EP1105642B1 - Method for the starter cut-out of an internal combustion engine - Google Patents

Method for the starter cut-out of an internal combustion engine Download PDF

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Publication number
EP1105642B1
EP1105642B1 EP98942474A EP98942474A EP1105642B1 EP 1105642 B1 EP1105642 B1 EP 1105642B1 EP 98942474 A EP98942474 A EP 98942474A EP 98942474 A EP98942474 A EP 98942474A EP 1105642 B1 EP1105642 B1 EP 1105642B1
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EP
European Patent Office
Prior art keywords
starter
internal combustion
combustion engine
current
time
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EP98942474A
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German (de)
French (fr)
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EP1105642A1 (en
Inventor
Gerhard KÖLLE
Manfred Ackermann
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Robert Bosch GmbH
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Robert Bosch GmbH
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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 or control means specially adapted for starting of engines
    • F02N11/0848—Circuits or control means specially adapted for starting of engines with means for detecting successful engine start, e.g. to stop starter actuation
    • 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
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/044—Starter current

Definitions

  • the invention relates to a method for starting shutdown an internal combustion engine with those in the preamble of claim 1 mentioned features.
  • DE 195 03 537 A1 proposed electronic detection the self-running of the internal combustion engine by detection the ripple of a battery voltage and / or to realize a starter current.
  • a comparison of the absolute value of the battery voltage or of the starter current with a reference value around the Detect self-running of the internal combustion engine is that the operating conditions of the Internal combustion engine can only be considered insufficiently are, so that, for example, a cold start and a Warm start of the internal combustion engine cannot be taken into account are.
  • the method according to the invention with that in claim 1 mentioned features offers the advantage that for determination the time of the start shutdown information about the operating state of the internal combustion engine be considered indirectly.
  • a signal proportional to the starter current for determination evaluated at the time of the start shutdown where a characteristic curve with a Starter current proportional signal is evaluated, which depends on an operating state of the internal combustion engine depends on an optimized start switch-off immediately after the internal combustion engine has run itself possible so that a start time reduction, especially when the internal combustion engine is warm is achieved.
  • the procedure is simple can be used for all internal combustion engines, only an adaptation of the characteristics of the operating state the internal combustion engine certain parameters necessary is.
  • FIG. 1 shows the typical course of a starter current I S of a starter motor of an internal combustion engine over time t.
  • the starter current I S increases to a first maximum value I 1 at time t 1 .
  • the starter current I S then changes into a ripple range before it changes into a current I 0 after the internal combustion engine has run itself.
  • the ripple of the starter current I S is known to result from the compression and decompression phases of the internal combustion engine that change during the starting phase.
  • the phases are recorded with a positive or negative slope of the starter current I S.
  • the phases of negative slope of the starter current are detected by the time periods t 2 to t 3 , t 4 to t 5 and so on, while the phases of positive slope from the time periods t 3 to t 4 and t 5 to t 6 and so are further recorded.
  • Each starter current maximum I 2 , I 4 or I 6 is assigned a voltage minimum at times t 2 , k 4 and t 6 .
  • the time duration of the starter current is determined with a negative gradient starting from each maximum of the starter current I 2 , I 4 and I 6 and compared with a permanently stored time characteristic.
  • An operating state of the internal combustion engine can be concluded from the first current maximum I 1 of the starter current I S. It is known, for example, that at different operating temperatures of the internal combustion engine, the first maximum I 1 has a corresponding value which can be assigned to the operating temperatures.
  • FIG. 2 This information is further evaluated on the basis of the correlation shown in FIG. 2 between a crankshaft speed of the internal combustion engine and the starter current I S.
  • the characteristic curves of FIG. 2 represent the correlation of a crankshaft speed n with the starter current I S.
  • a closed freewheel clutch and a quasi-stationary operation of the starter motor and the internal combustion engine are assumed.
  • a total of three characteristics are plotted for three different operating temperatures, namely at -20 ° C, + 20 ° C and + 80 ° C. 10 denotes an area which defines the end area of a start-up support for the starter in a cold internal combustion engine.
  • a characteristic curve 12 defines a minimum crankshaft speed n for self-running in a warm internal combustion engine.
  • the resulting characteristic curves of the crankshaft speed n over the starter current I S are converted into linearized characteristic curves.
  • a "warm” characteristic curve is denoted by 14 and a “cold” characteristic curve running parallel thereto is denoted by 16.
  • a switch-off criterion can be determined if no misfiring or combustion misfires occur.
  • temperatures ⁇ 0 ° C there is no intersection between the minimum required speed n and the starter current I S.
  • a time characteristic curve is formed for switching off the internal combustion engine. Different time characteristics for different operating states of the internal combustion engine, for example depending on an operating temperature, can be stored and processed. By defining an output temperature T crit of, for example, 10 ° C., a distinction can be made between characteristics of> T crit and ⁇ T crit . These characteristic curves are switched, for example, by evaluating the current maxima I 1 , I 2 of the starter current I S , since these provide the information as to whether it is a cold or warm internal combustion engine.
  • the amplitude of the maxima I 1 and I 2 , the time interval between the amplitudes t 2 -t 1 and the difference I 2 -I 1 can be a criterion for recognizing a warm or a cold internal combustion engine.
  • the point in time to switch off the start using a common Characteristic curve is determined, for example a common characteristic for a warm and a cold Internal combustion engine is used.
  • the open one-way clutch can be detected over the course of the starter current I S.
  • the observation time up to which an open one-way clutch has to wait at least before the start can be switched off corresponds to the time for 0.8 to 1 half turn of the crankshaft at unchanged engine speed n without combustion torques, corresponding to the ignition interval for a 4-cylinder -Brennkraftmaschine.
  • the factor 0.8 results because the warm-up phase and the starter motor do not fall below approximately 20% of the internal combustion engine cycle time when the overrunning clutch is closed.
  • a speed determination of the speed n can take place via the closed phase of the freewheel clutch that precedes an opening phase of the one-way clutch according to the correlation between the starter current I S and the crankshaft speed n (warm characteristic curves).
  • the corresponding starter current I S results in a correspondingly smaller assigned speed value n. This is compensated for at low internal combustion engine temperatures by the fact that there the relative adhesion phase at 0 ° C to typically 50 % or at -20 ° C to typically 70%. If one stays there at a factor of 0.8, an opening phase of the freewheel clutch is also safely bridged at negative temperatures.
  • a cold internal combustion engine can be clearly detected via the high current level of the starter current I S and a slight reduction between the current maxima I 1 and I 2 , so that a switch to a longer waiting time, i.e. a correspondingly different time characteristic, can be carried out ,
  • This has the advantage that, when the internal combustion engine is switched off, misfires (to a certain degree) do not lead to the internal combustion engine coming to a standstill. If necessary, in order to bridge at least one complete misfire in the time characteristic, a longer delay time can be set when the overrunning clutch is open.
  • the starter current I S is evaluated in that, after the starter motor has been connected to the voltage source (motor vehicle battery), a preliminary phase is faded out up to the time t 0 .
  • the gradients of the starter current I S are then continuously evaluated by forming the current maxima I 2 , I 4 , I 6 ... at the end of each phase with a positive slope. From the negative slope of the starter current I S, these values form a delay time up to which the negative slope of the starter current I S must continue unchanged in order to trigger a current shutdown.
  • the function T shutdown f 1 (I 1 ) applies here to determine the warm or cold characteristic curves.
  • the characteristic curves 14 and 16 shown in FIG. 2 can be determined as follows.
  • FIG. 3 Another method for switching off an internal combustion engine is explained with reference to FIG. 3, in which the motor vehicle battery voltage U is used as the signal proportional to the starter current instead of the starter current I S.
  • the course of the voltage U battery voltage
  • the voltage U has a ripple that is opposite to the ripple of the starter current I S, that is to say the voltage U is falling in sections with increasing starter current I S and in sections with falling starter current I S the voltage U is rising.
  • the times t 2 , t 4 and t 6 with the currents I 2 , I 4 and I 6 are entered in FIG. 3.
  • the voltage U is tapped at a terminal of the starter motor, which is connected to the positive pole of the vehicle battery.
  • U U Batt - I S (Ri Batt + Ri L )
  • U Batt is the open circuit voltage of the motor vehicle battery
  • I S the starter current
  • Ri Batt the internal resistance of the motor vehicle battery
  • Ri L the line resistance from the connection terminal to the motor vehicle battery.
  • the internal battery resistance Ri Batt and the open circuit voltage U Batt are fundamentally dependent on the motor vehicle battery used, on the temperature and on the state of charge.
  • the overall non-linear relationship is shown in the following table, with the open circuit voltage U Batt in volts and the battery internal resistance Ri Batt in milliohms: Battery charge temperature 0% 80% 50% + 20 ° C 12.00 / 5.00 11.76 / 5.45 11.51 / 6.14 0 ° C 11.69 / 5.75 11.43 / 6.24 11.17 / 6.88 -10 ° C 11.54 / 6.46 11.27 / 6.90 11.00 / 7.60 -20 ° C 11.38 / 7.56 11.11 / 8.07 10.83 / 8.65
  • the line resistance Ri L in series with the battery internal resistance Ri Batt has a nominal resistance of 1 mOhm, corresponding to the line length from the positive connection of the motor vehicle battery to the connection terminal of the starter motor. This value depends on the temperature coefficient of the cable material, i.e. usually copper.
  • the voltage U_0 thus contains the battery open circuit voltage minus the voltage drop due to the electrical consumers connected at this time.
  • the required voltage window is between 10 V and +13 V.
  • a necessary voltage window is 7 volts up to +13 volts.
  • the start process must be in operation electrical auxiliary consumers located systematically recorded and over the entire time range of Start process are recorded. Is crucial the level and the course of each Currents, since under certain circumstances an elimination of the electrical auxiliary consumers via a suitably dimensioned Filter is done.
  • FIG. 3 shows hatched time ranges, each of which corresponds to a time window in a phase of increasing voltage U.
  • the phase of rising voltage U corresponds, according to FIG. 1, to the phase of a falling starter current I S , so that the same applies to starter current I S.
  • the starting shutdown of the internal combustion engine results after the time period has been exceeded within a rising phase of voltage U at time t A.
  • An increase in the accuracy of the determination of the switch-off point t A when evaluating the voltage U as a signal proportional to the starter current can be achieved by eliminating vehicle-specific setting variables, in particular with regard to the motor vehicle battery and the connecting line to the connecting terminal of the starter motor, and by having as little influence as possible on temperature and service life influences on the determination of the start shutdown.
  • the voltage U at the connection terminal of the starter motor is first measured at the time of the maximum value of the starter current I S , that is to say the current I 1 at the time t 1 , at which the voltage U has its minimum U min .
  • Istag is the estimated maximum starter current
  • Ista is the simulated maximum starter current
  • U Batt the motor vehicle battery open circuit voltage
  • U min the minimum voltage at the connection terminal of the starter motor
  • U xx the brush voltage of the starter motor plus the induced voltage of the starter motor
  • Ri G the estimated battery internal resistance Ri Batt plus the Line resistance Ri L and Ra is a contact resistance plus a ground-side line resistance plus a winding resistance of the starter motor and a portion of the starter brushes.

