EP2157313A2 - Dispositif et procédé destinés au soutien d'un démarreur dans un véhicule automobile - Google Patents

Dispositif et procédé destinés au soutien d'un démarreur dans un véhicule automobile Download PDF

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Publication number
EP2157313A2
EP2157313A2 EP20090164366 EP09164366A EP2157313A2 EP 2157313 A2 EP2157313 A2 EP 2157313A2 EP 20090164366 EP20090164366 EP 20090164366 EP 09164366 A EP09164366 A EP 09164366A EP 2157313 A2 EP2157313 A2 EP 2157313A2
Authority
EP
European Patent Office
Prior art keywords
starter
energy storage
energy
motor vehicle
temporary
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Withdrawn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
EP20090164366
Other languages
German (de)
English (en)
Other versions
EP2157313A3 (fr
Inventor
Hubert Schweiggart
Wolfgang Mueller
Guenter Reitemann
Michael Merkle
Marcus Abele
Christian Prag
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2157313A2 publication Critical patent/EP2157313A2/fr
Publication of EP2157313A3 publication Critical patent/EP2157313A3/fr
Withdrawn legal-status Critical Current

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    • 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
    • F02N11/0862—Circuits specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • 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
    • F02N2011/0881—Components of the circuit not provided for by previous groups
    • F02N2011/0885—Capacitors, e.g. for additional power supply
    • 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
    • F02N5/02—Starting apparatus having mechanical power storage of spring type
    • 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

Definitions

  • the invention relates to the field of starters or starters for internal combustion engines, in particular for use in the automotive sector.
  • Starters for internal combustion engines are generally provided as an electrical machine that generates mechanical energy by converting electrical energy from an electrical system or from an accumulator, which are transmitted to start the internal combustion engine to this.
  • the electrical power required when starting an internal combustion engine is usually a multiple of the power required for the entire vehicle electrical system. Since the starting process, in which the internal combustion engine is brought from a speed of 0 to a minimum speed, is relatively short, i. Usually less than 5 seconds, the energy source, i. a car battery, subjected to a pulse-like power demand in which flow 1000 A or more, depending on the size of the vehicle engine.
  • the design of the vehicle battery or the entire energy management of the motor vehicle is designed for reasons of cost and for reasons of space savings not on the basis of the short peak value, but based on the required electrical power during normal operation.
  • the invention allows a cost-effective solution for supplying the electrical system of a motor vehicle during the startup process or even during an acceleration process and allows substantial support of automotive batteries, the state of charge is not sufficient for a startup, or allows support of the engine by bsp.
  • a starter generator generates kinetic energy which is supplied to the internal combustion engine.
  • the starter life is increased by the possible current control.
  • results in terms of noise and vibration a higher comfort during cold start of the engine.
  • the starting speed can be improved by improved energization of the starter.
  • the electrical system can be charged higher, since the invention allows compensation of a reduced state of charge of the vehicle battery.
  • the load on the vehicle battery is reduced during startup, which increases its life and, if appropriate, electrical connection circuits can be designed in accordance with a lower current.
  • Other embodiments of the invention allow a reduction in the load of the starter. If an auxiliary starter is used, the invention allows, if appropriate, to be dimensioned according to a lower power, whereby costs can be saved.
  • embodiments of the invention allow the multiple use of components of a vehicle power supply module, in particular the pulse inverter, whereby the above-mentioned advantages can be achieved by particularly simple modifications.
  • the concept underlying the invention is to provide the motor vehicle and in particular its power supply with a temporary energy storage, which supports the motor vehicle starter during the starting process, thereby increasing the burden of the motor vehicle battery reduces or supports the internal combustion engine by the temerature energy storage drive power supplied, which is supplied to the internal combustion engine, if this accelerates.
  • the temporary energy storage may support a starter generator, ie, the automotive starter, during acceleration by transmitting energy to the starter generator in accordance with a support signal or acceleration signal, which in turn converts the energy and assists the internal combustion engine.
  • the temporary energy storage is also connected to energy sources of the motor vehicle and is charged by means of these energy sources, eg. by means of vehicle electrical system, vehicle accumulator, recuperation generator, starter generator or alternator.
