120 is shown_avg。

According to the present embodiment of the invention, the motor analyzer 1 is startedThe state 60 is configured to classify the ready state S as OK, for example, if the function of the starter motor 110 is deemed acceptable, and to classify the ready state S as NOT, if the starter motor 110 is deemed to be functionally deficient. If the measured supply voltage U is_avgExceeds a voltage threshold value U_thAnd at the same time the measured RPM exceeds the RPM threshold RPM_thThe ready state S is classified as OK.

Advantageously, the readiness-state S is constantly calculated by comparing the measured RPM with the expected RPM and at least one threshold level is applied (e.g. a first level representing an acceptable starting motor function OK and a second level corresponding to an unacceptable starting motor function NOT), for example according to the following relation:

S = 80 \cdot \frac{R P M + N 1 (T)}{U / N 2 (T)}

wherein,

RPM represents the measured revolutions per minute during a start attempt,

t represents a measured temperature (such as a characteristic engine temperature),

u represents the supply voltage measured during a start attempt,

n1(T) represents the deviation of revolutions per minute at temperature T, and

n2(T) represents the rpm parameter at temperature T.

In the above equation, the ready state S is 80 if the starter motor functions well. Thus, S >70 may correspond to an acceptable starting motor function OK. On the other hand, if S <70, the starter motor function is considered to be unacceptable NOT, and therefore, replacement of the starter motor should be recommended.

It would be further advantageous if the starter motor analyzer 160 applied an adaptive secondary condition, depending on the at least one measured temperature T. This may require that at the first temperature T1, the RPM must exceed the RPM threshold RPM_thDegree of excess and supply voltage U_avgExceeds a first control voltage U_br1Is related to the degree of (a), wherein U_br1≥U_th. The adaptive secondary condition is advantageously inversely proportional to the at least one measured temperature T.

For purposes of illustration, reference is made to fig. 3b, wherein a second graph illustrates how the starter motor analyzer 160 determines the readiness S. Similar to fig. 3a, the graph shows on the horizontal axis the average supply voltage U supplied to the starter motor 110_avgOn the vertical axis, the average RPM of the combustion engine 120 is shown_avg。

In fig. 3b, it is assumed that the measured temperature T has a value T2>T1. The inverse proportionality of the adaptive secondary condition with the measured temperature T means that at higher temperatures T for a given supply voltage U_avgPreferably higher RPM_avgSo that the function of the starter motor 110 is considered acceptable (and the stand-by state S is assigned the first value OK). Thus, according to the curve in fig. 3b, the secondary condition dependent on temperature has a steeper slope than that of fig. 3 a.

To make the rpm requirement at elevated temperature T more stringent, at higher temperature T2>At T1, a second control voltage U_br2Can also be given a smaller value, i.e. U_br2<U_br1Wherein U is_br2≥U_th。

Thus, advantageously, the starter motor analyzer 160 is configured to apply an adaptive secondary condition as a function of the measured temperature T such that, at a proportionally higher measured temperature T2, the relatively low measured supply voltage U_avgMust pass over a critical RPM value_thIs matched so that the adaptive secondary condition is considered to be satisfied and the readiness S is assigned the first value OK.

On the other hand, at a proportionally lower measured temperature T1, the starter motor analyzer 160 is advantageously configured for specifying the readiness state S such that a relatively higher measured supply voltage U_avgMay pass through a critical RPM value just above_thIs matched so that the adaptive secondary condition is considered to be satisfied and the readiness S is assigned the first value OK.

If the measured supply voltage U is_avgBelow a voltage threshold value U_thThen, as described above, it would not be possible to determine to activate the motor function. According to one embodiment of the invention, the starter motor analyzer 160 is configured to assign the ready state S to a third value def in this case, indicating that the starter motor function cannot be defined.

The starter motor analyzer 160 is suitably controlled to run functions as described previously by means of a computer program stored in a memory unit 165, which is contained in the starter motor analyzer 160 or is communicatively connected thereto.

In summary, the method will now be described with reference to the flow chart in fig. 4, together with a preferred embodiment of the generalized method according to the present invention.

