EP0808420A1 - Dispositif de demarrage pour moteur a combustion interne - Google Patents

Dispositif de demarrage pour moteur a combustion interne

Info

Publication number
EP0808420A1
EP0808420A1 EP96900269A EP96900269A EP0808420A1 EP 0808420 A1 EP0808420 A1 EP 0808420A1 EP 96900269 A EP96900269 A EP 96900269A EP 96900269 A EP96900269 A EP 96900269A EP 0808420 A1 EP0808420 A1 EP 0808420A1
Authority
EP
European Patent Office
Prior art keywords
starting device
relay
starter
electronic
module
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
EP96900269A
Other languages
German (de)
English (en)
Other versions
EP0808420B1 (fr
Inventor
Karlheinz Boegner
Stefan Renner
Martin Mayer
Claus Kramer
Rainer Topp
Volker Koelsch
Henning Stoecklein
Jochen Neumeister
Frank Kurfiss
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 DE19532484A external-priority patent/DE19532484B4/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0808420A1 publication Critical patent/EP0808420A1/fr
Application granted granted Critical
Publication of EP0808420B1 publication Critical patent/EP0808420B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter
    • 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
    • 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 or control means specially adapted for starting of engines
    • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
    • F02N2011/0874—Details of the switching means in starting circuits, e.g. relays or electronic switches characterised by said switch being an electronic switch
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter

