EP0363933A1 - Démarreur pour moteur à combustion interne muni d'un circuit électronique de puissance intégré - Google Patents

Démarreur pour moteur à combustion interne muni d'un circuit électronique de puissance intégré Download PDF

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Publication number
EP0363933A1
EP0363933A1 EP89118905A EP89118905A EP0363933A1 EP 0363933 A1 EP0363933 A1 EP 0363933A1 EP 89118905 A EP89118905 A EP 89118905A EP 89118905 A EP89118905 A EP 89118905A EP 0363933 A1 EP0363933 A1 EP 0363933A1
Authority
EP
European Patent Office
Prior art keywords
starter
vehicle
ignition lock
current
power circuit
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.)
Granted
Application number
EP89118905A
Other languages
German (de)
English (en)
Other versions
EP0363933B1 (fr
Inventor
Klaus Käsmeier
Christian Ertl
Karl-Michael Knoll
Günter Watzinger
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP0363933A1 publication Critical patent/EP0363933A1/fr
Application granted granted Critical
Publication of EP0363933B1 publication Critical patent/EP0363933B1/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
    • F02N11/08—Circuits 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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

Definitions

  • the invention relates to a starter of a motor vehicle with a magnetic switch for switching the starter current on and off, the magnetic switch being operatively connected to the ignition lock of the motor vehicle.
  • Such a starter or starter of a motor vehicle is well known.
  • the magnetic switch inside the starter is activated via the ignition lock. This activation results in two processes. One is that the pinion in the starter is engaged in the gear on the flywheel. The other process consists in switching on a starter current which drives the motor connected to the pinion and thus initiates the starting process.
  • the magnetic switch is connected to the battery via the vehicle's ignition lock. This creates long lines with a large cross-section from the battery via the ignition lock to the starter. These lines are not secured, cause high interference fields and a high loss line and increase the vehicle weight. In addition, the ignition lock must be carried out in a heavy and complex design to be able to switch the current for the starter magnetic switch safely.
  • the invention is therefore based on the object to design a starter of the type mentioned in such a way that a simpler construction of the ignition lock and the use of leads with a small cross section are possible.
  • This object is achieved according to the invention by power electronics integrated in the starter, via whose output current the magnetic switch can be controlled and whose control input is connected to the ignition lock via a control line.
  • the result of this measure is that the relatively high operating current which the magnetic switch requires is not passed through the ignition lock. This ensures that there are only short cable routes with large, unsecured cable cross-sections. This has the advantage of saving weight, reducing the risk of short-circuiting and reducing interference fields when starting the starter.
  • the ignition lock can be constructed more simply since it does not have high currents must switch. This results in a reduction in costs, a reduction in weight and an increase in durability.
  • power electronics integrated in the starter is intended to encompass all mounting options which are suitable for keeping the electrical connection between the magnetic switch and the power electronics as short as possible. This also includes control components attached to the starter housing or in the immediate vicinity of the starter.
  • a particularly advantageous embodiment of the invention is characterized in that an electronic control unit is switched on between the control input of the power electronics and the ignition lock, from which the actuation of the magnetic switch can be controlled in accordance with a predetermined starter actuation routine as a function of current operating states of the vehicle.
  • the starter actuation may be too early because, for example in a diesel car, the preheating has not yet ended.
  • starter actuation via the control unit can be prevented when the engine is already running or when the gear is engaged and the clutch is not actuated.
  • the control unit can also be used to intervene in the duration of the starting process, in that it is only ended when the engine idling speed has been reached. The control device thus effectively prevents possible incorrect actuation of the starter.
  • the starter is actuated only in a permissible vehicle and engine operating state.
  • the optimized starter actuation period improves the battery charge balance.
  • the operational safety of manual gearboxes is increased, since actuation of the starter can be prevented when the engine and transmission are locked.
  • the lifespan of the starter pinion and the ring gear is also increased, since starting with the engine running is not possible.
  • the starting process only lasts until the engine runs safely itself and on the other hand prevents the starting process from taking longer than is necessary to reach the idling speed of the engine.
  • there are also advantages in the so-called start-stop operation of the vehicle in that the control functions required for this can simply be included in the control program of the control unit.
  • 1 denotes a starter, which is shown as a block.