  • the temporary energy storage can be designed especially for the strong power output peaks
  • the Car battery can be designed according to only a relatively small fluctuating energy output, with output power peaks, as they occur at startup, are supplied in this case by the designed temporary energy storage.
  • lead-acid batteries which are used as motor vehicle accumulators can be designed according to a lower short-circuit current or starter current, whereby costs can be saved and the requirements for accumulators are weakened.
  • a start signal is used to trigger the transmission of energy from the temporary energy storage to support the start of the support, ie the energy transfer or initiates.
  • a start signal thus on the one hand a signal is referred to, which reproduces the start request, and on the other hand denotes a signal that represents the beginning of the support ie the support request, bsp. triggered by an acceleration request that is above a threshold, the threshold representing the acceleration that the engine is currently able to perform at maximum.
  • an energy source to charge the temporary energy storage basically electrical energy sources can be used (ie current sources), or kinetic energy sources can be used (ie kinetic energy, preferably rotational energy, for example from the kinetic energy of the vehicle or from the rotational movement of the internal combustion engine or rotational movements within the drive are derived).
  • the energy can be fed directly into the temporary energy storage, or can be fed indirectly from a converter in the temporary energy storage, the converter preferably as a generator or
  • the motor used is an electric machine that generates electric power from electric rotary motion as a generator, or generates a rotary motion as a motor of electric power.
  • a temporary energy storage ie a memory that stores mechanical energy, such as kinetic energy or elastic or potential energy, as such, ie for example in a flywheel or in a spring element or a memory, the electrical energy as such stores.
  • an energy management control or another central control is preferably provided, which is provided to deliver a corresponding charging signal, due to which the temporary energy storage is connected to the electrical system, the motor vehicle battery, a recuperation generator, the start generator or the output to electrical or mechanical energy to be charged.
  • Kinetic energy can preferably be stored as mechanical rotational energy in a flywheel, which is accelerated during charging and decelerated when the energy is released.
  • Elastic energy can be stored in a spring element, which is stretched or loaded for loading.
  • kinetic energy of a flywheel or elastic energy of a spring element is referred to as the mechanical energy.
  • Electrical energy can be stored preferably in the form of an electric field or as an electrochemical potential difference (or a combination thereof), but optionally also in the form of a magnetic field. Therefore, as a temporary energy storage which stores, as an electric memory, the energy stored therein as an electric field, a capacity such as a capacitor, ie, a double-layer capacitor (a DLC), an electrolytic capacitor, or the like is suitable.
  • capacitors of appropriate rated voltages may be used in which the energy is stored in the form of an electric field at the same voltage, ie 12V, 24V or 48V, or preferably in which the electric field is based on a significantly higher potential difference, ie at a voltage of at least 50 V, at least 80 V, at least 100 V, at least 150 V, at least 250 V, at least 350 V or at least 450 V.
  • Charging and discharging the same type of energy ie electrical Energy may be used, it may still be necessary to use an energy converter, which raises electrical energy from a voltage level to a higher voltage level to store the thus converted high-voltage energy or the high voltage of the capacitor during discharge in the usual Operating voltage of the starter or the electrical system converts, so that the currents can be combined in an effective manner.
  • an electrical energy source with a correspondingly high voltage which corresponds to the operating voltage of the capacitor, is used for the charging process instead of a converter.
  • a DC / DC converter is necessary in this case, which adapts the voltage of the capacitor to the voltage of the electrical system or the starter.
  • any type of DC / DC converters are suitable, which essentially generate an AC voltage from an input DC voltage, transform it into the desired voltage level, for example by means of a transformer, whereby the AC voltage thus transformed is smoothed before being used as a starting voltage.
  • DC voltage is delivered.
  • voltage / current transformers are also suitable, which generate a current from the energy stored in the capacitor by means of a charge pump, which is fed into the starter.
  • Starter generators are electrical machines that have two functions: (1) as starters, to which power is supplied to bring the drive shaft of the internal combustion engine from a speed of zero to a minimum speed, i. as a starter, and (2) as a generator, which is directly or indirectly connected to the drive shaft of the internal combustion engine to convert the rotational movement of the internal combustion engine into electrical energy during its operation, and to feed this into the electrical system, for example to the consumers connected thereto supply and charge the car battery.