Definitions

  • the invention relates to a starting device for starting an internal combustion engine, in particular a motor vehicle, with the features mentioned in the preamble of claim 1.
  • starter motors are usually used, which are connected to a voltage source via a starter relay designed as a so-called engagement relay and at the same time a pinion of the starter motor is brought into engagement with the internal combustion engine.
  • an external switch for example one.
  • the starter relay generates the force required to engage the starter device and to close a contact bridge in order to connect the starter motor to the voltage source.
  • the starter relay has a pull-in winding and a holding winding. After the start, the starting process is ended by the driver of the motor vehicle by disconnecting the voltage source from the starter motor.
  • a control circuit for controlling the starter relay is known, with which manual maloperation of the starter relay, for example via an ignition switch, a starter switch or a combined ignition starter switch is to be prevented.
  • electronic devices are known from US Pat. No. 4,739,736, for example, which are used to control the starter relay of a starting device.
  • the starting device according to the invention with the features mentioned in claim 1 offers the advantage that the starting process of the internal combustion engine can be automated and, at the same time, coordinated depending on further functional states of the motor vehicle.
  • the electronic device from an arranged on or in the starter device African relay is formed, which can be controlled via a logic signal input from an electronic engine control unit of the motor vehicle, it is advantageously possible to achieve a low-power and thus low-energy and wear-free initiation or termination of the starting process.
  • Various control functions of the starter relay can be achieved in a simple manner by means of the electronic control via an engine control unit which is generally present in the motor vehicle.
  • a supply of the starter relay with pull-in and holding current during the starting process, a safe interruption of the pull-in and holding current or, if appropriate, only the holding current, can be achieved when the starting process is ended.
  • the starting device can be safely disconnected from the vehicle electrical system, so that incorrect operation, in particular the initiation of a starting process while the internal combustion engine is running, can be prevented.
  • self-protection against overload, as overvoltage protection, as overcurrent protection and / or as overtemperature protection can be achieved very advantageously at the same time via the electronic relay combined with the starting device.
  • the electronic relay is designed such that it can be integrated with the starting device, that is to say that the electronic relay is designed as a modular unit, which is attached either to functional units or in functional units of the Starter can be arranged.
  • the electronic relay is designed as a modular unit, which is attached either to functional units or in functional units of the Starter can be arranged.
  • Figure 1 is a block diagram of the starting device according to the invention.
  • FIG. 2 shows an equivalent circuit diagram of the starting device according to the invention
  • Figure 3 is a partially cutaway side view of a starting device; Figure 4 different views of an electronic to 6 relays;
  • Figure 7 is an external view of a switch cover of a starter relay
  • FIG. 8 shows a schematic overview of an engine control system of a motor vehicle
  • FIG. 9 different circuit arrangements of one to 15 interconnection of the electronic relay.
  • a starting device 10 has a starter motor 12 and a starter relay 14.
  • the starter relay 14 has a pull-in winding 16 and a holding winding 18.
  • a switching axis 20 of the starter relay 14 indicated here carries a switching bridge 22.
  • the starter motor 12 carries on its drive axis 24 an axially displaceable pinion 26 which engages via the switching axis 20 of the starter relay 14 (engagement relay) with a gear wheel 28 of an internal combustion engine (not shown) is feasible.
  • the starting device 10 is an electronic device 30 which. hereinafter referred to as electronic relay 32.
  • the Electronic relay 32 has a power module 34 and a free-wheeling diode 36.
  • the power module 34 is connected to a connecting terminal 38 which is connected to a voltage source of the motor vehicle.
  • An accumulator battery 40 and a generator 42 are generally used as the voltage source of the motor vehicle.
  • the power module 34 is also provided with a ground connection 43 and connected to a connecting terminal 44 which is connected to the pull-in winding 16 and the holding winding 18 of the starter relay 14.
  • the power module 34 thus represents a switching means located between the terminals 38 and 44.
  • the terminal 44 is also connected to the cathode of the freewheeling diode 36, the anode of which is connected to ground, so that the freewheeling diode 36 is parallel to the holding winding 18 the starter relay 14 is switched.
  • the terminal 38 is also connected to a first contact of the switching bridge 22, the second contact of which is connected to a terminal 46.
  • the connecting terminal 46 is connected to the winding of the starter motor 12 and the pull-in winding 16 of the starter relay 14.
  • a logic signal input 47 of the power module 34 is connected via a connecting terminal 48 to an electronic engine control unit 50 of the motor vehicle.
  • the engine control unit 50 is also connected to the connecting terminal 38 and, via a connecting terminal 52, to an ignition lock 54 of the motor vehicle.
  • the arrangement shown in FIG. 1 performs the following function:
  • the electronic engine control unit 50 is activated by actuating the ignition lock 54. This then provides the electronic relay 32 with a control signal which is present at the logic signal input 47 of the power module 34. This signal provides information that the starting process should be initiated.
  • the control signal present at the logic signal input 47 consists, for example, of a voltage, for example a voltage greater than 8 V against ground, which is present during the entire starting process.
  • the electronic relay 32 can be constructed such that the control voltage can drop during the starting process, for example to a value of less than 4 V, without the starting process being interrupted.
  • the electronic relay has a high input resistance, so that the control current flowing through the logic signal input 47 has a low current intensity of, for example, less than 0.1 A. The low current strength can be easily supplied by an output stage of the engine control unit 50.
  • the power module 34 switches the supply voltage Ub a t present at the connecting terminal 38 to the pull-in winding 16 and the Holding winding 18 of the starter relay 14 through.
  • the switching axis 20 of the starter relay 14 is moved axially in a generally known manner, so that on the one hand the pinion 26 of the starter motor 12 is brought into engagement with the ring gear 28 and on the other hand the switching bridge 22 is closed.
