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EP1046811B1 - Dispositif d'entraínement électrique de moteurs à combustion interne pour véhicules - Google Patents

Dispositif d'entraínement électrique de moteurs à combustion interne pour véhicules Download PDF

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Publication number
EP1046811B1
EP1046811B1 EP00103675A EP00103675A EP1046811B1 EP 1046811 B1 EP1046811 B1 EP 1046811B1 EP 00103675 A EP00103675 A EP 00103675A EP 00103675 A EP00103675 A EP 00103675A EP 1046811 B1 EP1046811 B1 EP 1046811B1
Authority
EP
European Patent Office
Prior art keywords
generator
internal combustion
combustion engine
drive assembly
assembly according
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP00103675A
Other languages
German (de)
English (en)
Other versions
EP1046811A1 (fr
Inventor
Roland Dr. Blümel
Hermann Bosch
Anton Heni
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1046811A1 publication Critical patent/EP1046811A1/fr
Application granted granted Critical
Publication of EP1046811B1 publication Critical patent/EP1046811B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • 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
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position

Definitions

  • the invention relates to an electric drive arrangement for Internal combustion engines in motor vehicles, with one to the internal combustion engine detachable electric starter and an in Drive connection with the internal combustion engine standing electric Generator according to the preamble of claim 1, and is known from DE-A-197 05 610.
  • the overall translation from countershaft in starter as well as translation from Starter pinion to the crankshaft is about 60: 1. This high translation requires an engagement device which only on actuation of the starter a driving connection to Crankshaft produces and thus the starter motor for extreme speeds protects.
  • the object of the present invention is to provide an electrical To provide drive arrangement for internal combustion engines, through the inexpensive way a faster and more cost effective comfortable starting process possible with improved efficiency is.
  • the semiconductor circuit advantageously for motor operation the generator designed as an AC or alternator as inverter and for generator operation switchable as a rectifier, so that a single semiconductor circuit can be used for both modes with corresponding efficiency improvement by active rectification in generator mode.
  • the setting of a defined Angular position of the crankshaft of the internal combustion engine when parking the same with the help of the motor-operated generator also contributes to the improvement of the efficiency, wherein if the combination of these measures still has effects increase.
  • the generator is for example as a fuller Four-quadrant positioning drive trained. Of the The next start procedure can thus be from a defined starting position take place, whereby the starting process considerably accelerates and significantly reduces pollutant emissions becomes.
  • one of the usual sensors, Either the OT sensor or the camshaft sensor saved become.
  • Particularly favorable for consumption and low pollutant emissions are means for activating ignition and / or Injection during the starting process of the internal combustion engine only at Speeds near the starting speed, for example at 80% of Starting speed.
  • the electronic control device also to support deceleration processes of the internal combustion engine by switching on the generator operated Generator and / or to support acceleration the internal combustion engine by turning on the motor operated generator can be used.
  • the motor operation of the generator with the internal combustion engine running be used for driving dynamics support, ie as Supportive intervention of the active generator during all startup procedures the internal combustion engine.
  • too Rotation energy of the internal combustion engine operated as a generator Generator are recovered, especially in the thrust and Braking operation, so that the generator additionally the desired Delay process supported. This is done appropriately depending on the speed of the internal combustion engine.
  • the active generator can also advantageously with gear changes in manual transmissions with to synchronize engine and Transmission speeds are used.
  • the energy, which implemented in the synchronizing rings of the transmission for speed matching must be recovered by the generator with faster gear changes, the synonymous with appropriate interpretation even synchronizer rings and a Clutch can make dispensable.
  • gear change the engine is controlled with the support of the generator so that no torque is transmitted in the drive train. Then you can relax take out the respective gear. Thereafter, a renewed Speed adjustment using an electronic accelerator pedal or with the help of an electronic throttle and electronic Support.
  • the new gear can be without Engage shift shock.
  • FIG. 1 is a schematically illustrated internal combustion engine 10 of the rest not shown motor vehicle with a starter 11 and an electric generator 12 (alternator) provided, wherein the electric generator 12 in a manner not shown coupled via a belt drive with the internal combustion engine 10 is.
  • the starter 11 is direct and the electric generator 12 via a semiconductor circuit arrangement 13 with a supply battery 14 connected.
  • An electronic control device 15 controls the starter 11 and the semiconductor circuit arrangement 13 as a function of Sensor signals and tempering control signals, the control device Receives 15 by means of a starter switch 16 in the ignition integrated and / or designed as a separate starter switch can be.
  • the control device 15 sensor signals of an outside temperature sensor 17, an oil temperature sensor 18 and an intake manifold pressure sensor 19 fed.
  • the controller 15 may For example, even sensor signals are supplied, the from the battery state of charge, the battery voltage, the battery and vehicle electrical system current, from the engine speed, from pedal positions or parameter switches are dependent.
  • the semiconductor circuitry 13 receives from the controller 15 depending on the operating state control signals for a motor (active) or generator operation of the generator 12.
  • the semiconductor switch assembly 13 connected as a rectifier or rectifier bridge, while they are for motor operation as an inverter for the trained as an AC or alternator Generator 12 is switched.
  • the cold start and the warm start are in the controller 15 as an algorithm deposited as a function of corresponding sensor signals.