  • a generator these can also be connected to the output in order to convert the kinetic energy of the vehicle into electrical energy and thus recuperate.
  • the starter generator serves as a starter
  • a generator of the starter generator operates as an alternator.
  • the starter generator is connected to an inventive control system or a vehicle electrical system management module according to the invention to be powered by the controller or the module during startup, and to the controller during normal operation of the internal combustion engine or to supply the module-generated current, which is suitably forwarded to the electrical system or to the motor vehicle accumulator.
  • the on-board network management module includes a starter function for the starter function as well as a pulse inverter, the current according to a desired duty cycle clocked and thus adjusts the amount of current to provide during the startup the starter current with a corresponding time course.
  • the electrical system management module preferably comprises a DC / DC converter, with which the voltage of the motor vehicle battery is converted to a level that is suitable for the starter generator. The DC / DC converter is thus connected to the pulse inverter to feed it with the converted voltage.
  • the DC / DC converter on the one hand to the car battery to be fed from it, and according to the invention also with the temporary energy storage, wherein a corresponding coupling device connects the temporary energy storage at the right time with the input of the DC / DC converter to transmit energy to the starter generator via the DC / DC converter and the pulse inverter at the peak current caused by the starting process.
  • the temporary energy storage can be connected via the coupling device directly to the pulse inverter, when its input voltage corresponds to the output voltage of the temporary energy storage.
  • the load which is caused by the starting process, and with the input of the pulse inverter, the respective energy sources loaded distributed to the vehicle battery and in particular the temporary energy storage, especially the temporary energy storage during the peak load to a very high degree Pulse inverter supplies electrical energy.
  • the electrical system module can be set up to initiate and control the charging of the temporary energy storage, for example by means of a charging signal.
  • the temporary energy storage according to peak current load (with a moderate capacity), and to design the automotive battery with a high capacity, but with a moderate peak power.
  • the tasks are distributed to the different power sources, with the peak load coverage provided by the temporary power storage, and the car battery providing average and less variable power, making it possible to design the respective sources according to their task.
  • This allows the use of capacities as a temporary energy storage, since these are especially designed for peak loads (i.e., high short-circuit currents), and a car battery, such as a lead-acid battery, provides above all a high capacity.
  • a flywheel is used, preferably in the form of a wheel that can be charged by being driven by an electric motor, or by it with the movement the internal combustion engine or the vehicle is driven.
  • the flywheel is preferably suitable for high speeds and stored, in particular flywheels allow a pulse-shaped load in the form of a strong deceleration, and thus can be used for the peak load described above.
  • the output of the kinetic energy of the flywheel can be provided on the one hand by direct mechanical coupling via a coupling device which connects at the time of starting the flywheel (via suitable gear) with the engine or its drive shaft to start the engine.
  • connection can also be provided between the flywheel and the mechanical side of the vehicle starter (or the starter generator).
  • the coupling of the kinetic energy store to the vehicle starter in this case means that the mechanical side of the vehicle starter is supported by the kinetic energy, wherein the connection between the store and the vehicle starter can be immediate or provided via the internal combustion engine, which is also connected to the vehicle starter during startup.
  • the coupling device which connects the temporary energy storage (whether a kinetic or an electrostatic) with the motor vehicle starter (with the electrical side of the motor vehicle starter or with the mechanical side of the motor vehicle starter) is preferably selectively triggered at the time of peak load during the starting process (or the acceleration process) to deliver the stored energy to the vehicle starter and thus to the internal combustion engine.
  • the addition of the stored energy in the temporary energy storage and the energy stored in the vehicle battery can be provided by a mechanical overlay on the internal combustion engine or on the mechanical side of the vehicle starter, or by an electrical overlay, optionally electrical conversion of the temporary energy or the energy of the car battery precedes.
  • the voltages are preferably delivered in the same voltage level, preferably in the voltage level of the motor vehicle starter, or in the voltage level of the electrical system.