  • the supply voltage Ut> a is present at the connecting terminal 46, and the starter motor 12 is connected to a necessary operating voltage.
  • the pull-in winding 16 is switched currentless, since the start of its winding via the terminal 44 and the end of the winding via the terminal 46 are at the same potentials.
  • the starter relay 14 is only energized via the holding winding 18, which provides a sufficiently large holding force for the switching axis 20.
  • FIG. 2 shows a circuit diagram of the arrangement shown in FIG. 1. The same parts as in FIG.
  • the electronic relay 32 has a power module 34 designed as a switching means 56.
  • a protective diode 58 is connected in parallel with the switching means 56.
  • a reverse polarity protection diode 60 is provided, the anode of which is connected to the connecting terminal 38 and the cathode of which is connected to the power module 34.
  • the polarity reversal protection diode serves to protect the power module 34 against incorrect connection.
  • the reverse polarity protection can, however, also be ensured by constructive measures which ensure a clear installation of the electronic relay 32, so that the reverse polarity protection diode 60 can be dispensed with.
  • an overvoltage diode 62 is provided which is intended to protect the power module 34 against overvoltages in the vehicle electrical system. Particularly when the generator 42 is operating (FIG. 1), normal voltage fluctuations can occur. However, if the generator 42 is equipped with so-called load-dump diodes, which in themselves ensure overvoltage protection, the arrangement of the overvoltage diode 62 can also be dispensed with.
  • the power module 34 is a smart power MOSFET which, in addition to the switching means 56 implemented by a power transistor, has an integrated overvoltage protection, an overcurrent limitation and a Has temperature shutdown, so that the power module 34 protects itself against overload.
  • the MOSFET is designed as a high-side switch with an integrated charge pump.
  • FIG. 3 shows a partially cut side view of the starting device 10.
  • the explanation of details not relevant to the present invention has been omitted, especially since the structural design of the starting device 10 is generally known.
  • the possible installation locations of the electronic relay 32 within the starting device 10 are to be illustrated with reference to FIG.
  • a first possibility is to integrate the electronic relay 32 into the starter relay 14.
  • an installation space between the windings 16 and 18 of the starter relay and the switching bridge 22 can be used.
  • the electronic relay 32 has a structure which is explained in more detail with reference to FIGS. 4 to 7.
  • the installation location of the electronic relay 32 in the starter relay 14 offers the advantage that there is a local proximity to the connecting terminals of the starting device 10 and the holding winding 18 and the pull-in winding 16 of the starter relay 14.
  • the electronic relay 32 can be designed as a correspondingly encapsulated module 66, which is attached, for example screwed, to a pole housing 68 of the starter motor 12.
  • Another room for installation is a room below a commutator bearing cap 70 or in the area of the drive bearing 72 of the starter motor 12 in question.
  • the commutator bearing cap 70 or the housing part surrounding the drive bearing 72 would have to be adapted accordingly to the design of the electronic relay 32.
  • a specific installation space of the electronic relay 32 is not intended to be determined, rather the various possibilities of the space-saving arrangement in combination with the entire starting device 10 are to be shown.
  • the starting device 10 requiring a larger, possibly only a slightly larger, installation space in the motor vehicle to arrange the electronic relay 32.
  • the electronic relay 32 By combining the electronic relay 32 with the starting device 10, it is also possible to replace starting devices 10 already installed in motor vehicles with a starting device 10 which has an electronic relay 32.
  • FIGS. 4 and 5 show a top view of the electronic relay 32, a cover being removed in FIG. 5, so that the electronic relay 32 can be viewed.
  • FIG. 6 shows a sectional illustration of the electronic relay 32 corresponding to line II in FIG. 4, while FIG. 7 shows a plan view of a switch cover of the starter relay 14.
  • the electronic relay 32 is designed as a compact structural unit 74.
  • the electronic relay 32 has the freewheeling diode 36 and the power module 34, which is designed as the chip 76.
  • the chip 76 carries the individual components of the power module 34, such as the switching means 56, the overcurrent limitation, the temperature cutoff and the overvoltage protection, which are not shown in detail here.
  • the power module 34 and the freewheeling diode 36 are arranged in a housing 78, which consists of an insulating material.
  • the housing 78 can be a plastic injection molded part, for example.
  • An installation space 80 for the freewheeling diode 36 and an installation space 82 for the power module 34 are formed within the housing 78.
  • a lead frame 84 is provided, which forms the corresponding electrical conductor tracks.
  • the lead frame 84 is connected to the power module 34, in particular to the chip 76, via a corresponding number of bonding wires 86.
  • the lead frame 84 forms a collar 88, into which the freewheeling diode 36 is pressed with its base 90.
  • the lead frame 84 leads to the terminals 38, 48, 44 and to the ground terminal 94 (see FIG. 1).
  • the installation space 82 can be closed by means of a cap 96.
  • the cap 96 can be detachably connected to the housing 78 by means of a latching connection 98. Through the releasable connection of the cap 96 to the housing 78, the latter can be removed, as shown in FIG. 5, so that the installation space 82 with the power module 34 is accessible.
  • the chip 76 of the power module 34 is arranged on a heat sink 102, for example a copper block, via a base 100.
  • the housing 78 has an approximately centrally arranged through opening 102 through which the switching axis 20 of the starter relay 14 can be guided.
  • the electronic relay 32 can be very advantageously integrated into the starter relay 14, wherein 32 functional elements of the starter relay 14 can be arranged on both sides of the electronic relay.
  • openings 104 are provided as bores, through which fastening screws for fastening housing 78 can be guided.
  • FIG. 7 shows a top view of a cover 106 of the starter relay 14.
  • the cover 106 has the main current contacts designated 108 and 110 here, which can be connected to one another by means of the switching bridge 22. Furthermore, the connecting terminals 38, 44, 48 and 94 are led out, so that a contact corresponding to that in FIG. 1 shown interconnection can be performed. Thus, no additional connections have to be led out of the starter relay 14.
