EP2568159A1 - Démarreur de moteur et procédé pour commander un démarreur de moteur - Google Patents

Démarreur de moteur et procédé pour commander un démarreur de moteur Download PDF

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Publication number
EP2568159A1
EP2568159A1 EP11777455A EP11777455A EP2568159A1 EP 2568159 A1 EP2568159 A1 EP 2568159A1 EP 11777455 A EP11777455 A EP 11777455A EP 11777455 A EP11777455 A EP 11777455A EP 2568159 A1 EP2568159 A1 EP 2568159A1
Authority
EP
European Patent Office
Prior art keywords
engine
current circuit
switch element
semiconductor switch
starting motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11777455A
Other languages
German (de)
English (en)
Inventor
Shigehiko Omata
Yoshiaki Nagasawa
Shuuichi Kokubun
Minoru Yabuki
Shigenori Nakazato
Norio Yanagawa
Shingo Kitajima
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.)
Hitachi Astemo Ltd
Original Assignee
Hitachi Automotive Systems Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Automotive Systems Ltd filed Critical Hitachi Automotive Systems Ltd
Publication of EP2568159A1 publication Critical patent/EP2568159A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • 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
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • 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
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/108—Duty cycle control or pulse width modulation [PWM]

Definitions

  • This invention relates to a system of starting an engine using a starting motor and a control method thereof.
  • the current consumed by the engine starting system is compensated for by charging using a power generator during driving of the automobile engine, and therefore, to reduce the current consumed by the engine starting system may be one of measures for improvement of fuel efficiency.
  • electrical equipment such as a navigation system may be momentarily stopped because of voltage drop of a battery due to the initial excessive current flowing in the starting motor, and reduction of the current consumption of the engine starting system is demanded.
  • the first mode is engine restart when starting moving on a green light after stopping on a red light for one minute, for example.
  • the second mode is restart when a restart request of the engine is issued in an automatic stop period of the engine after an automatic stop request is issued during driving of the engine as disclosed in Patent Document 2.
  • the third mode is restart when a restart request is issued immediately after the automatic stop of the engine is completed and the engine is completely stopped.
  • An object of the invention is to provide an engine starting system using a semiconductor switch element that can improve reliability of the semiconductor switch element even when an excessive current flows in a motor.
  • an engine starting system includes a semiconductor switch element and a starting motor, and starts an engine of a vehicle by drive power of the starting motor by turning on a current circuit to the starting motor according to an instruction signal using the semiconductor switch element, and the system includes a restriction unit that restricts energization to the starting motor by controlling the semiconductor switch element using a Duty signal by PWM or a Duty signal with an unfixed frequency, and, with the current circuit via the semiconductor switch element as a first current circuit to the starting motor, an auxiliary current circuit to the starting motor adapted to be in parallel to the first current circuit and to open and close independently of the first current circuit.
  • an engine starting system that can improve reliability of the semiconductor switch element even when an excessive current flows in a motor may be provided.
  • Fig. 1 is an explanatory diagram showing an example of an engine starting system according to the invention.
  • a starting motor 1 for starting an engine (not shown) is connected to a battery 8 by a first current circuit via a harness (wiring) 4 and a first semiconductor switch element 6. Further, the starting motor 1 is also connected to the battery 8 by an auxiliary current circuit via an electromechanical switch 3 of a first solenoid 2a and a harness 5 adapted to be in parallel to the first current circuit, and the other end of the battery 8 is grounded.
  • auxiliary current circuit may be adapted to be opened and closed not by the electromechanical switch 3, but by a semiconductor switch element (not shown).
  • first solenoid 2a is connected to the battery 8 via a second semiconductor switch element 7 and the other end is grounded.
  • the second semiconductor switch element 7 may not be used, but connection to the battery 8 via a vehicle relay (not shown) in general use may be used.
  • a second solenoid 2b is connected to the battery 8 via a relay 13 driven by a control unit 9, but may be connected to the battery 8 via a semiconductor switch element (not shown).
  • control signals of Duty signals by PWM (Pulse Width Modulation) or Duty signals with unfixed frequencies may be supplied from the control unit 9.
  • Duty signals by PWM are supplied from the control unit 9 to the first semiconductor switch element 6 and the second semiconductor switch element 7, and the relay 13 is driven.
  • the frequencies of the Duty signals may not be fixed.
  • a shift lever 10 transmits an amount of movement of the second solenoid 2b to a pinion 11, the pinion 11 meshes with a ring gear 12 coupled to the rotation shaft of the engine and the rotation force of the starting motor 1 is transmitted to the ring gear 12, and thereby, the engine is cranked and started.
  • the first restart mode engine restart when starting moving on a green light after stopping on a red light for one minute
  • the engine is stopped by cutting the fuel or otherwise as shown by (1) in Fig. 2 .
  • a predetermined condition for example, the number of rotations of the engine is achieved to 400 rpm
  • the Duty signal by PWM is transmitted in a short time from the control unit 9 to the first semiconductor switch element 6, and the starting motor 1 is rotated.
  • (3) shows the case where energization is performed only by a mechanical contact like the starting motor well known in related art, and, by controlling the energization of the first semiconductor switch element 6, the energization is controlled to the minimum necessary current value as shown in (3)b, and the voltage drop (not shown) of the battery may be kept to the minimum necessary.
  • the energization path to the starting motor 1 in the first restart mode is only the first current circuit from the battery 8 via the first semiconductor switch element 6 and the harness 4.
  • (6) of Fig. 3 shows when a restart request of the engine is issued in the automatic stop period in which the condition of idling stop is satisfied and the engine is automatically stopped.
  • the current load on the starting motor 1 becomes excessive.
  • the load current to the starting motor 1 becomes excessive as shown by (7).
  • the relay 13 When the restart request is issued, the relay 13 is driven from the control unit 9 and the second solenoid 2b is driven, the state in which the pinion 11 that has already meshed with the ring gear 12 is meshing with the ring gear 12 side is held via the shift lever 10, then, the Duty signal by PWM is transmitted to the first semiconductor switch element 6, and a current flows from the battery 8 to the starting motor 1 via the harness 4 and the first semiconductor switch element 6.