  • the temporary energy storage has an energy storage capacity to support the starter, which is less than that of the total capacity of the car battery, but corresponds to a substantial proportion of the energy that must be applied by the car starter.
  • the proportion is preferably not less than 10%, 20%, 30%, 40%, 50%, 60%, 80%, 90% or 100% of the starter energy, or is greater than the starter energy, ie at least 100% of the starter energy , at least 120% of the starter energy, at least 150%, at least 200% or at least 250%. If the capacity of the temporary energy storage is greater than the required starter energy, then the temporary energy storage is not completely discharged during a startup.
  • the temporary energy storage Furthermore, it is advantageously able to emit a large part of the energy stored in it during the starting process, wherein an amount of energy can remain stored in the temporary energy storage, insofar as a proportion is transferred from the temporary energy storage to the vehicle starter, the proportion at least the above-mentioned proportion of the starter energy.
  • the invention is implemented as a starter or acceleration support device, then this includes the temporary energy storage, as well as a coupling device which is connected between temporary energy storage and an energy delivery point.
  • the energy delivery point of the device may be mechanical or electrical, where, in the case of the mechanical version, the energy delivery point is for example a shaft (eg a shaft connected to the internal combustion engine) and the coupling device is a mechanical coupling and in case of electrical expression the power delivery point is a (power) connection, and the coupling device comprises an electrical switch.
  • the starter support device further comprises a trigger connection with which the respective coupling device can be actuated, whereupon the temporary energy storage device is connected directly to the energy delivery point.
  • the energy delivery point can be connected to the corresponding side of the vehicle starter.
  • the trigger terminal may be sensitive to a signal which is electrical or mechanical in nature, i. hydraulic, pneumatic, electromechanical or a lever or shaft device which converts the signal into an actuating movement of the coupling device.
  • the starter assist device further includes a charging device for applying energy to the temporary energy storage (whether electrical or kinetic), the charging device being part of the starter assist device, and the assist device, preferably including a charging port together with the charging device, over which the temporary energy storage can be recharged.
  • the charging port can thus form an interface for kinetic or electrical energy.
  • the trigger terminal may also serve to control the coupling of the temporary energy storage to a power source provided for charging the temporary energy storage.
  • the invention may be implemented by a method that provides for coupling the temporary energy storage to the vehicle starter at the correct time (eg, by transmitting a trigger signal) to transfer energy from the storage to the starter.
  • the motor vehicle battery transmits energy to the motor vehicle starter, so that combines the energy of the energy storage device and the accumulator can be.
  • the method preferably provides that the temporary energy storage can be loaded, ie by means of kinetic or electrical energy, depending on the nature of the temporary energy storage.
  • the temporary energy storage for charging is connected to an energy source of the motor vehicle, which, as described above, can be kinetic or electrical in nature.
  • the charging by means of electricity from the electrical system is suitable when the internal combustion engine drives an alternator or the starter generator.
  • a charging signal or a trigger signal is preferably output, which leads to the transmission of energy from a power source to the temporary energy storage.
  • a source of energy is the car battery, the electrical system, the generator, the output (in the case of mechanical energy), inter alia
  • the invention can be implemented by means of a motor vehicle electrical system management module with a pulse-controlled inverter, which receives energy from the temporary energy storage on the one hand and receives energy from the electrical system or the motor vehicle accumulator on the other.
  • the supply of energy is preferably coordinated so that during peak load both energy sources (i.e., the accumulator and the energy storage) are combined.
  • the temporary energy storage device is preferably an energy store which emits the energy electrically, wherein the electrically emitted energy of the temporary energy storage before the pulse-controlled inverter or after the pulse-controlled inverter can be combined with the electrical energy of the motor vehicle accumulator.
  • a DC / DC converter is provided within the motor vehicle electrical system management module, which can be supplied by the temporary energy storage, the car battery or both with electric current, and the converted current to the pulse inverter and thus to the motor vehicle starter can deliver.
  • the pulse inverter is preferably connected to a start control, which is part of the electrical system management module and controls the duty cycle of the pulse inverter according to the one controlled or desired startup course.