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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)

Description

Die Erfindung betrifft ein Verfahren zur Startabschaltung einer Brennkraftmaschine mit den im Oberbegriff des Anspruchs 1 genannten Merkmalen.The invention relates to a method for starting shutdown an internal combustion engine with those in the preamble of claim 1 mentioned features.

Stand der TechnikState of the art

Es ist bekannt, daß Brennkraftmaschinen mittels einer Startvorrichtung gestartet werden müssen, da diese nicht von alleine anlaufen. Hierzu werden üblicherweise Startermotoren eingesetzt, die über ein als sogenanntes Einrückrelais ausgebildetes Starterrelais mit einer Spannungsquelle verbunden werden, und gleichzeitig ein Ritzel des Startermotors mit einem Zahnkranz eines Schwungrades der Brennkraftmaschine zum Andrehen in Eingriff gebracht wird. Zum Einschalten des Starterrelais ist es bekannt, dieses über einen externen Schalter, beispielsweise einem Zündschalter oder Startschalter des Kraftfahrzeuges anzusteuern. Nach Erreichen des Selbstlaufes der Brennkraftmaschine muß der Startermotor ausgespurt werden, um einer Geräuschentwicklung und einem Verschleiß vorzubeugen. Bekannt ist eine manuelle Startabschaltung, durch Loslassen des Zünd- beziehungsweise Startschalters. Um eine Komforterhöhung in Kraftfahrzeugen zu erreichen, sind Lösungen bekannt, eine automatische Startabschaltung der Brennkraftmaschine durchzuführen. So ist beispielsweise in der DE 195 03 537 A1 vorgeschlagen, eine elektronische Erkennung des Selbstlaufes der Brennkraftmaschine durch Erfassung der Welligkeit einer Batteriespannung und/oder eines Starterstroms zu realisieren. Es erfolgt ein Vergleich des Absolutwertes der Batteriespannung oder des Starterstromes mit einem Referenzwert um den Selbstlauf der Brennkraftmaschine zu detektieren. Hierbei ist nachteilig, daß Betriebsbedingungen der Brennkraftmaschine nur ungenügend berücksichtigbar sind, so daß, beispielsweise ein Kaltstart und ein Warmstart der Brennkraftmaschine nicht berücksichtigbar sind.It is known that internal combustion engines by means of a Starting device must be started as this don't start on its own. This is usually done Starter motors are used that have a than so-called engagement relay trained starter relay be connected to a voltage source, and at the same time a pinion of the starter motor with one Ring gear of a flywheel of the internal combustion engine is brought into engagement. To switch on the starter relay it is known about this an external switch, such as an ignition switch or trigger the start switch of the motor vehicle. After the internal combustion engine has reached self-running the starter motor must be disengaged about noise and wear submissions. Manual start shutdown is known, by releasing the ignition or Start switch. To increase comfort in motor vehicles solutions are known to achieve one automatic start switch-off of the internal combustion engine perform. For example, DE 195 03 537 A1 proposed electronic detection the self-running of the internal combustion engine by detection the ripple of a battery voltage and / or to realize a starter current. There is a Comparison of the absolute value of the battery voltage or of the starter current with a reference value around the Detect self-running of the internal combustion engine. The disadvantage here is that the operating conditions of the Internal combustion engine can only be considered insufficiently are, so that, for example, a cold start and a Warm start of the internal combustion engine cannot be taken into account are.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Verfahren mit dem im Anspruch 1 genannten Merkmalen bietet den Vorteil, daß zur Bestimmung des Zeitpunktes der Startabschaltung Informationen über den Betriebszustand der Brennkraftmaschine indirekt berücksichtigt werden. Dadurch, daß ein dem Starterstrom proportionales Signal zur Bestimmung des Zeitpunktes der Startabschaltung ausgewertet wird, wobei eine Kennlinie mit einem dem Starterstrom proportionalen Signal ausgewertet wird, welches von einem Betriebszustand der Brennkraftmaschine abhängig ist, ist eine optimierte Startabschaltung unmittelbar nach Selbstlauf der Brennkraftmaschine möglich, so daß eine Startzeitverkürzung, insbesondere bei betriebswarmer Brennkraftmaschine erreicht wird. Das Verfahren ist in einfacher Weise für alle Brennkraftmaschinen einsetzbar, wobei lediglich eine Anpassung der Kennlinien der von dem Betriebszustand der Brennkraftmaschine bestimmten Parameter notwendig ist.The method according to the invention with that in claim 1 mentioned features offers the advantage that for determination the time of the start shutdown information about the operating state of the internal combustion engine be considered indirectly. As a result of that a signal proportional to the starter current for determination evaluated at the time of the start shutdown , where a characteristic curve with a Starter current proportional signal is evaluated, which depends on an operating state of the internal combustion engine depends on an optimized start switch-off immediately after the internal combustion engine has run itself possible so that a start time reduction, especially when the internal combustion engine is warm is achieved. The procedure is simple can be used for all internal combustion engines, only an adaptation of the characteristics of the operating state the internal combustion engine certain parameters necessary is.