  • the control unit 9 drives the relay 13, and thereby, drives the first solenoid 2a, the auxiliary current circuit (the battery 8 to the harness 5 to the electromechanical switch 3) adapted to be in parallel to the first current circuit is closed, and currents are supplied in the first current circuit and the auxiliary current circuit connected in parallel in the starting motor 1. Then, when the swing-back is ended, the engine rotates in the positive rotation direction, and the pistons exceed the top dead center or after the pistons exceed the top dead center, the control unit 9 terminates the driving of the relay 13 so that the auxiliary current circuit may be closed.
  • the auxiliary current circuit may remain connected to the first current circuit in parallel after the engine is started before the starting motor is stopped.
  • (8), (8) a, (8)b of Fig. 3 show the currents flowing in the starting motor 1 at the restart.
  • the current (8)a of the first current circuit via the first semiconductor switch element 6 becomes significantly smaller than the total current (8) of the first current circuit and the auxiliary current circuit.
  • FIG. 9 of Fig. 4 shows when a restart request is issued immediately after the automatic stop of the engine is completed and the engine is completely stopped, and the pressure within the cylinders of the engine remains high in the case where the pistons (not shown) of the engine are stopped before the top dead center or the like and the current load on the starting motor becomes excessive.
  • the current load on the starting motor 1 becomes excessive as shown by (10).
  • the relay 13 When the restart request is issued, the relay 13 is driven from the control unit 9 and the second solenoid 2b is driven, the state in which the pinion 11 that has already meshed with the ring gear 12 is meshing with the ring gear 12 side is held via the shift lever 10, then, the Duty signal by PWM is transmitted to the first semiconductor switch element 6, and a current flows from the battery 8 to the starting motor 1 via the harness 4 and the first semiconductor switch element 6.
  • the control unit 9 drives the relay 13, and thereby, drives the first solenoid 2a, the auxiliary current circuit (the battery 8 to the harness 5 to the electromechanical switch 3) adapted to be in parallel to the first current circuit is closed, and currents are supplied in the first current circuit and the auxiliary current circuit connected in parallel in the starting motor 1. Then, the movement of the pistons of the engine is checked by the signal of a crank angle sensor (not shown) or the like, when the pistons exceed the top dead center or after the pistons exceed the top dead center, the control unit 9 terminates the driving of the relay 13 so that the auxiliary current circuit may be closed.
  • the auxiliary current circuit may remain connected to the first current circuit in parallel after the engine is started before the starting motor is stopped.
  • (11), (11) a, (11) b of Fig. 4 show the currents flowing in the starting motor 1 in this regard.
  • the current (11)a of the first current circuit via the first semiconductor switch element 6 becomes significantly smaller than the total current (11) of the first current circuit and the auxiliary current circuit.
  • the energization current to the first semiconductor switch element 6 can be significantly reduced and the current capacity of the first semiconductor switch element 6 may be made the necessary minimum, and additionally, the starting system with high reliability can be supplied.
  • the configuration becomes complex, and, when the engine is restarted after idling stop, the first current circuit and the auxiliary current circuit may be constantly controlled to be in parallel and the current in the first current circuit via the first semiconductor switch element 6 may be reduced in any one of the restart modes.
  • the current is restricted by opening the first current circuit or controlling the semiconductor switch element using the Duty signal by PWM and using the auxiliary current circuit as the main current path to the starting motor, and thereby, the engine can be started without losing the reliability of the first semiconductor switch element.
  • the energization to the starting motor may be performed by closing only the second current path and the engine can be started.
  • the first solenoid 2a adapted to be driven via a vehicle relay (not shown) in general use is driven, and thereby, the current can be supplied to the starting motor 1 via the auxiliary current circuit and the engine can be quickly started without waiting in the predetermined time.
  • the current load on the starting motor 1 becomes larger because of reduced viscosity of the engine oil or the like, and the gasoline is hard to be gasified and the start of the engine takes time, the temperature of the first semiconductor switch element 6 rises beyond the acceptable range in the first current circuit.
  • the current is restricted by opening the first current circuit or controlling the semiconductor switch element using the Duty signal by PWM and using the auxiliary current circuit as the main current path to the starting motor, and thereby, the engine can be started without losing the reliability of the first semiconductor switch element.
  • means for opening and closing the auxiliary current circuit is formed using a semiconductor switch element and the function of the first current circuit and the function of the auxiliary current circuit are controlled by the control unit 9 to be alternate or at nearly equal use frequencies, and thereby, the use limit (life) of the first semiconductor switch element can be extended to nearly twice.
  • the temperature of the first semiconductor switch element 6 is monitored, given that the temperature of the first semiconductor switch element 6 is the acceptable value, for example, 170°C, when the temperature becomes the threshold value 150°C below the value, the control signal to the first semiconductor switch element 6 is stopped to open the first current circuit and close only the second current path in the control unit 9, and thereby, energization to the starting motor is performed. In this manner, the engine may be started without losing the reliability of the first semiconductor switch element 6.
  • the control signal to the first semiconductor switch element 6 is stopped to open the first current circuit and close only the second current path in the control unit 9, and thereby, energization to the starting motor is performed. Also, in this manner, the engine can be started while the first semiconductor switch element is protected. Furthermore, the protection of the semiconductor switch element may be realized by a method using both the temperature and the current x energization time of the semiconductor switch element. Note that the predetermined value also varies depending on the relationship between heat generation and discharge of the element.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP11777455A 2010-05-07 2011-05-02 Démarreur de moteur et procédé pour commander un démarreur de moteur Withdrawn EP2568159A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010106861 2010-05-07
PCT/JP2011/060504 WO2011138936A1 (fr) 2010-05-07 2011-05-02 Démarreur de moteur et procédé pour commander un démarreur de moteur