  • an additional starter ie, starter
  • the starter generator as well as the additional starter according to the invention is supplied with energy (be it kinetic or electrical), which comes from both the accumulator and from the temporary energy storage.
  • an operating mode control according to the invention may be designed such that using the invention more starting operations than previously usual are performed, wherein, for example, the driving strategy can be changed, for example by changing thresholds be that it comes more frequently in driving situations to start / stop.
  • the invention is preferably used in power units of automobiles, ie, for example, automobiles or trucks, but may also be used in other combustion engine-powered vehicles.
  • the invention is suitable for use in vehicles with start / stop control, in which the engine is stopped not only by the driver, but also by an automatic in given situations and also automatically restarted. This can save energy through the more efficient operation of the internal combustion engine.
  • the invention is suitable for use in hybrid engines in which the internal combustion engine and an electric machine are used in parallel or in series with the drive. Since the starting of the internal combustion engine can also be carried out with the electric machine provided for the drive, the energy from the temporary energy store is preferably transmitted to the electric machine provided for the drive. Optionally provided additional starters or starters can also according to the invention receive energy from the temporary energy storage to facilitate the starting process.
  • the FIG. 1 shows a support device 10 according to the invention, which includes a temporary energy storage 12 and a coupling device 14.
  • the coupling device 14 connects the temporary energy storage 12 to a power delivery point 16 of the support device.
  • the coupling device comprises a trigger terminal 18, via which start signals can be input.
  • the arrow shown in reference numeral 18 shows the input direction of the start signals.
  • the energy delivery point 16 is connected to a starter 20, which in the case of starting energy from the temporary energy storage 12, in which it transfers energy to the docking device 14, as indicated by the arrow between FIGS. 12 and 14, with the docking device 14 passing the energy to the energy delivery point, which then releases the energy as indicated by the arrow between FIGS. 16 and 20 is forwarded to the starter.
  • a starter 20 which in the case of starting energy from the temporary energy storage 12, in which it transfers energy to the docking device 14, as indicated by the arrow between FIGS. 12 and 14, with the docking device 14 passing the energy to the energy delivery point, which then releases the energy as indicated by the
  • the energy delivery point 16 is an electrical interface, preferably an electrical connection, which is suitable for transmitting at least 50 A, at least 100 A, at least 200 A or at least 500 A. According to these currents, the temporary energy storage or its maximum peak current is designed. This electrical energy is forwarded to the electrical side of the motor vehicle starter 20.
  • the trigger terminal 18 is also used to control the charging of the temporary energy storage, whereby the temporary energy storage 12 is received via the docking device 14 from the starter (ie the mechanical side or the electrical side or from another power source) and thereby charged.
  • the trigger terminal is preferably connected to a central controller, a start control or to a power management (not shown) for receiving a charge signal from this component.
  • the motor vehicle starter 20 also receives energy during the starting process from a motor vehicle accumulator 30 which, according to another coupling device 32, for example a starter switch, transmits this energy via a further interface 34 to the starter 20.
  • the interface 34 may coincide with the interface 16, so that the two currents are added, which are output from temporary energy storage and car battery.
  • the coupling device between the motor vehicle accumulator 30 and the starter 20 is provided with a trigger connection 36, which is temporally coupled to the trigger connection 18.
  • only one coupling device can be used when the temporary energy storage is connected to the motor vehicle accumulator via a switch which transmits the energy of the temporary energy storage to the vehicle battery in the event of starting, whereby the energies of the temporary energy storage and be combined of the car battery before they are delivered to the vehicle starter 20.
  • the motor vehicle battery 30 is also connected via a connection 40 to a vehicle electrical system 50, which is fed by the motor vehicle accumulator.
  • the automotive battery 30 itself is also connected via a connection 60 to the motor vehicle starter 20, which in the in FIG. 1 illustrated case corresponds to a starter generator.
  • the starter generator generates energy which is fed via the connection 60 into the motor vehicle battery 30.
  • the feeding direction in this case which corresponds to the process of loading, is shown by the arrow between reference numeral 60 and reference numeral 30.
  • the temporary energy storage 12 is charged, as shown by the connection 70 between the starter generator 20 and temporary energy storage 12.