In bevorzugter Ausgestaltung der Erfindung ist vorgesehen, daß als dem Starterstrom proportionales Signal eine Batteriespannung einer den Startermotor versorgenden Kraftfahrzeugbatterie ausgewertet wird. Hierdurch wird es möglich, ohne eine Drehzahlinformation einer Kurbelwelle der Brennkraftmaschine den Zeitpunkt der Startabschaltung zu optimieren.In a preferred embodiment of the invention, that as a signal proportional to the starter current a battery voltage supplying the starter motor Motor vehicle battery is evaluated. hereby it becomes possible without speed information a crankshaft of the internal combustion engine the time optimize the start shutdown.

Weitere vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den übrigen, in den Unteransprüchen genannten Merkmalen.Further advantageous embodiments of the invention result from the rest, in the subclaims mentioned features.

Zeichnungendrawings

Die Erfindung wird nachfolgend in Ausführungsbeispielen anhand der zugehörigen Zeichnungen näher erläutert. Es zeigen:

Figur 1
den Verlauf eines Starterstroms;
Figur 2
Korrelationen zwischen dem Starterstrom und einer Kurbelwellendrehzahl einer Brennkraftmaschine und
Figur 3
den Batteriespannungsverlauf während einer Startphase.
The invention is explained in more detail below in exemplary embodiments with reference to the associated drawings. Show it:
Figure 1
the course of a starter current;
Figure 2
Correlations between the starter current and a crankshaft speed of an internal combustion engine and
Figure 3
the battery voltage curve during a starting phase.

Beschreibung der AusführungsbeispieleDescription of the embodiments

In Figur 1 ist der typische Verlauf eines Starterstromes IS eines Startermotors einer Brennkraftmaschine über der Zeit t gezeigt. Mit Einschalten des Startermotors steigt der Starterstrom IS auf einen ersten Maximalwert I1 zum Zeitpunkt t1. Anschließend geht der Starterstrom IS in einen Welligkeitsbereich über, ehe er nach Selbstlauf der Brennkraftmaschine in einen Strom I0 übergeht. Die Welligkeit des Starterstromes IS ergibt sich bekannterweise aus den während der Startphase wechselnden Kompressions- und Dekompressionsphasen der Brennkraftmaschine. Beginnend ab einem Zeitpunkt t0, der einen definierten Abstand vom Zeitpunkt t1, beispielsweise 150 ms beträgt, werden die Phasen mit positiver beziehungsweise negativer Steigung des Starterstromes IS erfaßt. Im gezeigten Beispiel werden die Phasen negativer Steigung des Starterstromes durch die Zeitspannen t2 bis t3, t4 bis t5 und so weiter erfaßt, während die Phasen positiver Steigung von den Zeitspannen t3 bis t4 und t5 bis t6 und so weiter erfaßt sind. Jedem Starterstrommaximum I2, I4 beziehungsweise I6 ist ein Spannungsminimum zu den Zeitpunkten t2, k4 und t6 zugeordnet.FIG. 1 shows the typical course of a starter current I S of a starter motor of an internal combustion engine over time t. When the starter motor is switched on, the starter current I S increases to a first maximum value I 1 at time t 1 . The starter current I S then changes into a ripple range before it changes into a current I 0 after the internal combustion engine has run itself. The ripple of the starter current I S is known to result from the compression and decompression phases of the internal combustion engine that change during the starting phase. Starting from a point in time t 0 , which is a defined distance from the point in time t 1 , for example 150 ms, the phases are recorded with a positive or negative slope of the starter current I S. In the example shown, the phases of negative slope of the starter current are detected by the time periods t 2 to t 3 , t 4 to t 5 and so on, while the phases of positive slope from the time periods t 3 to t 4 and t 5 to t 6 and so are further recorded. Each starter current maximum I 2 , I 4 or I 6 is assigned a voltage minimum at times t 2 , k 4 and t 6 .

Zum Ermitteln des Zeitpunktes der Startabschaltung wird beginnend ab jedem Maximum des Starterstromes I2, I4 und I6 die Zeitdauer des Starterstromes mit negativem Gradient ermittelt und mit einer fest abgelegten Zeitkennlinie verglichen. Die fest abgelegte Zeitkennlinie bestimmt sich aus einer Funktion tAbschalt = f(I1). Anhand des ersten Strommaximums I1 des Starterstromes IS kann auf einen Betriebszustand der Brennkraftmaschine geschlossen werden. So ist bekannt, daß bei unterschiedlichen Betriebstemperaturen der Brennkraftmaschine das erste Maximum I1 einen entsprechenden, den Betriebstemperaturen zuordbaren Wert aufweist.To determine the time of the start shutdown, the time duration of the starter current is determined with a negative gradient starting from each maximum of the starter current I 2 , I 4 and I 6 and compared with a permanently stored time characteristic. The fixed time characteristic is determined from a function t shutdown = f (I 1 ). An operating state of the internal combustion engine can be concluded from the first current maximum I 1 of the starter current I S. It is known, for example, that at different operating temperatures of the internal combustion engine, the first maximum I 1 has a corresponding value which can be assigned to the operating temperatures.