  • FIG. 8 shows a schematic overview of the electronic control system of a motor vehicle. From the overview it is clear that the engine control unit 50 monitors or controls a large number of functional elements of the motor vehicle, the detailed function and mode of operation of the engine control unit 50 not being discussed in detail in the context of the present description. The overview is only intended to make it clear that the coupling of the starting device 10 via the electronic relay 32 to the engine control unit 50 enables the starting device 10 to be integrated into the overall control management of the motor vehicle in a simple manner. An actuation or a decommissioning of the starting device 10 can thus be implemented as a function of further current states of the other functional elements of the motor vehicle. A coordinated behavior becomes possible, whereby malfunctions can be excluded.
  • the engine control unit 50 receives information or outputs corresponding control signals, for example to a fuel tank 116 Electric fuel pump 118, a fuel filter 120, a pressure regulator 122, injection valves 124, a high-voltage distributor 126, an idle speed controller 128, an air temperature sensor 130, a throttle valve switch 132, a lambda probe 134, an ignition coil 136, an engine temperature sensor 138, a speed sensor 140, a climate switch 142, the start ignition switch 54 and the start device 10.
  • the engine control unit 50 is supplied with voltage via the battery 40.
  • the starting device 10 By integrating the starting device 10 into the overall system, its controllability is made possible in a simple manner, a control voltage being possible, for example, between 8 V and 24 V at a control current of less than 2 A for a battery voltage of 12 V or 24 V. An overall low-power control of the starting device 10 is thus possible.
  • the electronic relay 32 can be used to relay a number of further functions.
  • the circuits of temperature limitation, overcurrent limitation and overvoltage protection integrated in the chip 76 of the power module 34 can very advantageously be included in the control functions of the engine control unit 50.
  • start repeat function in which a restart is started by means of a limit temperature cutoff of the power transistor and its hysteresis. attempt can be initiated after reaching a lower limit temperature.
  • a further possibility of realizing the start repetition function consists in measuring the voltage at the switching bridge 22 and in the event that, after a certain selectable period of time after the start of the start process, there is no voltage, the start process is aborted and / or after a further period of time is repeated.
  • the starting device 10 can be switched off when a starter limit temperature is exceeded, for example by assigning a single temperature sensor to the starting device, which is arranged, for example, in the vicinity of the carbon brushes of the starter motor 12, which provides a signal which switching off the electronic relay and thus unlatching the starting device 10. Furthermore, an integral evaluation of the square of the motor current of the starter motor 12 can be carried out. This value obtained is proportional to a loss integral in the starter motor and thus a measure of the heating of the starter motor 12. When a certain selectable limit value is exceeded, the starting process is stopped.
  • the electronic relay 32 offers the possibility of realizing both functions, ie the application of the tightening force and the application of the holding force, with one winding. This is achieved by using the electronic relay 32 to provide two different currents by means of fixed clock conditions for the engagement and the holding of the starter relay 14.
  • the changeover time can be determined, for example, by sensing the voltage present at the connecting terminal 46. This simplifies production and saves material for the starter relay 14.
  • Another possibility is to use the electronic relay 32 to wind the starter to switch relay 14 as a series resistor for the starter motor 12 in order to enable the starter motor 12 to slowly spin when being engaged. Since a relatively high relay current of approximately 200 A flows in this case, the electronic relay 32 must be appropriately designed for these current strengths. This can be done, for example, by connecting two power modules 34 in parallel.
  • the electronic relay 32 can automatically disengage the starting device 10 when a starter idling speed is reached. Effective protection of the starting device 10 against excessive speeds is achieved here. In addition, an additional safety function is possible in addition to the already known free-wheeling.
  • a structural simplification can take place in the field and anchor area of the starter motor 12.
  • the speed of the starter motor 12 can be determined, for example, using a speed sensor or by observing the starter current. For this purpose, the starting device 10 can be switched off, for example, at a point in time at which the starter current falls below a minimum value (idle current).
  • Another very advantageous possibility is to implement an electronic immobilizer for the motor vehicle via the electronic relay 32 in connection with the engine control unit 50.
  • the engine control unit 50 can be connected via the terminal 48 Before each start-up process, the electronic relay 32 is given a pulse sequence which compares the electronic relay 32 with an internal pulse sequence. The start process is only initiated when the two pulse sequences match. If the pulse sequences do not match, the starting process is blocked by the electronic relay 32.
  • each electronic relay 32 it is possible for each electronic relay 32 to receive a permanently embossed code when it is manufactured, which code can be linked, for example, to the date of manufacture and changed monthly.
  • the code during the manufacturing process of the relay 32 can be implemented, for example, via the high-temperature logic present in the chip 76, that is to say the overtemperature protection circuit.
  • the question and answer code can be freely programmed and set or changed at regular intervals via the engine control unit 50.
  • the electronic relay 32 as an electronic immobilizer, a corresponding mechanical securing or, by choosing the installation location of the electronic relay 32, tampering with bridging should be excluded. Ultimately, this makes it possible to bypass the electronic relay 32 only by destroying the starter device 10, so that unauthorized driving away of the motor vehicle is precluded. Due to the interface between the engine control unit 50 and the electronic relay 32, the software of the engine control unit 50 can be used very advantageously for controlling the starting device 10.
  • the starting process can be ended automatically when the internal combustion engine is running, and it is to be prevented that the starting device 10 is engaged in a running internal combustion engine.
  • the starting process of a motor vehicle can therefore be controlled more safely and is largely protected against incorrect operation.
  • FIGS. 9 to 15 Various equipment variants of the electronic relay 32, in particular the power module 34, are shown with reference to FIGS. 9 to 15.
  • Figures 9 to 15 the same parts as in the previous figures are provided with the same reference numerals and are not explained again. In detail, only the special features of the respective circuit variant are dealt with.