In a first step 405, it is determined whether a base condition exists with respect to activating the starter motor and thus enabling testing. Examples of such basic conditions may be that a start condition related to alcohol lock in the vehicle has to be fulfilled and that the combustion engine is not running. If the applicable base conditions are met, step 410 is performed, otherwise the process proceeds directly to step 455. In this step, a status message is generated indicating that at least one condition capable of testing the starting system is not satisfied. The operator of the vehicle is also appropriately notified of the relevant action for satisfying the necessary condition.

Step 410 performs an interactive communication process in which an operator is required to input information in at least one processing step. This may include everything from very simple confirmation that no transmission is selected to input a long string of answers, where a given question is adapted to the answer of the previous question, e.g. with respect to the settings and configuration of the vehicle. A subsequent step 415 (which advantageously may be repeatedly inserted between each individual question in step 410) determines whether the necessary information has been obtained from the operator. If so, step 420 is performed, otherwise the process loops back to step 410.

Step 420 determines whether the electric starter motor has been activated in response to an operator request. If activated, steps 425 and 430 are performed, and if not, the process loops back and stops at step 420.

In step 425, the rpm of the combustion engine is measured and in step 430 (preferably performed in parallel with step 425) the supply voltage to the electric starter motor is measured. The readiness of the starting system is defined in step 435 on the basis of these basic technical data. Step 440 then determines whether additional information is needed to define the functional state of the starting system. If it is determined in step 440 that no additional information is needed, the underlying technology data already provides an adequate basis, then the process continues to step 455. In step 455, a status message is generated, in this case regarding the functional status of the starting system, based exclusively on the aforementioned power supply voltage and rpm.

For example, if either of the measurement records in steps 425 or 430 were unsuccessful (or the generated values deviate significantly from those that make up the normal values of the functional starting system), then the readiness defined in step 435 would provide incomplete and/or misleading information about the starting system. Therefore, step 440 will request additional information, which will cause the process to continue to step 445. Similar to step 410 above, the interactive communication process is performed in step 445, wherein the operator is asked to enter information in at least one processing step. Still further, the interactive process may include everything from entering a simple confirmation to running a long question-answer sequence. For example, an operator may be required to listen to different types of sounds from the starting system in response to various actions and input information about them.

A subsequent step 450 (which advantageously may be repeatedly inserted between each individual question in step 445) determines whether the required information has been obtained from the operator. If so, then step 455 follows, otherwise the process loops back to step 445. In this case, a status message about the functional status of the starting system is generated in step 455 on the basis of the base technical data and the information obtained by step 445. The process then terminates.

The method steps described in relation to fig. 4 may be controlled by means of a programmed computer device. Furthermore, although the embodiments of the invention described above with respect to the drawings comprise a computer and processes performed on a computer, the invention extends to computer programs, particularly computer programs on or in a carrier, written to actually carry out the invention. The program may be in the form of source code, object code, code that forms some intermediate between source code and object code, such as in partially compiled form, or in any other form suitable for use in the execution of the process according to the invention. The carrier may be any arbitrary entity or device capable of serving as a program medium. For example, the carrier may comprise a storage medium, such as flash memory, a ROM (read only memory), e.g. a CD (compact disc) or semiconductor ROM, an EPROM (electrically programmable read only memory), an EEPROM (erasable programmable read only memory), or a magnetic recording medium, such as a floppy disc or hard disk. The carrier may also be a transmitted carrier, such as an electrical or optical signal, which may be conducted through an electrical or optical cable or in some other way through radio conduction. When the program is implemented as a signal which may be directly conducted via a cable or other device or element, the carrier may include the cable or device or element. Alternatively, the carrier may be an integrated circuit in which the program is embedded, the integrated circuit being adapted for performing, or for use in connection with the performance of, the relevant processes.

The invention is not limited to the embodiments described in relation to the figures, but may be varied within the scope of the following claims.