  • the cold start can be defined be that the engine oil temperature and the outside temperature below a predetermined value is and / or that the shutdown time since the last operation of the internal combustion engine greater than one is predeterminable time interval. Accordingly reversed is the Warm start defined, thus at engine oil temperatures and outside temperatures above definable values and / or during shutdown times is less than a predetermined time interval.
  • These sensor sizes can also interact in a specific way stand.
  • For the cold start can have two different starting procedures be realized, wherein at a startup of the motor-operated generator parallel to the starter 11 works. The starter is then deactivated at a certain speed, and the motor-driven generator accelerates the crankshaft continues to the starting speed.
  • the starter 11 is first turned on and only after reaching a certain speed this is deactivated and the motor-operated generator activated.
  • a speed value for example, 80% of the starting speed corresponds, no injection and no ignition, so that the internal combustion engine 10th is started at this time, which then very fast he follows.
  • This is done by means of an electronic, not shown Motor control, which is in operative connection with the electronic Control device 15 can stand. This delayed Insertion of ignition and injection takes place accordingly even at a boot process alone by the generator 12th
  • Usual starters 11 have a total translation of approx. 60: 1, resulting from the translation of starter pinion to the crankshaft and from the submission translation.
  • inventive Arrangement can significantly reduce this translation be, for example, the counterclaim can be omitted, so that results in a total translation of 15: 1.
  • the electronic control device 15 even while the internal combustion engine 10 the Control generator 12, for example, for driving dynamics support.
  • the motor-driven generator 12th support these acceleration processes.
  • deceleration processes in generator mode that is, in overrun mode and braking mode, it becomes regenerative operated so that not only dependent on the driving situation electrical energy is recovered, but also the deceleration process is actively supported.
  • the electronic control device 15 switching operations at gear changes of the transmission of the internal combustion engine 10 actively assist and synchronize engine and Transmission speeds are used. To increase the speed is while the motor-operated generator 12 and speed reduction the generator-operated generator 12 is used become. This leads to faster gear changes, causing less Even a clutch can be omitted.
  • the electronic control device 15 for preventing a belt slippage of the drive belt for the generator 12 serve.
  • a measuring device, not shown for Recognition of the belt slip gives its measuring signals to the electronic Control device 15 further, by means of the active Generator 12 the belt slip causing additional moments on the belt drive belt-friendly on and disengages or compensated.
  • This measuring device for detecting the belt slippage can also be part of the electronic control device 15 be where speeds of generator 12 and internal combustion engine 10 compared with each other.
  • For belt slip detection can, for example, at the leading strand and return strand of the Drive belt depending a measuring roller to be articulated resiliently, the the taking place due to different moments stretching the Capture drive belt.
  • the detection of belt slippage allows a preventive belt diagnosis, and a looming belt problem can be communicated to the driver of a motor vehicle early be, for example, by a visual and / or acoustic Warning device or a display.
  • the electronic control device 15 can also be used for positioning the crankshaft are used.
  • the internal combustion engine is the crankshaft by the motor operated generator 12 a favorable well-defined starting position impressed.
  • the generator is for this purpose, for example as fully developed four-quadrant positioning drive.
  • the next startup process of the internal combustion engine can thereby take place from a defined initial position, whereby the Startup process is significantly accelerated.
  • the arrangement according to the invention is also suitable for control or influencing the outlet of the internal combustion engine 10. It poses a problem that often undefined amounts of fuel after stopping the engine 10 in the intake system and remain in the cylinders. The volatile parts of the fuel evaporate, while this is difficult flammable fractions is not the case. They deteriorate the exhaust when re-starting the engine. this will avoided in one embodiment of the invention in that at Turn off the engine 10, the fuel supply or Fuel injection is switched off. The internal combustion engine 10 is then by the generator 12 in the engine operation held in rotation for a certain time, causing the internal combustion engine rinsed and fuel residues, which are also in the catalyst can be disposed of harmlessly. At a restart the engine, the engine control unit or the control device 15 of an "empty" internal combustion engine go out, which facilitates a defined start.
  • the Internal combustion engine 10 defined by means of the generator 12 at regenerative braking to a standstill, because a long follow-up phase is undesirable.
  • Another application of the drive arrangement according to the invention is to start-stop operations of the internal combustion engine 10, for example, to improve traffic lights.
  • the chances for a Realization improve especially when the start of the Internal combustion engine or the motor vehicle in each case without delay he follows. Even the slightest delay is on above all subjectively extremely disturbing noticeable.
  • the electronic control device 15 is in communication possible with the generator 12, without disengagement of the internal combustion engine to stop the vehicle. Possibly otherwise available Torque shocks can be compensated comfortably by the generator become.
  • the start is then again without Actuation of a clutch by "electric" start, what entirely without delay is possible. This can of course even when disengaged internal combustion engine done.
  • the purely electric starting takes place in motor operation the generator 12 in eventual support by the Starter 11, especially in cold engine or very low temperatures.
  • the coupling or starting the Internal combustion engine 10 can then be delayed in time, in particular also pulse-shaped. Since when starting the Internal combustion engine then the vehicle is already in motion, will be the kinetic energy of the entire vehicle and not only individual drive train parts for starting the internal combustion engine co-used, so that a safe start is guaranteed.
  • Such a start-stop system preferably works in conjunction with a road condition detection system, such as an electronic Stabilization system or traction control system.