  • the power module 34 consists of two power MOS chips 144 connected in series with one another.
  • the PMOS transistors 144 are linked to one another via a logic circuit 146.
  • the logic circuit 146 - which may also be integrated on the PMOS chips 144 - checks whether there is no signal between the transistors 144 in the switched-off state, that is to say there is no signal at the connection terminal 48, at a terminal located between the transistors 144 148 there is a voltage. In the event that a voltage is present at terminal 148, an error is sensed and transistors 144 are blocked via logic circuit 146, so that initiation or re-initiation of a start process is prevented. In addition to blocking the electronic relay 32, this error message can also be sent to an evaluation unit (not shown) for further processing.
  • the electronic relay 32 has two PMOS transistors 144 connected in parallel with one another. These are in turn linked to one another via the logic circuit 146.
  • a first transistor 144 shown here on the left, controls a first winding 150 and a second transistor 144 controls a second winding 152 of the starter relay 14.
  • the windings 150 and 152 are designed such that the starter relay 14 can only be energized when both windings are energized. To apply the holding force, however, energizing the winding 152 is sufficient.
  • the logic circuit 146 monitors the transistors 144 to determine whether switching through takes place without applying a control signal to the terminal 48. In the event that one of the relays 144 switches through, an error is detected and the electronic relay 32 is blocked, so that further start attempts can be prevented.
  • the freewheeling diode 36 from FIG. 1 is replaced by a transistor 154 which is linked to the power module 34 via the logic circuit 146.
  • the logic circuit 146 monitors whether the power module 34 is switched through incorrectly. If this is the case, the transistor 154 is activated so that the windings 16 and 18 of the starter relay 14 are short-circuited via the connecting terminal 44. As a result, the initiation of a starting process is reliably avoided.
  • the transistor 154 is designed for higher currents than the transistor of the power module 34. This ensures that in the event of a fault, the bond connections 86 (FIG. 5) melt and thus act as a fuse.
  • the power module 34 is a fuse element 156 assigned.
  • the fuse element 156 which can be designed as a separate component or can be integrated in a connecting line between the individual components, takes over the switching off of the electronic relay 32 when high currents occur in the event of a fault.
  • FIG. 13 shows an embodiment variant in which the electronic relay 32 is connected to the connecting terminal 52 instead of the connecting terminal 38, so that the electronic relay 32 can be switched on or off via the ignition lock 54.
  • the connection 158 shown in dashed lines in FIG. 13 can be provided, which bridges the engine control unit 50.
  • the connection between the engine control unit 50 and the connecting terminal 48 can be omitted in this case, so that the electronic relay 32 can be controlled independently of the engine control unit 50.
  • the electronic relay 32 is then controlled exclusively via the ignition lock 54 and connected to the voltage source. The redundancy results from the series connection of the ignition lock 54 and the electronic relay 32.
  • the mode of operation of the logic circuit 146 according to the embodiment variant shown in FIG. 9, according to which the electronic relay 32 has two transistors 144 connected in series, is explained in more detail with reference to FIGS. 14 and 15.
  • the transistors 144 are here for better differentiation with transistor 144 'and transistor 144 ".
  • the logic circuit 146 from FIG. 9 here consists of two logic modules 158 and 160, the logic module 158 on the chip of the PMOS transistor 144' and the logic module 160 on the chip of the PMOS transistor 144 "is integrated with. It is clear from FIG. 14 that the logic components 158 and 160 are connected on the one hand to the connecting terminal 48 and to ground and on the other hand to the gate, source and drain of the transistors 144. Furthermore, the logic modules 158 and 160 are coupled via a cross connection 162.
  • the logic module 158 has a time delay element 164, which is connected on the one hand to the connecting terminal 48 and on the other hand to a first input of a NAND element 166.
  • the output of the NAND gate 166 is connected to a first input of an AND gate 168.
  • the second input of the AND gate 168 is connected to the terminal 48.
  • An output of the AND gate 168 is connected to a control logic 170 of the transistor 144 '.
  • a monitoring element 172 is provided, the output of which is connected to a flip-flop 174.
  • the Q output of flip-flop 174 is connected to the second input of NAND gate 166.
  • the second logic module 160 has a second AND gate 176, the first input of which is connected via the cross connection 162 to the output of the time delay element 164 of the logic module 158.
  • the second The input of the AND gate 176 is connected to the terminal 48.
  • An output of the AND gate 176 is connected to a first input of a third AND gate 178.
  • the connection terminal 48 is further connected to a first input of a comparator 180, the second input of which is connected to the terminal 148.
  • An output of the comparator 180 is connected to a flip-flop 182, the ⁇ output of which is connected to the second input of the AND gate 178.
  • the output of the AND gate 178 is connected to a control logic 184 of the transistor 144 ".
  • FIGS. 14 and 15 performs the following function:
  • a control signal ie a high signal
  • the transistor 144 ' is switched on.
  • the transistor 144 "is initially not switched on, since the input AND gate 176 of the power module 160 is connected to the time delay element 164, and switching through takes place only when a signal is present both at the connection terminal 48 and at the cross connection 162 It is detected whether a current flows through the transistor 144 'via the monitoring element 172. In the event that no current flows, there is a difference voltage ⁇ U between the source and the drain of the transistor 144'. equal to zero. Since transistor 144 "is still blocked, it means that there is no fault if no current flows through transistor 144 '.
  • the monitoring element 172 detects a current flow through the transistor 144 'when ⁇ U is greater than 0. This provides a signal for the flip-flop 174 so that it is not set Since the high signal is now present at the second input of the NAND gate 166, the transistor 144 'is switched off after the delay time of the time delay element 164 has expired.
  • the power module 158 can thus be used to monitor the transistor 144 " respectively.
  • the transistor 144 ' In the OFF state, that is to say there is no signal at the connection terminal 48, so that the low state results, the transistor 144 'is not switched on, so that the transistor 144 "lying in series with it does not receive a supply voltage however, the transistor 144 'is defective, that is to say short-circuited, there is a supply voltage at the terminal 148, although no control signal is provided via the terminal 148.