Diese Information wird anhand der in Figur 2 gezeigten Korrelation zwischen einer Kurbelwellendrehzahl der Brennkraftmaschine zum Starterstrom IS weiter ausgewertet. Die Kennlinien der Figur 2 stellen die Korrelation einer Kurbelwellendrehzahl n zu dem Starterstrom IS dar. Hierbei wird von einer geschlossenen Freilauf-Kupplung und einem quasi-stationären Betrieb des Startermotors und der Brennkraftmaschine ausgegangen. Es sind insgesamt drei Kennlinien für drei unterschiedliche Betriebstemperaturen, nämlich bei -20°C, +20°C und +80°C aufgetragen. Mit 10 ist ein Bereich gekennzeichnet, der den Endbereich einer Hochlaufunterstützung des Starters bei einer kalten Brennkraftmaschine definiert. Eine Kennlinie 12 definiert eine Mindest-Kurbelwellendrehzahl n für einen Selbstlauf bei einer warmen Brennkraftmaschine. Die sich ergebenden Kennlinien der Kurbelwellendrehzahl n über dem Starterstrom IS sind in linearisierte Kennlinien überführt. Eine "Warm"-Kennlinie ist mit 14 und eine hierzu parallel verlaufende "Kalt"-Kennlinie ist mit 16 bezeichnet. Eine gute Korrelation zwischen dem Starterstrom IS und der Drehzahl n ergibt sich für Temperaturen > ca. 10°C und für einen Drehzahlbereich n bis ca. 300 l/min. Für eine betriebswarme Brennkraftmaschine kann hieraus ein Abschaltkriterium ermittelt werden, wenn keine Zünd- oder Verbrennungsaussetzer auftreten. Für Temperaturen < 0°C ergibt sich kein Schnittpunkt zwischen der mindesterforderlichen Drehzahl n und dem Starterstrom IS.This information is further evaluated on the basis of the correlation shown in FIG. 2 between a crankshaft speed of the internal combustion engine and the starter current I S. The characteristic curves of FIG. 2 represent the correlation of a crankshaft speed n with the starter current I S. Here, a closed freewheel clutch and a quasi-stationary operation of the starter motor and the internal combustion engine are assumed. A total of three characteristics are plotted for three different operating temperatures, namely at -20 ° C, + 20 ° C and + 80 ° C. 10 denotes an area which defines the end area of a start-up support for the starter in a cold internal combustion engine. A characteristic curve 12 defines a minimum crankshaft speed n for self-running in a warm internal combustion engine. The resulting characteristic curves of the crankshaft speed n over the starter current I S are converted into linearized characteristic curves. A "warm" characteristic curve is denoted by 14 and a "cold" characteristic curve running parallel thereto is denoted by 16. There is a good correlation between the starter current I S and the speed n for temperatures> approx. 10 ° C. and for a speed range n up to approx. 300 l / min. For a warm internal combustion engine, a switch-off criterion can be determined if no misfiring or combustion misfires occur. For temperatures <0 ° C there is no intersection between the minimum required speed n and the starter current I S.

Durch Auswertung der sich gemäß Figur 1 ergebenden Strom-Zeit-Werte für den Starterstrom IS mit der Drehzahl-Strom-Beziehung gemäß Figur 2 wird eine Zeitkennlinie zur Startabschaltung der Brennkraftmaschine gebildet. Hierbei können unterschiedliche Zeitkennlinien für unterschiedliche Betriebszustände der Brennkraftmaschine, beispielsweise in Abhängigkeit einer Betriebstemperatur, abgelegt und verarbeitet werden. Durch Definition einer Ausgangstemperatur TKrit von beispielsweise 10°C kann zwischen Kennlinien von > TKrit und < TKrit unterschieden werden. Das Umschalten dieser Kennlinien erfolgt beispielsweise durch Auswertung der Strommaxima I1, I2 des Starterstroms IS, da diese die Informationen liefern, ob es sich um eine kalte oder betriebswarme Brennkraftmaschine handelt. Insbesondere über die Amplitude der Maxima I1 und I2, den Zeitabstand der Amplituden t2-t1 sowie die Differenz I2-I1 kann ein Kriterium zur Erkennung einer warmen beziehungsweise einer kalten Brennkraftmaschine sein. By evaluating the current-time values for the starter current I S according to FIG. 1 with the speed-current relationship according to FIG. 2, a time characteristic curve is formed for switching off the internal combustion engine. Different time characteristics for different operating states of the internal combustion engine, for example depending on an operating temperature, can be stored and processed. By defining an output temperature T crit of, for example, 10 ° C., a distinction can be made between characteristics of> T crit and <T crit . These characteristic curves are switched, for example, by evaluating the current maxima I 1 , I 2 of the starter current I S , since these provide the information as to whether it is a cold or warm internal combustion engine. In particular, the amplitude of the maxima I 1 and I 2 , the time interval between the amplitudes t 2 -t 1 and the difference I 2 -I 1 can be a criterion for recognizing a warm or a cold internal combustion engine.

Zur Vereinfachung kann vorgesehen sein, daß der Zeitpunkt zur Startabschaltung anhand einer gemeinsamen Kennlinie ermittelt wird, wobei beispielsweise eine gemeinsame Kennlinie für eine warme und eine kalte Brennkraftmaschine verwendet wird.For simplification, it can be provided that the point in time to switch off the start using a common Characteristic curve is determined, for example a common characteristic for a warm and a cold Internal combustion engine is used.

Für eine Startabschaltung nach sicherem Selbstlauf der Brennkraftmaschine muß die Abschaltung über die Zeitdauer der offenen Freilauf-Kupplung erfolgen. Die offene Freilauf-Kupplung kann über den Verlauf des Starterstromes IS detektiert werden. Die Beobachtungszeit bis zu der bei einer offenen Freilauf-Kupplung mindestens gewartet werden muß, bevor die Startabschaltung erfolgen darf, entspricht der Zeit für 0,8 bis 1 halbe Umdrehung der Kurbelwelle bei unveränderter Durchdrehdrehzahl n ohne Verbrennungsmomente, entsprechend des Zündabstandes bei einer 4-Zylinder-Brennkraftmaschine. Der Faktor 0,8 ergibt sich, da bei warmer Brennkraftmaschine und Vorgelegestartermotor die Kraftschlußphase, bei geschlossener Freilauf-Kupplung circa 20 % der Taktzeit der Brennkraftmaschine nicht unterschreitet.For a start shutdown after the internal combustion engine has run safely, the shutdown must take place over the duration of the open freewheel clutch. The open one-way clutch can be detected over the course of the starter current I S. The observation time up to which an open one-way clutch has to wait at least before the start can be switched off corresponds to the time for 0.8 to 1 half turn of the crankshaft at unchanged engine speed n without combustion torques, corresponding to the ignition interval for a 4-cylinder -Brennkraftmaschine. The factor 0.8 results because the warm-up phase and the starter motor do not fall below approximately 20% of the internal combustion engine cycle time when the overrunning clutch is closed.