  • the starter 1 is shown broken down into sub-blocks, of which the first sub-block symbolizes the mechanical part 3 of the starter consisting essentially of the pinion, the ring gear, the drive motor etc.
  • the second sub-block symbolizes a magnetic switch 5, with the aid of which the mechanical part is coupled to the motor and the drive motor of the pinion is operated.
  • the third sub-block symbolizes power electronics 7, the output current of which drives the magnetic switch 5.
  • the line electronics 7 has a control input 9, which is connected via a control line 11 to the ignition lock 13 of the motor vehicle.
  • the control line 11 is not continuous, but an electronic control unit 15 is switched on between the control input 9 of the line electronics 7 and the ignition lock 13.
  • Information lines 17a to 17c lead to the control unit 15 and supply the control unit 15 with additional information about the operating state of the motor vehicle.
  • the speed of the engine is communicated via the information line 17a, for example, via the information line 17b whether a gear is engaged, and via the information line 17c the duration of the preheating with a glow plug.
  • control device 15 which is optionally available, will be explained later with reference to FIG. 2. It is essential that the power electronics 7 is arranged in the immediate vicinity of the magnetic switch 5. This only requires the control line 11 to direct the start request to the starter 1 from the ignition lock 13.
  • the control line 11 can be designed with a thin cross section, since it only has to transmit one control signal.
  • the ignition lock 13 can be carried out in a simple construction, which results in a cost reduction, a weight reduction and an increase in durability. Due to the arrangement of the power electronics 7 in the immediate vicinity of the magnetic switch 5, only very short line paths with a large, unsecured line cross section are available. This in turn has the weight saving already mentioned, the reduction of the short-circuit risk and the reduction of interference fields when the starter is actuated.
  • FIG. 2 shows a flow chart which represents an example of the mode of operation of the control device 15.
  • the flow chart begins at block 20 which symbolizes the start of the starter actuation routine.
  • the first thing that is monitored in the starter actuation routine is whether the ignition lock 13 is switched on. This is indicated by a second block 22. If the ignition lock 13 is not switched on, the signal "starter-off" is sent directly to a starter-off block 24 via the control line 11. From there, the flowchart leads to its end from where the interrogation of the start routine block 20 is repeated by the presence of a switch-on signal from the ignition lock or - if necessary - is repeated automatically on the basis of a predetermined time program or the like.
  • a pre-glow block 26 is queried - only in the case of diesel vehicles - whether the pre-glow phase of the diesel car has ended. If this is not the case, control is passed to the starter-off block 24 and the starter actuation routine is repeated due to the presence of a new switch-on signal from the ignition lock or - if necessary with a certain time delay - repeated automatically. If, on the other hand, the preheating has ended, the logic query on the speed of the vehicle is carried out in speed block 28. There the speed of the vehicle is compared with a limit speed. If the vehicle rolls faster than the limit speed, the system switches through to the starter-off block 24 and prevents a starting process.
  • the next step is to control a speed block 30 which checks whether the engine is stopped. If the engine is still rotating, ie if it is unfavorable for the starter to be engaged, the system switches to starter-off block 24. If, on the other hand, the speed is zero or close to zero, the next block, a clutch block 32, is activated.
  • a control signal is sent to the power electronics 7 via a starter-in block 34 via the control line 11.
  • the engine is started. If, on the other hand, the clutch is not actuated, a transmission block 36 is used to query whether the transmission is in a neutral position. If this is not the case, the system switches directly to the starter-off block 24 and prevents a starting process. If, on the other hand, the transmission is in a neutral position, the starter-in block 34 is activated, whereupon the power electronics 7 are activated.
  • the starter-on block 34 is connected to an idling speed block 38 in order to switch off the running starter precisely. There it is checked whether the engine has already reached idling speed. If this is not the case, the request signal for actuating the starter continues to be fed to the starter-on block 34 via a loop. If, on the other hand, the idling speed n LL has been reached, a control signal is emitted from the idling speed block 38 to the starter-off block 24 in order to end the starting process. The end 40 of the start actuation routine is thus reached and a smooth starting process is ensured.
  • the electronic control device 15 thus allows both the optimal triggering and the termination of the starting process.
  • the electronic control unit 15 can be designed, for example, as a digital engine electronics or diesel electronics control unit.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP89118905A 1988-10-13 1989-10-11 Démarreur pour moteur à combustion interne muni d'un circuit électronique de puissance intégré Expired - Lifetime EP0363933B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3834855 1988-10-13
DE3834855A DE3834855A1 (de) 1988-10-13 1988-10-13 Starter eines kraftfahrzeugs mit integrierter leistungselektronik