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  • 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 Direct Current Motors (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

L'invention concerne un dispositif de démarrage destiné au démarrage d'un moteur à combustion interne, notamment d'un véhicule automobile, comprenant un démarreur pouvant être connecté à une source de tension, par l'intermédiaire d'un relai de démarrage, et pouvant coopérer avec le moteur à combustion interne pour le faire démarrer, ainsi qu'un dispositif électronique pour la commande du relais de démarrage. Le dispositif électronique (30) est formé par un relais électronique (32) monté sur ou dans le dispositif de démarrage (10), ce relais pouvant être commandé, via une entrée de signal logique (48), par un appareil de commande à moteur électronique (50) du véhicule.
EP96900269A 1995-02-03 1996-01-09 Dispositif de demarrage pour moteur a combustion interne Expired - Lifetime EP0808420B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19503538 1995-02-03
DE19503538 1995-02-03
DE19532484 1995-09-02
DE19532484A DE19532484B4 (de) 1995-02-03 1995-09-02 Startvorrichtung zum Starten einer Brennkraftmaschine
PCT/DE1996/000030 WO1996023970A1 (fr) 1995-02-03 1996-01-09 Dispositif de demarrage pour moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0808420A1 true EP0808420A1 (fr) 1997-11-26
EP0808420B1 EP0808420B1 (fr) 1999-04-07