Eine Drehzahlermittlung der Drehzahl n kann über die jeweils einer Öffnungsphase der Freilauf-Kupplung vorausgehenden Geschlossenphase der Freilauf-Kupplung nach der Korrelation zwischen dem Starterstrom IS und der Kurbelwellendrehzahl n (Warmkennlinien) erfolgen. Bei Temperaturen von deutlich unter +20°C und/oder teilentladener Kraftfahrzeugbatterie ergibt sich bei gleichem Starterstrom IS ein entsprechend kleinerer zugeordneter Drehzahlwert n. Dies kompensiert sich bei niederen Brennkraftmaschinen-Temperaturen dadurch, daß dort die relative Kraftschlußphase bei 0°C auf typisch 50% oder bei -20°C auf typisch 70% ansteigt. Bleibt man auch dort beim Faktor 0,8, so wird eine Öffnungsphase der Freilauf-Kupplung bei negativen Temperaturen ebenfalls sicher überbrückt. Spätestens aus der zweiten Kompressionsphase bei Kalttemperaturen ist über das hohe Stromniveau des Starterstromes IS und eine geringe Absenkung zwischen den Strommaximas I1 und I2 eindeutig eine kalte Brennkraftmaschine detektierbar, so daß auf eine höhere Wartezeit, also eine entsprechend andere Zeitkennlinie, umgeschaltet werden kann. Hierdurch ergibt sich der Vorteil, daß bei der Startabschaltung der Brennkraftmaschine Verbrennungsaussetzer (bis zu einem bestimmten Grade) nicht zum Stillstand der Brennkraftmaschine führen. Gegebenenfalls kann zur Überbrückung von mindestens einem vollständigen Verbrennungsaussetzer bei der Zeitkennlinie eine höhere Verzögerungszeit bei offener Freilauf-Kupplung eingestellt werden.A speed determination of the speed n can take place via the closed phase of the freewheel clutch that precedes an opening phase of the one-way clutch according to the correlation between the starter current I S and the crankshaft speed n (warm characteristic curves). At temperatures of significantly below + 20 ° C and / or partially discharged motor vehicle battery, the corresponding starter current I S results in a correspondingly smaller assigned speed value n. This is compensated for at low internal combustion engine temperatures by the fact that there the relative adhesion phase at 0 ° C to typically 50 % or at -20 ° C to typically 70%. If one stays there at a factor of 0.8, an opening phase of the freewheel clutch is also safely bridged at negative temperatures. At the latest from the second compression phase at cold temperatures, a cold internal combustion engine can be clearly detected via the high current level of the starter current I S and a slight reduction between the current maxima I 1 and I 2 , so that a switch to a longer waiting time, i.e. a correspondingly different time characteristic, can be carried out , This has the advantage that, when the internal combustion engine is switched off, misfires (to a certain degree) do not lead to the internal combustion engine coming to a standstill. If necessary, in order to bridge at least one complete misfire in the time characteristic, a longer delay time can be set when the overrunning clutch is open.

Insgesamt wird der Starterstrom IS ausgewertet, indem nach Verbinden des Startermotors mit der Spannungsquelle (Kraftfahrzeugbatterie) eine Vorphase bis zum Zeitpunkt t0 ausgeblendet wird. Anschließend werden die Gradienten des Starterstromes IS ständig ausgewertet, indem die Strommaxima I2, I4, I6... am Ende je einer Phase mit positiver Steigung gebildet werden. Diese Werte bilden über die Zeitkennlinien ab negativer Steigung des Starterstromes IS eine Verzögerungszeit bis zu der die negative Steigung des Starterstromes IS unverändert anhalten muß, um eine Stromabschaltung auszulösen. Hierbei gilt die Funktion TAbschalt = f1(I1), zur Ermittlung der Warmbeziehungsweise Kaltkennlinien. Nach der zweiten vollständigen Kompressionsphase wird über zwei Strommaxima, I2-I4, I4-I6,... am Ende je einer Phase mit positivem Stromgradienten entschieden, ob die Temperatur der Brennkraftmaschine >0°C oder <0°C beträgt. Bei niedriger Temperatur erfolgt eine Umschaltung der Zeitkennlinie auf TAbschalt = f2(I1). Hierdurch kann erreicht werden, daß bei kalter Brennkraftmaschine (große Werte des Starterstromes IS) keine Startabschaltung erfolgt. Gleichzeitig wird die Verzögerungszeit bei kleinerem Starterstrom IS (höherer Temperatur der Brennkraftmaschine) automatisch über die abgelegte Kennlinie verkleinert, damit ein zu hoher Drehzahlwert n bei höherer Temperatur der Brennkraftmaschine zum Abschaltzeitpunkt vermieden.Overall, the starter current I S is evaluated in that, after the starter motor has been connected to the voltage source (motor vehicle battery), a preliminary phase is faded out up to the time t 0 . The gradients of the starter current I S are then continuously evaluated by forming the current maxima I 2 , I 4 , I 6 ... at the end of each phase with a positive slope. From the negative slope of the starter current I S, these values form a delay time up to which the negative slope of the starter current I S must continue unchanged in order to trigger a current shutdown. The function T shutdown = f 1 (I 1 ) applies here to determine the warm or cold characteristic curves. After the second complete compression phase, two current maxima, I 2 -I 4 , I 4 -I 6 , ... at the end of each phase with a positive current gradient are used to decide whether the temperature of the internal combustion engine is> 0 ° C or <0 ° C , At low temperatures, the time characteristic is switched to T shutdown = f 2 (I 1 ). In this way it can be achieved that when the internal combustion engine is cold (large values of the starter current I S ), there is no switch-off. At the same time, the delay time for a smaller starter current I S (higher temperature of the internal combustion engine) is automatically reduced via the stored characteristic curve, so that an excessively high speed value n at a higher temperature of the internal combustion engine is avoided at the time of switching off.

Die in Figur 2 dargestellten Kennlinien 14 und 16 lassen sich wie folgt ermitteln.The characteristic curves 14 and 16 shown in FIG. 2 can be determined as follows.

Beispielhafte Berechnungen der applikationsabhängigen Verzögerungszeit:Exemplary calculations of the application-dependent Delay Time:

Die vereinfachte (linearisierte) 'Warmkennlinie' nach Figur 2 lautet: Nkwwarm = Nkwl *(1.-I1/Iwk)    Nkwl = 300 l/min
   Iwk = 1000 A The simplified (linearized) 'warm curve' according to Figure 2 is: commercial vehicles warm = Commercial vehicle * (1.-I 1 / IWK) Commercial vehicle = 300 l / min
Iwk = 1000 A.

Für die 'Kaltkennlinie' gilt vereinfacht eine parallel verschobene Gerade: Nkwkalt = Nkwwarm- 50 l/min For the 'cold characteristic', a straight line shifted in parallel applies: commercial vehicles cold = Commercial vehicle warm - 50 l / min

Für die Verzögeruhgszeit (tfenster) in Abhängigkeit der Kurbelwellendrehzahl gilt: tfenster=120.*Faktor/(Nkw*Nzz)    Nzz=4; Zylinderzahl Faktor=0,8; s. oben tfenster = 24./NkwThe following applies to the delay time (t window) depending on the crankshaft speed: tfenster = 120. * Factor / (CV * Nzz) Nzz = 4; Number of cylinders factor = 0.8; s. above window = 24./Nkw

Die nach diesen (linearisierten) Formeln ermittelten Drehzahlen und Wartezeiten für die warme und kalte Brennkraftmaschine sind in der folgenden Tabelle zusammengefaßt: I1/A Nkwwarm l/min Nkwkalt l/min Tfenwarm/ ms Tfenkalt/ ms 100 270 220 89 109 200 240 190 100 126 300 210 160 114 150 400 180 130 133 185 500 150 100 160 240 600 120 70 200 343 700 90 40 267 600 800 60 10 400 2400 Wobei

I1 [A]
das Strommaximum bei Beginn einer fallenden Stromkurve,
Nkwwarm [l/min]
die geschätzte Warmdrehzahl,
Nkwkalt [l/min]
die geschätzte Kaltdrehzahl,
Tfenwarm [ms]
die Mindestverzögerungszeit bei warmer Brennkraftmaschine und
Tfenkalt [ms]
die Mindestverzögerungszeit bei kalter Brennkraftmaschine ist.
The speeds and waiting times for the hot and cold internal combustion engine determined according to these (linearized) formulas are summarized in the following table: I 1 / A Truck warmth l / min Truck cold l / min Warmth / ms Door cold / ms 100 270 220 89 109 200 240 190 100 126 300 210 160 114 150 400 180 130 133 185 500 150 100 160 240 600 120 70 200 343 700 90 40 267 600 800 60 10 400 2400 In which
I 1 [A]
the maximum current at the beginning of a falling current curve,
Truck warmth [l / min]
the estimated warm speed,
Truck cold [l / min]
the estimated cold speed,
Warmth [ms]
the minimum delay time when the internal combustion engine is warm and
Door cold [ms]
the minimum delay time when the internal combustion engine is cold.