Publications (2)

Publication Number Publication Date
EP0363933A1 true EP0363933A1 (fr) 1990-04-18
EP0363933B1 EP0363933B1 (fr) 1992-02-26

Family

ID=6365016

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89118905A Expired - Lifetime EP0363933B1 (fr) 1988-10-13 1989-10-11 Démarreur pour moteur à combustion interne muni d'un circuit électronique de puissance intégré

Country Status (3)

Country Link
EP (1) EP0363933B1 (fr)
DE (2) DE3834855A1 (fr)
ES (1) ES2030252T3 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0526985A3 (en) * 1991-07-18 1994-06-08 Eaton Corp Starter interlock for electronically controlled vehicle
DE19705587A1 (de) * 1997-02-14 1998-08-27 Audi Ag Verfahren zur Steuerung eines Anlassers
FR2809138A1 (fr) * 2000-05-18 2001-11-23 Mitsubishi Electric Corp Dispositif de protection pour demarreur de vehicule
WO2003081026A1 (fr) * 2002-03-21 2003-10-02 Robert Bosch Gmbh Dispositif de demarrage pour moteur a combustion interne et procede de demarrage d'un moteur a combustion interne

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10028834A1 (de) * 2000-06-09 2001-12-13 Volkswagen Ag Vorrichtung zum Anlassen einer Brennkraftmaschine
DE10210537A1 (de) * 2002-03-05 2003-09-18 Volkswagen Ag Anlasserschaltung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3885543A (en) * 1973-04-27 1975-05-27 Mark Swartz Engine starter control system
DE3227634A1 (de) * 1981-07-27 1983-02-10 Toyota Jidosha K.K., Toyota, Aichi Automatisches motorabschalt/wiederanlasssystem
EP0168356A1 (fr) * 1984-06-15 1986-01-15 FIAT AUTO S.p.A. Dispositif pour démarrer automatiquement le moteur d'un véhicle à moteur après avoir freiné brusquement
FR2611981A1 (fr) * 1987-02-25 1988-09-09 Mitsubishi Electric Corp Dispositif electromagnetique de commutation, notamment pour demarreur de moteur a combustion interne, et procede et appareil de commande d'un tel dispositif

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3220112A1 (de) * 1982-05-28 1983-12-01 Robert Bosch Gmbh, 7000 Stuttgart Vorrichtung zum anlassen und abstellen einer brennkraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3885543A (en) * 1973-04-27 1975-05-27 Mark Swartz Engine starter control system
DE3227634A1 (de) * 1981-07-27 1983-02-10 Toyota Jidosha K.K., Toyota, Aichi Automatisches motorabschalt/wiederanlasssystem
EP0168356A1 (fr) * 1984-06-15 1986-01-15 FIAT AUTO S.p.A. Dispositif pour démarrer automatiquement le moteur d'un véhicle à moteur après avoir freiné brusquement
FR2611981A1 (fr) * 1987-02-25 1988-09-09 Mitsubishi Electric Corp Dispositif electromagnetique de commutation, notamment pour demarreur de moteur a combustion interne, et procede et appareil de commande d'un tel dispositif

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 10, no. 342 (M-536)(2398) 19 November 1986, & JP-A-61 142363 (TOSHYA AKITA) 30 Juni 1986, *

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0526985A3 (en) * 1991-07-18 1994-06-08 Eaton Corp Starter interlock for electronically controlled vehicle
DE19705587A1 (de) * 1997-02-14 1998-08-27 Audi Ag Verfahren zur Steuerung eines Anlassers
DE19705587C2 (de) * 1997-02-14 1999-07-15 Audi Ag Verfahren zur Steuerung eines elektromotorischen Anlassers
FR2809138A1 (fr) * 2000-05-18 2001-11-23 Mitsubishi Electric Corp Dispositif de protection pour demarreur de vehicule
WO2003081026A1 (fr) * 2002-03-21 2003-10-02 Robert Bosch Gmbh Dispositif de demarrage pour moteur a combustion interne et procede de demarrage d'un moteur a combustion interne
US7156063B2 (en) 2002-03-21 2007-01-02 Robert Bosch Gmbh Starter device for an internal combustion engine as well as a method for starting an internal combustion engine

Also Published As

Publication number Publication date
DE58900868D1 (de) 1992-04-02
EP0363933B1 (fr) 1992-02-26
DE3834855A1 (de) 1990-04-19
ES2030252T3 (es) 1992-10-16

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