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

Claims (14)

  1. Dispositif d'entraínement électrique pour moteurs à combustion interne dans des véhicules automobiles, comportant un démarreur électrique (11) pouvant être couplé au moteur à combustion interne (10) et un générateur électrique (12) qui est relié selon une liaison d'entraínement au moteur à combustion interne (10) et est connecté à une batterie d'alimentation (14) par l'intermédiaire d'un montage à semiconducteurs (13), le générateur (12) pouvant fonctionner au choix en tant que générateur ou en tant que moteur à l'aide du montage à semiconducteurs (13), et comportant un dispositif de commande électronique (15) pour commander l'opération de démarrage du moteur à combustion interne (10), qui s'effectue en fonction du signal d'au moins un capteur de température (17, 18) à l'aide du générateur (12) fonctionnant en moteur, seul ou conjointement avec le démarreur (11), caractérisé en ce que le montage à semiconducteurs (13) peut être connecté en tant qu'onduleur pour le fonctionnement en moteur du générateur (12) agencé en tant que générateur à courant alternatif ou à courant triphasé, et en tant que redresseur pour le fonctionnement en générateur, et que le dispositif de commande électronique (15) est agencé pour régler une position angulaire définie du vilebrequin du moteur à combustion interne (10) lors de l'arrêt de ce dernier, à l'aide du générateur (12) fonctionnant en moteur.
  2. Dispositif d'entraínement selon la revendication 1, caractérisé en ce que l'opération de démarrage est commandable en fonction de la température de l'huile du moteur et/ou de la température extérieure et/ou de la durée d'arrêt du moteur à combustion interne (10).
  3. Dispositif d'entraínement selon la revendication 1 ou 2, caractérisé en ce que le dispositif de commande électronique (15) est agencé, de manière faire démarrer le moteur à combustion interne (10) aux basses températures à l'aide du générateur (12) et du démarreur (11) et dans le cas de températures plus élevées, à l'aide du générateur (12) seul.
  4. Dispositif d'entraínement selon la revendication 3, caractérisé en ce que pour le démarrage du moteur à combustion interne (10) aux basses températures, c'est-à-dire dans le cas d'un démarrage à froid, le générateur (12) et le démarreur (11) peuvent être activés simultanément ou successivement en chevauchement ou sans chevauchement dans le temps.
  5. Dispositif d'entraínement selon l'une des revendications précédentes, caractérisé en ce que des moyens sont prévus pour activer l'allumage et/ou l'injection lors de l'opération de démarrage du moteur à combustion interne uniquement pour des vitesses de rotation proches de la vitesses de rotation de démarrage.
  6. Dispositif d'entraínement selon l'une des revendications précédentes, caractérisé en ce que le dispositif de commande électronique (15) est agencé de manière à assister des opérations de décélération du moteur à combustion interne (10) par activation du générateur (12) fonctionnant en générateur et/ou de manière à assister des opérations d'accélération du moteur à combustion interne (10) par activation du générateur (12) fonctionnant en moteur.
  7. Dispositif d'entraínement selon la revendication 6, caractérisé en ce que le branchement du générateur (12) fonctionnant en générateur est prévu en fonction de la vitesse de rotation du moteur à combustion interne, notamment au-dessus d'une vitesse de rotation d'activation pouvant être prédéterminée.
  8. Dispositif d'entraínement selon la revendication 6 ou 7, caractérisé en ce que l'activation du générateur (12) fonctionnant en générateur et/ou du générateur fonctionnant en moteur est prévu pour la synchronisation de la vitesse de rotation du moteur et de la boíte de vitesse lors de changements de vitesse.
  9. Dispositif d'entraínement selon l'une des revendications 6 à 8, caractérisé en ce que l'activation du générateur fonctionnant en générateur et/ou du générateur fonctionnant en moteur est prévu pour la compensation de couples différents au niveau du dispositif d'entraínement à courroie du générateur (12).
  10. Dispositif d'entraínement selon l'une des revendications précédentes, caractérisé en ce que le dispositif de commande électronique (15) ou d'autres moyens sont agencés pour réaliser l'activation du générateur fonctionnant en moteur (12) après l'arrêt du moteur à combustion interne (10) et l'interruption de l'alimentation en carburant, de manière à maintenir encore en rotation le moteur à combustion interne (10) pendant une phase de fonctionnement complémentaire, jusqu'à ce que des restes de carburant encore présents dans le moteur à combustion interne (10) et/ou dans un catalyseur soient essentiellement éliminés.
  11. Dispositif d'entraínement selon la revendication 10, caractérisé en ce qu'il est prévu des moyens pour commuter le générateur (12), après la phase de fonctionnement complémentaire, depuis le fonctionnement en moteur au fonctionnement en générateur.
  12. Dispositif d'entraínement selon l'une des revendications précédentes, caractérisé en ce que le dispositif de commande électronique (15) est conçu pour l'opération de commande de démarrage du moteur à combustion interne (10) dans le cas d'un démarrage essentiellement simultané du véhicule automobile au moins à l'aide du générateur (12) fonctionnant en moteur.
  13. Dispositif d'entraínement selon la revendication 12, caractérisé en ce que dans le cas d'un pur démarrage électronique du véhicule automobile au moins au moyen du générateur fonctionnant en moteur (12), le couplage du moteur à combustion interne (10) s'effectue d'une manière retardée, notamment selon un mode impulsionnel.
  14. Dispositif d'entraínement selon l'une des revendications précédentes, caractérisé en ce que l'unité de commande électronique (15) est conçue pour la commande de l'opération d'arrêt du moteur à combustion interne sans découplage du moteur à combustion interne (10) à l'aide du générateur (12).
EP00103675A 1999-04-23 2000-02-22 Dispositif d'entraínement électrique de moteurs à combustion interne pour véhicules Expired - Lifetime EP1046811B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19918513A DE19918513C1 (de) 1999-04-23 1999-04-23 Elektrische Antriebsanordnung für eine Brennkraftmaschine in einem Kraftfahrzeug
DE19918513 1999-04-23

