EP0990094A1 - Unite de demarrage et d'entrainement pour moteur a combustion interne d'un vehicule - Google Patents

Unite de demarrage et d'entrainement pour moteur a combustion interne d'un vehicule

Info

Publication number
EP0990094A1
EP0990094A1 EP99927677A EP99927677A EP0990094A1 EP 0990094 A1 EP0990094 A1 EP 0990094A1 EP 99927677 A EP99927677 A EP 99927677A EP 99927677 A EP99927677 A EP 99927677A EP 0990094 A1 EP0990094 A1 EP 0990094A1
Authority
EP
European Patent Office
Prior art keywords
phase
starting
clutch
internal combustion
combustion engine
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.)
Withdrawn
Application number
EP99927677A
Other languages
German (de)
English (en)
Inventor
Peter Ahner
Manfred Ackermann
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.)
Robert Bosch GmbH
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
Priority claimed from DE19858992A external-priority patent/DE19858992A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0990094A1 publication Critical patent/EP0990094A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • 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
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a starting / drive unit for an internal combustion engine of a motor vehicle with at least two starting methods, which has a clutch between the crankshaft, the internal combustion engine and the vehicle transmission and an electrical machine which is directly connected and the clutch is connected to the internal combustion engine.
  • Such a start / drive unit for two starting methods is known from DE 197 05 610 A1.
  • the start method is selected depending on the temperature of the internal combustion engine.
  • Two starting systems are required for the starting methods.
  • the electric machine used as the motor and generator is used to start the warm engine, while when the engine is cold, a common starter is used together with the electric machine to start.
  • the two start systems require a lot of effort in order to be able to work in start-stop mode and in swing network mode.
  • Conventional starters have disadvantages for various reasons.
  • a start generator for a pulse start according to DE 197 45 995 A1, a start generator being connected to the crankshaft via a start clutch between the crankshaft and a flywheel, or in addition to the usual clutch between the flywheel and vehicle transmission, works in such a way that the electric motor is disconnected Internal combustion engine (and gearbox) first rotates the flywheel to the drive speed (e.g. 1000 1 / min) and then drives the internal combustion engine via the rotational energy when the clutch or clutch closes quickly.
  • This im- pulsstart is suitable for normal cold starts, but unfavorable for re-starts with a warm engine at traffic lights and after the end of overrun phases due to the time required.
  • each starting method is preceded by a start clarification phase, in which, when the clutch is closed, there is an electrical machine between the crankshaft, the internal combustion engine and the vehicle transmission, which is connected to the internal combustion engine via the clutch.
  • a start generator r is preferably used as the electrical machine.
  • a simple detection of the existing starting conditions is achieved in that in the start clarification phase the starting control device detects the speed curve of the crankshaft via a speed sensor and derives the starting method and the starting parameters from this.
  • the drag torque at the start affects the speed curve.
  • the internal combustion engine is cold when there is a large drag torque, and warm when it is small.
  • the starting method can be determined via a temperature measurement or a plausibility check can be carried out with it.
  • the rotary Number history already recorded via a crankshaft speed sensor so that it can also be used to derive the existing starting conditions.
  • the correct starting method is recognized via predefined limit values of the measured drag torque.
  • the decision about the starting method is made from the range of the speed curve between the 1st and / or 2nd maximum and / or the 1st and / or 2.
  • the minimum speed can be derived. From this, clear conclusions can be drawn about the present drag torque and used for the correct choice of the starting method.
  • the pulse start is selected as the operating phase.
  • a so-called dry pulse start phase ie. H. without ignition and injection, in which the synchronization and, if necessary, a fuel pre-injection is carried out by means of an electronic engine control unit (Motronik).
  • This is a forward impulse start, in which the flywheel is first pulled up to the required speed by the start generator when the clutch is open, and then position detection / synchronization is achieved when the clutch is closed.
  • the electric machine can be designed with or without a reduction gear and can be connected directly to the gear shaft and to the internal combustion engine via a quick-closing starting clutch.
  • the vehicle transmission FG is connected to the internal combustion engine VM via an intermediate transmission ZG and via a clutch K serving as a starting clutch.
  • An electrical machine serving as a start generator S / G is connected directly to the transmission shaft and via a flywheel SR and the clutch K to the internal combustion engine VM.
  • the speed curve on the input and output sides of the clutch K is recorded in an electrical start control device STG and a decision is made in a start clarification phase about the start method to be taken and the start parameters for this are determined.
  • a cold start with a comparatively low torque of the electrical machine is carried out by a start clarification phase preceding the pulse start, in which the crankshaft KW is positioned in a first starting method with the clutch K closed and in a second starting method by a dry pulse start, or the crankshafts / Camshaft position is fully recognized, so that, if necessary, a pre-injection can be placed in the next firing cylinder.
  • a subsequent pulse start then runs absolutely safely and very quickly even with an Otto engine.
  • pre-injection and ignition take place via an engine control unit MSG, which corresponds to the start control unit STG (synchronization).
  • the start / drive unit according to the invention thus offers an optimal combination of "synchronized" pulse start in the extreme cold start area and direct start up to a relatively low temperature limit, the temperatures being reflected in the speed curve.
  • the second start method results in a precisely coordinated pulse start, so that when the engine is warm Internal combustion engine VM a minimal wind-up time and thus a high start dynamic is achieved.
  • the torques required by the start generator S / G at the cold start limit temperature for the (impulse) start of the first start method can be up to 2 times lower than with the corresponding direct start, and even up to 4 times for the second start method.
  • the decisive improvement is achieved by an almost uninterrupted, speed-controlled starting process. No additional sensor is required to decide which starting method and which starting parameters to choose, as the existing crankshaft speed sensor DG1 can be used.
  • Start method 1 (The goal is low battery power)
  • Phase 1 (start clutch K closed) Cranking the crankshaft KW using the S / G start generator with the specified voltage or power and determining the starting conditions using drag torque measurement with a sensor DG 1, mi ⁇ decision for the siarx method by comparing the limits specified by the mix,
  • start parameters e.g. B. Wind-up speed or wind-up time (start-up phase).
  • Phase 2A (S ⁇ artkupplu ⁇ g K closed) Direct start with a small drag torque of the machine in phase 1 (warm start).
  • Phase 2 ⁇ start clutch K closed positioning, angle detection, if necessary pre-injection with large pushing torque in phase 1.
  • Phases 1 and 2A or 1 and 2B are overlapping parts of the direct starter or before the subsequent impulse start.
  • Phase 1 Cranking the crankshaft KS using the start generator S / G.
  • Phase 2C (clutch K open, flywheel SR pulled up by start generator S / G to low speed.
  • Phase 3C (clutch K closed) dry pulse start with positioning, angle detection, if necessary pre-injection.
  • Phase 4C switching clutch K open