Anhand von Figur 3 wird ein weiteres Verfahren zur Startabschaltung einer Brennkraftmaschine erläutert, bei dem anstelle des Starterstromes IS die Kraftfahrzeugbatteriespannung U als starterstromproportionales Signal verwendet wird. Der Verlauf der Spannung U (Batteriespannung) verhält sich beim Startvorgang der Brennkraftmaschine spiegelbildlich zum Starterstrom IS. Die Spannung U weist eine Welligkeit auf, die der Welligkeit des Starterstromes IS entgegengesetzt ist, das heißt, bei Abschnitten mit steigendem Starterstrom IS ist die Spannung U fallend, und bei Abschnitten mit fallendem Starterstrom IS ist die Spannung U steigend. Zur Verdeutlichung sind in Figur 3 die Zeitpunkte t2, t4 und t6 mit den Strömen I2, I4 und I6 eingetragen. Die Spannung U wird an einer Klemme des Startermotors abgegriffen, die mit dem Pluspol der Fahrzeugbatterie in Verbindung steht. Hierbei gilt die Beziehung: U = UBatt - IS(RiBatt+RiL) Another method for switching off an internal combustion engine is explained with reference to FIG. 3, in which the motor vehicle battery voltage U is used as the signal proportional to the starter current instead of the starter current I S. The course of the voltage U (battery voltage) is a mirror image of the starter current I S when the internal combustion engine starts. The voltage U has a ripple that is opposite to the ripple of the starter current I S, that is to say the voltage U is falling in sections with increasing starter current I S and in sections with falling starter current I S the voltage U is rising. For clarification, the times t 2 , t 4 and t 6 with the currents I 2 , I 4 and I 6 are entered in FIG. 3. The voltage U is tapped at a terminal of the starter motor, which is connected to the positive pole of the vehicle battery. The relationship here applies: U = U Batt - I S (Ri Batt + Ri L )

Wobei UBatt die Leerlaufspannung der Kraftfahrzeugbatterie ist, IS der Starterstrom, RiBatt der Innenwiderstand der Kraftfahrzeugbatterie und RiL der Leitungswiderstand von der Anschlußklemme zur Kraftfahrzeugbatterie.Where U Batt is the open circuit voltage of the motor vehicle battery, I S the starter current, Ri Batt the internal resistance of the motor vehicle battery and Ri L the line resistance from the connection terminal to the motor vehicle battery.

Der Batterieinnenwiderstand RiBatt und die Leerlaufspannung UBatt sind grundsätzlich von der verwendeten Kraftfahrzeugbatterie, von der Temperatur und vom Ladezustand abhängig. Der insgesamt nichtlineare Zusammenhang ergibt sich aus nachfolgender Tabelle, wobei die Leerlaufspannung UBatt in Volt und der Batterieinnenwiderstand RiBatt in Milliohm angegeben sind: Batterieladezustand Temperatur 0 % 80 % 50 % +20°C 12,00/5,00 11,76/5,45 11,51/6,14 0°C 11,69/5,75 11,43/6,24 11,17/6,88 -10°C 11,54/6,46 11,27/6,90 11,00/7,60 -20°C 11,38/7,56 11,11/8,07 10,83/8,65 The internal battery resistance Ri Batt and the open circuit voltage U Batt are fundamentally dependent on the motor vehicle battery used, on the temperature and on the state of charge. The overall non-linear relationship is shown in the following table, with the open circuit voltage U Batt in volts and the battery internal resistance Ri Batt in milliohms: Battery charge temperature 0% 80% 50% + 20 ° C 12.00 / 5.00 11.76 / 5.45 11.51 / 6.14 0 ° C 11.69 / 5.75 11.43 / 6.24 11.17 / 6.88 -10 ° C 11.54 / 6.46 11.27 / 6.90 11.00 / 7.60 -20 ° C 11.38 / 7.56 11.11 / 8.07 10.83 / 8.65

Für Temperaturen T>20°C gilt, daß der Batterieinnenwiderstand RiBatt noch etwas fallend und die Leerlaufspannung UBatt noch etwas ansteigend verlaufen.For temperatures T> 20 ° C, the battery internal resistance Ri Batt continues to drop somewhat and the open circuit voltage U Batt continues to increase somewhat.

Der in Reihe zum Batterieinnenwiderstand RiBatt liegende Leitungswiderstand RiL hat einen Nennwiderstand von 1 mOhm, entsprechend der Leitungslänge vom Plusanschluß der Kraftfahrzeugbatterie bis zur Anschlußklemme des Startermotors. Dieser Wert ist abhängig vom Temperaturkoeffizienten des Leitungsmaterials, also in der Regel von Kupfer.The line resistance Ri L in series with the battery internal resistance Ri Batt has a nominal resistance of 1 mOhm, corresponding to the line length from the positive connection of the motor vehicle battery to the connection terminal of the starter motor. This value depends on the temperature coefficient of the cable material, i.e. usually copper.

Insgesamt ergibt sich hierdurch, daß bei höheren Temperaturen T > +10°C und normalen Batterieladezuständen sich ein Gesamtwiderstand von circa 6 bis 7 mOhm einstellt. Bei niederen Temperaturen und schlecht geladener Kraftfahrzeugbatterie erhöht sich der Gesamtwiderstand auf Werte von circa 7 bis 9 mOhm.Overall, this means that at higher temperatures T> + 10 ° C and normal battery charge levels a total resistance of approximately 6 to 7 mOhm established. At low temperatures and bad charged automotive battery, the total resistance increases to values of approximately 7 to 9 mOhm.

Um ein aufwendiges Momentanmessen des Batterieinnenwiderstandes RiBatt zu vermeiden, der sich bei kurzen Belastungsimpulsen nur sehr aufwendig durchführen läßt, da nur mit großen Meßströmen, von circa 100 A auch eine entsprechende Meßgenauigkeit erreicht wird, kann bei der Errechnung des Zeitpunktes der Startabschaltung der Brennkraftmaschine der Batterieinnenwiderstand RiBatt von 6 mOhm angenommen werden, da dieser Widerstandswert bei > 10°C und normal geladener Batterie die Mehrzahl aller möglichen Betriebsfälle der Brennkraftmaschine abdeckt.In order to avoid a complex instantaneous measurement of the battery internal resistance Ri Batt , which can only be carried out with great effort in the case of short load pulses, since corresponding measuring accuracy can only be achieved with large measuring currents of approximately 100 A, the calculation of the time at which the internal combustion engine is switched off can be carried out by Battery internal resistance Ri Batt of 6 mOhm can be assumed, since this resistance value at> 10 ° C and normally charged battery covers the majority of all possible operating cases of the internal combustion engine.

In jedem Fall ergibt sich durch diese Annahme ein sicheres Abschaltkriterium, da bei niedrigen Temperaturen automatisch ein größerer Strom IS geschätzt wird, und damit ein vergrößertes Zeitfenster bis zur Startabschaltung aktiviert wird.In any case, this assumption results in a safe switch-off criterion, since a larger current I S is automatically estimated at low temperatures, and thus an enlarged time window is activated until the start is switched off.