Publications (1)

Publication Number Publication Date
EP2568159A1 true EP2568159A1 (fr) 2013-03-13

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EP11777455A Withdrawn EP2568159A1 (fr) 2010-05-07 2011-05-02 Démarreur de moteur et procédé pour commander un démarreur de moteur

Country Status (4)

Country Link
EP (1) EP2568159A1 (fr)
JP (1) JP5394569B2 (fr)
CN (1) CN102893019B (fr)
WO (1) WO2011138936A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014145622A1 (fr) * 2013-03-15 2014-09-18 Remy Technologies, Llc Système de démarreur à flux variable et d'interrupteur
EP3093483A4 (fr) * 2014-01-07 2018-06-13 Hitachi Automotive Systems, Ltd. Dispositif de démarrage de moteur à combustion

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011088188B4 (de) * 2011-12-09 2022-05-19 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug
JP5512710B2 (ja) * 2012-01-24 2014-06-04 三菱電機株式会社 エンジン始動装置およびエンジン始動方法

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2616510B2 (ja) 1991-05-09 1997-06-04 株式会社日立製作所 エンジン始動システム
JPH057962U (ja) * 1991-07-12 1993-02-02 株式会社日立製作所 エンジン始動システム
FR2760910B1 (fr) * 1997-03-14 1999-05-28 Valeo Equip Electr Moteur Dispositif pour la commande d'un contacteur de demarreur de vehicule automobile
JP4082310B2 (ja) * 2002-10-15 2008-04-30 株式会社デンソー アイドルストップ制御装置
JP4025242B2 (ja) * 2003-06-02 2007-12-19 三菱電機株式会社 スタータ装置
JP4214401B2 (ja) 2004-05-18 2009-01-28 株式会社デンソー エンジン自動停止再始動装置
DE102005021227A1 (de) * 2005-05-09 2006-11-16 Robert Bosch Gmbh Startvorrichtung für Brennkraftmaschinen in Kraftfahrzeugen
DE102006047608A1 (de) * 2006-10-09 2008-04-10 Robert Bosch Gmbh Starter für Verbrennungsmotoren mit Entlastungsschalter
CN201159129Y (zh) * 2008-02-29 2008-12-03 赵金 汽车起动电机保护器

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2011138936A1 *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014145622A1 (fr) * 2013-03-15 2014-09-18 Remy Technologies, Llc Système de démarreur à flux variable et d'interrupteur
US9127636B2 (en) 2013-03-15 2015-09-08 Remy Technologies, Llc Variable flux starter and switch system
EP3093483A4 (fr) * 2014-01-07 2018-06-13 Hitachi Automotive Systems, Ltd. Dispositif de démarrage de moteur à combustion

Also Published As

Publication number Publication date
JP5394569B2 (ja) 2014-01-22
CN102893019A (zh) 2013-01-23
CN102893019B (zh) 2015-09-09
WO2011138936A1 (fr) 2011-11-10
JPWO2011138936A1 (ja) 2013-07-22

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