Landscapes

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

Abstract

L'invention concerne une unité de démarrage et d'entraînement pour moteur à combustion interne (VM) dans lequel il est prévu au moins deux processus de démarrage, présentant un embrayage (K) entre le vilebrequin (KW), le moteur à combustion interne (VM) et la boîte de vitesses du véhicule (FG), ainsi qu'une machine électrique qui est reliée, via l'embrayage (K), au moteur à combustion interne (VM). Grâce à la machine électrique, les deux processus de démarrage sont en mesure de fonctionner chacun seul, de façon optimum, grâce au fait que chaque processus de démarrage précède, grâce à la rotation du vilebrequin au moyen de la machine électrique, une phase de préparation au démarrage, dans laquelle, l'embrayage étant fermé, les conditions de démarrage sont détectées, une décision est prise quant aux phases ultérieures de fonctionnement (phase démarrage direct, phase positionnement, phase pré-injection, phase démarrage par impulsions) et leurs paramètres sont déterminés.
EP99927677A 1998-04-20 1999-04-19 Unite de demarrage et d'entrainement pour moteur a combustion interne d'un vehicule Withdrawn EP0990094A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19817452 1998-04-20
DE19817452 1998-04-20
DE19858992A DE19858992A1 (de) 1998-04-20 1998-12-21 Start-/Antriebseinheit für eine Brennkraftmaschine eines Kraftfahrzeuges
DE19858992 1998-12-21
PCT/DE1999/001161 WO1999054620A1 (fr) 1998-04-20 1999-04-19 Unite de demarrage et d'entrainement pour moteur a combustion interne d'un vehicule

Publications (1)

Publication Number Publication Date
EP0990094A1 true EP0990094A1 (fr) 2000-04-05

Family

ID=26045612

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99927677A Withdrawn EP0990094A1 (fr) 1998-04-20 1999-04-19 Unite de demarrage et d'entrainement pour moteur a combustion interne d'un vehicule

Country Status (3)

Country Link
US (1) US6250270B1 (fr)
EP (1) EP0990094A1 (fr)
WO (1) WO1999054620A1 (fr)

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Also Published As

Publication number Publication date
US6250270B1 (en) 2001-06-26
WO1999054620A1 (fr) 1999-10-28

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