Um bei der Auswertung der Spannung U als dem Starterstrom proportionales Signal die Leerlaufspannung und weitere elektrische Verbraucher zu eliminieren, er= folgt eine erste Messung der Spannung U nach einer Initialisierungsphase tin vor Beginn einer Relaiseinzugsphase eines dem Startermotor zugeordneten Einrückrelais. Hieraus folgt: U_0 = UBatt - IVerb 0(RiBatt + RiL) wobei UBatt die Leerlaufspannung und IVerb ein zum Startzeitpunkt angeschlossener Strom anderer elektrischer Verbraucher ist. Die Spannung U_0 beinhaltet also die Batterieleerlaufspannung abzüglich dem Spannungsabfall durch die zu diesem Zeitpunkt angeschlossenen elektrischen Verbraucher. Es ergibt sich ein notwendiges Spannungsfenster von 10 V bis +13 V.In order to eliminate the no-load voltage and other electrical loads when evaluating the voltage U as a signal proportional to the starter current, the voltage U is first measured after an initialization phase t in before the start of a relay pull-in phase of an engagement relay assigned to the starter motor. From this it follows: U_0 = U Batt - I verb 0 (Ri Batt + Ri L ) where U Batt is the open circuit voltage and I Verb is a current of other electrical consumers connected at the start time. The voltage U_0 thus contains the battery open circuit voltage minus the voltage drop due to the electrical consumers connected at this time. The required voltage window is between 10 V and +13 V.

Die Hauptmessung der Spannung U erfolgt nach 150 ms nach Schließen des Hauptkontaktes des Startermotors also zum Zeitpunkt t0. Hierbei ergibt sich: U_1 = UBatt - (IVerb + IS) · (RiBatt + RL) The main measurement of the voltage U takes place after 150 ms after the main contact of the starter motor has been closed, ie at the time t 0 . This results in: U_1 = U Batt - (I verb + I S ) · (Ri Batt + R L )

Durch Differenzbildung der zuletzt genannten Gleichung ergibt sich eine Spannungsdifferenz dU = IS (RiBatt + RL), wobei für den Widerstandswert RiBatt + RL pauschal ein Widerstand RX = 6 mOhm eingesetzt wird. Hierdurch ergibt sich IS = (U_0 - U_1)/6 mOhm. By forming the difference of the last-mentioned equation, a voltage difference results d U = I S (Ri Batt + R L ) where a resistance R X = 6 mOhm is used for the resistance value Ri Batt + R L. This results in I S = (U_0 - U_1) / 6 mOhm.

Ein notwendiges Spannungsfenster beträgt somit 7 Volt bis +13 Volt. Um die Genauigkeit der Messung zu erhöhen, müssen die zum Startvorgang sich im Betrieb befindlichen elektrischen Nebenverbraucher systematisch erfaßt und über den gesamten Zeitbereich des Startvorganges aufgezeichnet werden. Entscheidend ist hierbei das Niveau und der Verlauf der jeweiligen Ströme, da unter Umständen auch eine Eliminierung der elektrischen Nebenverbraucher über ein geeignet dimensioniertes Filter erfolgt.A necessary voltage window is 7 volts up to +13 volts. To increase the accuracy of the measurement, the start process must be in operation electrical auxiliary consumers located systematically recorded and over the entire time range of Start process are recorded. Is crucial the level and the course of each Currents, since under certain circumstances an elimination of the electrical auxiliary consumers via a suitably dimensioned Filter is done.

In der Figur 3 sind schraffierte Zeitbereiche dargestellt, die jeweils einem Zeitfenster in einer Phase steigender Spannung U entsprechen. Die Phase steigender Spannung U entspricht, gemäß Figur 1 der Phase eines fallenden Starterstromes IS, so daß für den Starterstrom IS entsprechendes gilt.3 shows hatched time ranges, each of which corresponds to a time window in a phase of increasing voltage U. The phase of rising voltage U corresponds, according to FIG. 1, to the phase of a falling starter current I S , so that the same applies to starter current I S.

Durch Vergleich der sich ergebenden Zeitspannen mit der entsprechend des Betriebszustandes der Brennkraftmaschine zugeordneten Kennlinien, beispielsweise Warmkennlinie oder Kaltkennlinie, ergibt sich nach Überschreiten der Zeitspanne innerhalb einer steigenden Phase der Spannung U zum Zeitpunkt tA die Startabschaltung der Brennkraftmaschine.By comparing the resulting time periods with the characteristic curves assigned to the operating state of the internal combustion engine, for example warm characteristic curve or cold characteristic curve, the starting shutdown of the internal combustion engine results after the time period has been exceeded within a rising phase of voltage U at time t A.

Eine Erhöhung der Genauigkeit der Bestimmung des Abschaltpunktes tA, bei Auswertung der Spannung U als dem Starterstrom proportionales Signal läßt sich erreichen, indem kraftfahrzeugspezifische Einstellgrößen, insbesondere hinsichtlich der Kraftfahrzeugbatterie und der Verbindungsleitung zur Anschlußklemme des Startermotors eliminiert, und Temperatur- und Lebensdauereinflüsse möglichst wenig Einfluß auf die Bestimmung der Startabschaltung haben.An increase in the accuracy of the determination of the switch-off point t A when evaluating the voltage U as a signal proportional to the starter current can be achieved by eliminating vehicle-specific setting variables, in particular with regard to the motor vehicle battery and the connecting line to the connecting terminal of the starter motor, and by having as little influence as possible on temperature and service life influences on the determination of the start shutdown.

Hierzu wird die Spannung U an der Anschlußklemme des Startermotors zunächst zum Zeitpunkt des Maximalwertes des Starterstromes IS, also des Stromes I1 zum Zeitpunkt t1 gemessen, bei dem die Spannung U ihr Minimum Umin hat. Zu diesem Zeitpunkt ist der induktive Spannungsanteil Null (L*di/dt = 0; di/dt = 0) und der aus einer Drehzahl des Startermotors resultierende Spannungsanteil Uista relativ klein und unabhängig von einer Temperatur des Startermotors. Dieser beträgt 0,3 bis 0,5 V im gesamten möglichen Temperaturbereich.For this purpose, the voltage U at the connection terminal of the starter motor is first measured at the time of the maximum value of the starter current I S , that is to say the current I 1 at the time t 1 , at which the voltage U has its minimum U min . At this point in time, the inductive voltage component is zero (L * di / dt = 0; di / dt = 0) and the voltage component U ista resulting from a speed of the starter motor is relatively small and independent of a temperature of the starter motor. This is 0.3 to 0.5 V in the entire possible temperature range.