  • a connection can be provided between the vehicle electrical system 50 and the temporary energy storage 12, which in the normal operating state, ie outside of starting processes, recharges the temporary energy storage with the internal combustion engine running.
  • the charging current may be a fraction of the peak current transferred from the temporary energy storage to the starter generator during start-up.
  • the charging power can be many times lower than the output power of the temporary energy storage, wherein the output power to the charging power behaves as greater than 10: 1, greater than 100: 1, greater than 1000: 1, greater than 10000: 1 or more.
  • the charging process of the temporary energy storage may be more than 10 seconds, more than 3 seconds, more than 1 minute, more than 5 minutes, or more than 30 minutes, whereas the energy output during startup is less than 10 seconds, less than 5 seconds or less than 3 seconds.
  • the temporary energy storage does not serve as an energy source during the entire boot process, but only during a first portion of the boot process, for example, in the first half, in the first third, or in the first tenth of the boot process.
  • the first 0.3 seconds or less than the first 0.5 seconds of energy from the temporary energy storage to the vehicle starter since a support of the car battery during the the first phase of the starting process already leads to a significant reduction in the peak load.
  • a support of the car battery during the the first phase of the starting process already leads to a significant reduction in the peak load.
  • they may not directly provide the starting current but are subject to some delay, depending on the accumulator composition and ionic velocity, during which, for example, a temporary energy storage capacitor provides most of the starting energy.
  • the different power densities (ie supply speeds) or energy dissipation behavior of capacitors and motor vehicle accumulators can thus be combined, so that in a first phase the temporary energy storage provides a large part of the required starting energy, and in a second phase the motor vehicle accumulator the predominant part the energy required for starting.
  • the FIG. 2 shows a block diagram that implements the invention.
  • the circuit shown includes a starter generator 120, as well as an optional cold start starter 122, the additional starter supports the starter generator 120, especially during cold starts.
  • a vehicle electrical system management module 190 is connected both to the starter generator 120 and to the cold start starter 122, as well as to a vehicle electrical system represented by the consumer 150.
  • the on-board network management module comprises a signal input 192 for receiving sensor and control signals.
  • the module 190 is connected to a temporary energy storage 112 and to a motor vehicle accumulator 130. Both may be stressed in the startup phase and provide electrical power to operate the starter generator 120 and the optional cold start starter 122.
  • the module 190 preferably connects the temporary energy storage 112 during startup only with the starters 120, 122, and not with the electrical system 150, whereas the battery 130 supplies the vehicle electrical system 150 during the starting process.
  • the on-board network management module 190 may further comprise a controller, which regulates the power output to the on-board network 150 on the one hand, and controls the connection between the temporary energy store and the accumulator 130 during the start-up procedure.
  • the temporary energy storage 112 is preferably designed as a double-layer capacitor (DLC).
  • the electrical system management module preferably comprises a pulse inverter with which the regulation described above can be provided.
  • the pulse inverter is supplied by both the accumulator 130 and the energy storage 112 during startup, with the pulse inverter passing the energy to the generators in accordance with drive (i.e., set duty cycle).
  • the FIG. 3 shows one too FIG. 2 alternative circuit with an on-board network management module 290, to which a car starter 220 and an optional additional cold start starter 222 is connected.
  • these are supplied with energy via the on-board network management module 290, which originates from that in the temporary energy storage 212 which is connected to the on-board network management module 290, as well as the accumulator 230, which is connected to the on-board network management module 290.
  • the accumulator 230 is connected in a direct manner, ie not via the vehicle electrical system management module with a vehicle electrical system 250, the in FIG. 3 represented as a consumer.
  • the on-board network management module also includes a pulse inverter, which is supplied by the battery 230.
  • the output power of the pulse-controlled inverter is combined to the (time-related) energy of the temporary energy storage 212 and delivered to the starters 220, 222.
  • the onboard power management module 290 may include a DC / DC converter to adjust the voltage level of the battery 230, the voltage level of the temporary energy storage 212 or both voltage levels to the voltage level of the starter adapt, or adapt to the voltage level of the input of the pulse inverter within the on-board network management module 290.