Family

ID=26012125

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96900269A Expired - Lifetime EP0808420B1 (fr) 1995-02-03 1996-01-09 Dispositif de demarrage pour moteur a combustion interne

Country Status (7)

Country Link
US (1) US6148781A (fr)
EP (1) EP0808420B1 (fr)
JP (1) JPH11502579A (fr)
CN (1) CN1077227C (fr)
BR (1) BR9607600A (fr)
MX (1) MX9705876A (fr)
WO (1) WO1996023970A1 (fr)

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DE102008061791B4 (de) * 2008-09-30 2019-10-02 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum automatischen Abschalten einer Brennkraftmaschine
JP5573320B2 (ja) * 2009-04-20 2014-08-20 株式会社デンソー スタータおよびエンジン始動装置
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CN105264309B (zh) * 2013-04-01 2018-10-09 冷王公司 阻止非法修改发动机控制软件或控制***的***和方法
JP6674379B2 (ja) 2013-12-27 2020-04-01 ロベルト・ボッシュ・モトレス・デ・パルティダ・エ・オルタネドレス・リミターダ ダイオード収容コア
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Also Published As

Publication number Publication date
CN1172520A (zh) 1998-02-04
MX9705876A (es) 1997-12-31
WO1996023970A1 (fr) 1996-08-08
EP0808420B1 (fr) 1999-04-07
BR9607600A (pt) 1998-06-09
US6148781A (en) 2000-11-21
JPH11502579A (ja) 1999-03-02
CN1077227C (zh) 2002-01-02

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