Unter Zugrundelegung dieser Randbedingungen lassen sich für Umin zwei Gleichungen aufstellen, über die sich der Starterstrom IS zu diesem Zeitpunkt an der Anschlußklemme und der Widerstand, der sich aus dem Batterieinnenwiderstand RiBatt und dem Leitungswiderstand RiL ermitteln läßt. Es gilt: Istag = (Umin - Vxx)/Ra und Rig= (UBatt - Umin)/IS, wobei Istag der geschätzte Maximalstarterstrom, Ista der simulierte Maximalstarterstrom, UBatt die Kraftfahrzeugbatterie-Leerlaufspannung, Umin die Minimalspannung an der Anschlußklemme des Startermotors, Uxx die Bürstenspannung des Startermotors zuzüglich der induzierten Spannung des Startermotors und RiG der geschätzte Batterieinnenwiderstand RiBatt zuzüglich des Leitungswiderstandes RiL sowie Ra ein Kontaktwiderstand zuzüglich eines masseseitigen Leitungswiderstandes zuzüglich eines Wicklungswiderstandes des Startermotors und eines auf die Starterbürsten entfallenden Anteils ist.On the basis of these boundary conditions, two equations can be established for U min , via which the starter current I S at this point in time at the connection terminal and the resistance, which can be determined from the internal battery resistance Ri Batt and the line resistance Ri L. The following applies: I stay = (U min - V xx ) / Ra and R ig = (U Batt - U min ) / I S . where Istag is the estimated maximum starter current, Ista is the simulated maximum starter current, U Batt the motor vehicle battery open circuit voltage, U min the minimum voltage at the connection terminal of the starter motor, U xx the brush voltage of the starter motor plus the induced voltage of the starter motor and Ri G the estimated battery internal resistance Ri Batt plus the Line resistance Ri L and Ra is a contact resistance plus a ground-side line resistance plus a winding resistance of the starter motor and a portion of the starter brushes.

Nachfolgend werden die anhand einer Simulation in einem angenommenen Temperaturbereich von -20°C bis +80°C ermittelten Ergebnisse wiedergegeben. Ein Abgleichpunkt liegt bei +20°C. Die eingesetzten Parameter gelten für einen 1,8 kW Startermotor mit magnetischer Erregung. Batteriezustand Ub0 [V] 12,0 12,0 11,5 11,1 Ladezustand [%] 100 100 80 80 RiBatt [mOhm] 4 5 6,3 8,1 Starter-Umgeb.temp. T[°C] 80 20 0 -20 U30min[V] 6,4 5,7 5,0 4,4 Ista[A] 1020 960 820 700 Ri[mOhm] 5,5 6,5 7,8 9,6 Istag[A] 1050
(1128) 949 770 615 Rig[mOhm] 5,3 (5,0) 6,6 8,4 10,9 Uista[V] 0,4 0,5 0,32 0,29 The results obtained from a simulation in an assumed temperature range of -20 ° C to + 80 ° C are shown below. A calibration point is + 20 ° C. The parameters used apply to a 1.8 kW starter motor with magnetic excitation. battery status U b0 [V] 12.0 12.0 11.5 11.1 State of charge [%] 100 100 80 80 Ri Batt [mOhm] 4 5 6.3 8.1 Starter Umgeb.temp. T [° C] 80 20 0 -20 U30min [V] 6.4 5.7 5.0 4.4 Ista [A] 1020 960 820 700 Ri [mOhm] 5.5 6.5 7.8 9.6 ISTAG [A] 1050
(1128) 949 770 615 Rig [mOhm] 5.3 (5.0) 6.6 8.4 10.9 Uista [V] 0.4 0.5 0.32 0.29

Claims (11)

  1. Method for the starter cut-out of an internal combustion engine, a starter motor which can be placed in engagement with the internal combustion engine in order to start it being disengaged and switched off when the internal combustion engine runs under its own power, and the time of the starter cut-out being determined from a profile of a starter current of the starter motor, characterized in that a signal which is proportional to the starter current (IS) is evaluated in order to determine the time (tA) of the starter cut-out, a characteristic curve with a signal which is proportional to the starter current being evaluated, said characteristic curve being dependent on an operating state of the internal combustion engine, and the timing characteristic curve (tA = f(IS)) being selected with reference to a first current maximum (I1) of the starter current (IS).
  2. Method according to Claim 1, characterized in that, while there is waviness of the starter current (IS) starting with the current maximum values (I2, I4, I6) during a decreasing profile of the starter current (IS), the time period (t) is determined with a negative gradient and is compared with at least one permanently stored timing characteristic curve.
  3. Method according to one of the preceding claims, characterized in that the characteristic curves are dependent on a temperature of the internal combustion engine.
  4. Method according to one of the preceding claims, characterized in that, as a function of a selectable critical temperature (Tcrit), a warming characteristic curve is used when the operating temperature of the internal combustion engine is exceeded by the critical temperature (Tcrit) and a cooling characteristic curve is used when it is undershot.
  5. Method according to one of the preceding claims, characterized in that a common timing characteristic curve is used for a warm and a cold internal combustion engine.
  6. Method according to one of the preceding claims, characterized in that the timing characteristic curves are determined from a correlation between a crankshaft rotational speed (n) and the starter current (IS).
  7. Method according to one of the preceding claims, characterized in that the gradients of the starter current (IS) are evaluated after suppressing a pre-phase starting from a time (t0).
  8. Method according to one of the preceding claims, characterized in that the motor vehicle battery voltage (U) is evaluated as a signal which is proportional to the starter current (IS).
  9. Method according to one of the preceding claims, characterized in that, during the measurement of the motor vehicle battery voltage (U), a battery internal resistance (RiBatt) and a line resistance (RiL) are taken into account by a terminal of the starter motor for the motor vehicle battery.
  10. Method according to one of the preceding claims, characterized in that an influence of further instantaneous electrical loads of the motor vehicle on the motor vehicle battery voltage (U) is eliminated.
  11. Method according to one of the preceding claims, characterized in that an influence of motor-vehicle-specific variables, in particular a charge state of the battery, a temperature of the battery, on the motor vehicle battery voltage (U) is eliminated.
EP98942474A 1998-07-01 1998-07-01 Method for the starter cut-out of an internal combustion engine Expired - Lifetime EP1105642B1 (en)

Applications Claiming Priority (1)

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PCT/DE1998/001815 WO2000001943A1 (en) 1998-07-01 1998-07-01 Method for the starter cut-out of an internal combustion engine

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EP1105642B1 true EP1105642B1 (en) 2002-12-11

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JP2002295346A (en) * 2001-03-30 2002-10-09 Mitsubishi Electric Corp Device and method for preventing overrun of vehicle starter
US6799546B1 (en) 2002-12-19 2004-10-05 Brunswick Corporation Starting procedure for an internal combustion engine
US6987330B2 (en) * 2003-04-16 2006-01-17 Ford Global Technologies, Llc Method and system for controlling a belt-driven integrated starter generator
JP4641181B2 (en) * 2004-08-26 2011-03-02 株式会社オートネットワーク技術研究所 Battery state management device and battery state management method
DE102007014377A1 (en) * 2007-03-26 2008-10-02 Bayerische Motoren Werke Aktiengesellschaft Device and method for starting an internal combustion engine
DE102010040520A1 (en) * 2010-09-09 2012-03-15 Robert Bosch Gmbh A method of determining a condition of a starter motor
JP6364897B2 (en) * 2014-04-02 2018-08-01 株式会社デンソー Engine starter
US9500174B2 (en) * 2014-04-03 2016-11-22 Remy Technologies, L.L.C. Internal combustion engine having a change of mind (COM) starter system and a COM starter system
JP6590784B2 (en) * 2016-11-29 2019-10-16 本田技研工業株式会社 Start control device for internal combustion engine

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DE19503537A1 (en) * 1995-02-03 1996-08-08 Bosch Gmbh Robert Control circuit for motor vehicle IC engine starter motor
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WO2000001943A1 (en) 2000-01-13
JP4469498B2 (en) 2010-05-26
EP1105642A1 (en) 2001-06-13
JP2002519587A (en) 2002-07-02
US6363899B1 (en) 2002-04-02

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