  • the circuit of FIG. 2 includes the circuit of FIG. 3 a signal terminal 292 provided on the on-board network management module 290.
  • the starting process is controlled via this connection, and preferably also the charging process of the temporary energy storage 212 and the accumulator 230, as well as the pulse inverter and an optionally present DC / DC converter in order to supply the generators 220 with a suitable current during the starting process, if necessary to supply a predetermined current profile.
  • FIG. 4 shows a block diagram of a vehicle electrical system management module for implementing the invention.
  • Vehicle electrical system management module 390 shown comprises a pulse inverter 390a, a DC / DC converter 390b, a starter current clock 390c, and a memory monitoring / control 390d, which further comprises a communication interface.
  • the circuit shown at 390d may be implemented by means of a programmed microcontroller or processor.
  • Circuit 390d further includes an input 392 suitable for input and output of signals, in particular for input of starter signals. In the case of a starter signal at the input 392, the circuit 390d causes a corresponding control of the starter current clock 390c via a connection 395.
  • the starter current clock 390c provides a corresponding signal sequence to suitably drive the pulse inverter 390a. Therefore, a control connection between starter current clock 390c and pulse inverters in the form of a connection 393 is provided.
  • the circuit 390d is connected to the DC / DC converter via a connection 396 to drive the DC / DC converter.
  • This converter converts a voltage applied to the DC / DC converter input 397 and outputs it to the pulse inverter 390a at the DC / DC converter output 398.
  • the DC / DC converter 390b thus supplies electrical energy to the temporary energy storage to charge it for later use.
  • the energy that is required for charging comes from the electrical system and in particular from the generator that powers the electrical system, which, for example, recuperation energy (kinetic energy of the vehicle, electrically converted) flows into the temporary energy storage.
  • recuperation energy kinetic energy of the vehicle, electrically converted
  • the output of energy from the temporary energy storage is used to support the starter or starter generator during startup. Further, with energy of the temporary energy storage stored therein, a starter generator can be operated while driving, as is the case with mild hybrid drives.
  • the temporary energy storage not only provides energy for acceleration support, but preferably also during starting.
  • the starter generator is assisted by the temporary energy storage during acceleration, thereby assisting the internal combustion engine in generating traction power.
  • This support of the internal combustion engine by the temporary energy storage is called "active boost" and can be used not only in mild hybrid drives, but also in conventional engine drives with starter generator.
  • the temporary energy storage is also preferably used to support the electrical system, ie transmits electrical energy to the electrical system to support the start generator (or other generator that powers the electrical system) in generating electrical energy to supply the electrical system.
  • the energy required for this purpose was previously stored in the temporary energy storage, for example, electrical energy from recuperation processes.
  • the input 397 can be connected to the vehicle accumulator and / or to the temporary energy storage.
  • the accumulator or the temporary energy store can be connected directly to the pulse inverter 390a via the input 399 if the input voltage level for the pulse inverter 390a corresponds to the voltage level of the energy source connected to the input 399.
  • the DC / DC converter 390b is thus necessary to adapt electrical energy sources such as accumulator or temporary energy storage to the voltage level of the input of the pulse inverter 390a. If no starter is required, the electrical energy can be input directly to the pulse inverter via terminal 399.
  • the pulse inverter 390a is further connected via connection 394 to the controller circuit 390d for receiving therefrom corresponding control signals by which, for example, the duty ratio of the pulse inverter 390a is adjusted.
  • the pulse inverter 390a further includes an output 400 to which a starter generator, a starter or both can be connected.
  • the circuit of FIG. 4 be used to convert the energy in the opposite direction and feed into the accumulator or in the temporary energy storage.
  • the DC / DC converter draws a current from an alternator or from the starter generator and converts the connected voltage corresponding to the charging voltage of the accumulator or the charging voltage of the temporary energy storage.
  • the DC / DC converter is used in both directions.
  • a recuperation generator can be used as the energy source for charging the accumulator or temporary energy storage.
  • the voltage generated by the Rekuperationsgenerator is fed via the DC / DC converter, for example, in the electrical system and / or in the temporary energy storage and the accumulator.