Publications (2)

Publication Number Publication Date
EP1046811A1 EP1046811A1 (fr) 2000-10-25
EP1046811B1 true EP1046811B1 (fr) 2003-04-09

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EP00103675A Expired - Lifetime EP1046811B1 (fr) 1999-04-23 2000-02-22 Dispositif d'entraínement électrique de moteurs à combustion interne pour véhicules

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Country Link
US (1) US6418899B1 (fr)
EP (1) EP1046811B1 (fr)
DE (2) DE19918513C1 (fr)

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DE102006040339B4 (de) * 2006-08-29 2016-02-11 Robert Bosch Gmbh Verfahren zum Starten einer Brennkraftmaschine
FR2908477B1 (fr) * 2006-11-15 2009-01-16 Peugeot Citroen Automobiles Sa Procede de commande d'un dispositif d'arret et de redemarrage automatique d'un moteur thermique
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JP6493233B2 (ja) * 2016-01-18 2019-04-03 株式会社デンソー 制御システム
DE102016221532A1 (de) 2016-11-03 2018-05-03 Ford Global Technologies, Llc Kraftfahrzeug mit niedrig verdichtetem Verbrennungsmotor und Anlassverfahren
KR102348115B1 (ko) 2017-05-25 2022-01-07 현대자동차주식회사 하이브리드 차량의 엔진 시동 방법
DE102017219060A1 (de) * 2017-10-25 2019-04-25 Seg Automotive Germany Gmbh Verfahren zum Starten einer Brennkraftmaschine
DE102018210540A1 (de) * 2018-06-28 2020-01-02 Zf Friedrichshafen Ag Verfahren und Steuerungseinrichtung zum Betreiben eines Antriebsstrangs
JP7314887B2 (ja) * 2020-09-03 2023-07-26 トヨタ自動車株式会社 エンジン装置

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Also Published As

Publication number Publication date
DE50001674D1 (de) 2003-05-15
EP1046811A1 (fr) 2000-10-25
DE19918513C1 (de) 2000-11-02
US6418899B1 (en) 2002-07-16

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