Claims

1. A test system for determining the functionality of a starting system in a vehicle, which starting system is arranged for starting a combustion engine (120) in the vehicle by means of an electric starter motor (110), the test system comprising:

a measuring element (130, 140) configured for measuring basic technical data, including a supply voltage (U) supplied to the electric starter motor (110) and Revolutions Per Minute (RPM) of the combustion engine (120) when the electric starter motor (110) is activated, and

a starter motor analyzer (160) configured to define a readiness state (S) of the starting system based on the base technology data (U, RPM),

characterized in that the test system comprises a control unit (170) configured to activate the start-up system only in response to a start-up request from an Operator (OP) and, based on the readiness state (S):

determining whether information other than said base technology data (U, RPM) is required, and, if so,

performing an interactive communication procedure, wherein the Operator (OP) is required to input a signal (OPInp) to a control unit (170) in at least one procedure step, and based on the interactive communication procedure,

an extended status message (TR) describing the functional status of the starting system is generated.

2. The test system according to claim 1, comprising at least one user interface (180) configured for

Presenting the information (DReq, TR) generated by the control unit (170) to an Operator (OP), an

An input signal (OPInp) is received from an Operator (OP).

3. The testing system of claim 1 or 2, wherein the control unit (170) is configured for receiving at least one sensor signal ([ s ] in addition to the base technology data (U, RPM)_i]) And further based on the at least one sensor signal ([ s ]_i]) Generating the extended status message (TR).

4. The test system according to claim 1 or 2, wherein the control unit (170) is configured for

Determining by means of an interactive communication process with an Operator (OP) whether a base condition allowing activation of the electric starter motor (110) exists and only if the base condition exists

Enabling activation of the electric starter motor (110).

5. The test system of claim 4, wherein the base condition comprises a start condition relating to an alcohol lock in a vehicle being met.

6. The test system of claim 4, wherein the base condition comprises a combustion engine (120) not running.

7. The testing system of claim 2, wherein the at least one user interface (180) is configured for receiving an input signal (OPInp) from an Operator (OP) regarding at least any one of a vehicle-generated acoustic and/or optical signal related to activation of the starter motor (110).

8. The test system according to claim 1 or 2,

comprising at least one temperature measuring element configured for measuring at least one temperature related to the vehicle, and wherein

The starter motor analyzer (160) is configured for defining the readiness-state (S) further based on at least one measured temperature.

9. A method of determining a function of a starting system in a vehicle, the starting system being arranged for starting a combustion engine (120) in the vehicle by means of an electric starter motor (110), the method comprising:

measuring basic technical data including a supply voltage (U) supplied to the electric starter motor (110) and Revolutions Per Minute (RPM) of the combustion engine (120) when the electric starter motor (110) is activated, and

defining a readiness (S) of the starting system based on the base technology data (U, RPM),

characterized in that the activation of the start-up system is only in response to a start-up request from an Operator (OP) and, based on the readiness state (S):

performing an interactive communication procedure, wherein in at least one process step an Operator (OP) is asked for an input signal (OPInp) to a control unit (170), and based on the interactive communication procedure,

10. The method of claim 9, comprising:

presenting the generated information (DReq, TR) to an Operator (OP), an

An input signal (OPInp) is received from an Operator (OP).

11. The method according to claim 9 or 10, comprising:

receiving at least one sensor signal ([ s ]) in addition to the base technology data (U, RPM)_i]) And an

Further based on the at least one sensor signal ([ s ]_i]) Generating the extended status message (TR).

12. The method according to claim 9 or 10, comprising:

Enabling activation of the electric starter motor (110).

13. The method of claim 12, wherein the base condition comprises a start condition being met in relation to an alcohol lock in a vehicle.

14. The method of claim 12, wherein the base condition includes a combustion engine (120) not running.

15. The method of claim 10, comprising receiving an input signal (OPInp) from an Operator (OP) regarding at least any one of acoustic and/or optical signals generated by the vehicle in connection with activation of the starter motor (110).

16. The method according to claim 9 or 10, comprising:

measuring at least one temperature associated with the vehicle, an

The readiness-state (S) is further defined based on at least one measured temperature.