  • the pulse inverter can be used as a chopper for DC / DC conversion.
  • temporary energy storage 112 is during normal operation, i. during the charging of the alternator or a Rekuperationsgenerator equally connected to the electrical system, optionally via charging devices (such as a pulse inverter or DC / DC converter), the on-board electrical power or the current of the Rekuperationsgenerators in a corresponding charging current for the accumulator or for the temporary energy storage recycle.
  • the alternator or the start generator comprises a controllable rectifier circuit, for example a MOSFET rectifier circuit, preferably with a pulse inverter, which comprises a controllable rectifier circuit.
  • the accumulator and also the temporary energy storage device can be connected to a respective charging device, which draws electrical energy from an energy source and passes it on to the components to be charged in accordance with a corresponding charging method.
  • Suitable energy sources are, in particular, an alternator, a recuperation generator or a starter generator.
  • energy sources are generally suitable electrical machines that are operated as a generator, such as AC machines with rectifier circuit and possibly with controller, DC machines, or the like.
  • the implementation of control and regulation steps can be provided by means of a programmable processor and associated software, by means of a software / hardware combination, wherein the hardware provides a part of the method steps, or by means of a hard-wired circuit.
  • the temporary energy storage, the coupling device and the charging device of the temporary energy storage are preferably permanently installed in a motor vehicle.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
EP09164366.8A 2008-08-18 2009-07-02 Dispositif et procédé destinés au soutien d'un démarreur dans un véhicule automobile Withdrawn EP2157313A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200810041298 DE102008041298A1 (de) 2008-08-18 2008-08-18 Vorrichtung und Verfahren zur Starterunterstützung in einem Kraftfahrzeug

Publications (2)

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EP2157313A2 true EP2157313A2 (fr) 2010-02-24
EP2157313A3 EP2157313A3 (fr) 2015-06-10

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EP (1) EP2157313A3 (fr)
DE (1) DE102008041298A1 (fr)

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WO2014033215A1 (fr) * 2012-08-30 2014-03-06 Bayerische Motoren Werke Aktiengesellschaft Fonction de transfert de charge en cas de non-démarrage
DE102012222061A1 (de) 2012-12-03 2014-06-18 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Vorrichtung zum Steuern eines Anlassermotors
EP2685086A3 (fr) * 2012-07-10 2017-03-15 Caterpillar, Inc. Stratégie de démarrage de moteur pour éviter les fréquences de résonance
CN110392967A (zh) * 2017-03-13 2019-10-29 宝马股份公司 用于在供电网络中缓存电能的固定蓄能器以及用于固定蓄能器的运行方法和加装模块

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DE102010022548A1 (de) 2010-06-02 2011-12-08 Schaeffler Technologies Gmbh & Co. Kg Luftfahrzeug und Stromversorgungseinheit hierfür
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DE102020121957A1 (de) 2020-08-21 2022-02-24 Bayerische Motoren Werke Aktiengesellschaft Start-Stopp-System mit mechanischem Energiespeicher für ein Kraftfahrzeug, Kraftfahrzeug sowie Verfahren zum Betreiben eines solchen Antriebsstrangs

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2685086A3 (fr) * 2012-07-10 2017-03-15 Caterpillar, Inc. Stratégie de démarrage de moteur pour éviter les fréquences de résonance
WO2014033215A1 (fr) * 2012-08-30 2014-03-06 Bayerische Motoren Werke Aktiengesellschaft Fonction de transfert de charge en cas de non-démarrage
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DE102012222061A1 (de) 2012-12-03 2014-06-18 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Vorrichtung zum Steuern eines Anlassermotors
CN110392967A (zh) * 2017-03-13 2019-10-29 宝马股份公司 用于在供电网络中缓存电能的固定蓄能器以及用于固定蓄能器的运行方法和加装模块
CN110392967B (zh) * 2017-03-13 2024-03-12 宝马股份公司 在供电网络中缓存电能的固定蓄能器、方法和加装模块

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EP2157313A3 (fr) 2015-06-10
DE102008041298A1 (de) 2010-02-25

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