Patent Grant
10655589
The invention relates to a method for actuating a starter device and here quite particularly the starting pinion of the starter device. It is provided here that this starting pinion is meshed with a dynamic or rotating or rotationally oscillating toothed ring of an internal combustion engine.
DE 10 2006 011 644 A1 has already disclosed a method which is intended to be used to mesh a starting pinion with a moving toothed ring.
The present solution aims to carry out the method even better and even more accurately and therefore to control the kinematic relationships between the starting pinion and the toothed ring even more precisely.
The method according to the invention permits a starter motor or the starting pinion of a starter motor to be meshed with the toothed ring of an internal combustion engine which is coasting to a standstill at a defined rotational speed. The rotational speed thresholds and the crankshaft angle thresholds which are used here make this method low in complexity since there is little expenditure required on the algorithmic treatment of the method. Furthermore, the number of input parameters which have to be taken into account is low, with the result that the computational expenditure can be kept low. Furthermore, the method is comparatively variable insofar as the meshing rotational speed is concerned. It is therefore possible to perform the meshing before, during or after the swingback of the internal combustion engine or of the crank drive of the internal combustion engine. Owing to the low-complexity algorithm, this method is quite particularly suitable if the internal combustion engine usually comes to a standstill very quickly. Coming to a standstill very quickly means that the angular speed of the drive shaft of the internal combustion engine or of the crankshaft of the internal combustion engine decreases particularly quickly and the internal combustion engine or its drive shaft therefore comes to a standstill particularly quickly. Owing to these properties of the internal combustion engine, a very rapid method sequence is necessary in order to be able to mesh the starting pinion in good time before the internal combustion engine comes to a standstill. The method proposed here is also suitable for meshing the starting pinion with an internal combustion engine swinging back. A swinging-back internal combustion engine means that, when the kinematic energy is low and there is a pneumatic spring in a combustion chamber which counteracts a rotational movement of the drive shaft (compression stroke), the drive shaft is no longer permitted a top dead center of a piston of the internal combustion engine to be reached and instead the pneumatic spring brings about a change in the rotational direction of the drive shaft.
The method is preferably aimed at calculating the anticipated profile of the coasting of the internal combustion engine to a standstill by means of devices which are already used in modern vehicles or internal combustion engines. These devices are, for example, control units which serve to control the internal combustion engine. Alternatively, the calculation can, of course, also be performed in separate control electronics. Owing to the method which is low in complexity, said method is, for example, quite particularly suitable when the size of electronic memories is limited, less powerful processors are used and only a small number of parameters are available.
Owing to the criterion according to which a rotational speed of the drive shaft is then used as a criterion in order to pre-engage a starting pinion of the starter device in the direction of the toothed ring, the method has proven particularly advantageous if this rotational speed is lower than a predefined rotational speed value which is acquired through experience. This rotational speed value is to be determined, for example, in a specific, previously determined position of the drive shaft. This specific position may be, for example, just after a position of the drive shaft at a bottom dead center, or at a bottom dead center or, for example, at a top dead center. Any desired other positions of the drive shaft can also be evaluated.
If it was detected within the scope of the method that at this specific position the drive shaft has an angular speed which is not higher than a predefined rotational speed value, according to the method the starting pinion is subsequently pre-engaged. This starting of pre-engagement may be made dependent, for example, on the fact that a further result occurs after a specific rotational position of the drive shaft has been determined or adopted. This may take the form, for example, of the drive shaft reaching, after this position, a specific further angular speed which then becomes a trigger for the actual meshing process. Alternatively, a time can also be selected as a trigger. This time may comprise, for example, a specific number of milliseconds, i.e. be a specific time period which has passed since the specific position of the drive shaft was adopted. According to a further alternative, this may also be, for example, another specific further angular position of the drive shaft. It is therefore possible, for example, to determine the angular speed of the drive shaft when this drive shaft or a piston coupled to the drive shaft adopts a top dead center, and starting from this angular position the next bottom dead center of this piston is reached, which is then a triggering condition (position of the drive shaft at this bottom dead center) for the initiation of the pre-engagement of the starting pinion.
According to a further refinement of the invention, there is provision that the event (starting rotational speed, starting time, starting angle) is determined as a function of at least one operating condition. This operating condition may be, for example, an engine load which is characterized, for example, by a thrust operation. A thrust operation would occur, for example, when the vehicle rolled down a slope, as it were, free of load. A further operating condition may also be, for example, the temperature of the cooling water of the internal combustion engine or a temperature of the lubricant of the internal combustion engine. Alternatively, this may also be, for example, an internal temperature of the engine compartment. Furthermore, for example the state of the engine oil of the internal combustion engine is also possible. The state of the engine oil influences, for example, the friction between a piston and a cylinder wall along which the piston rings slide or the piston slides. Particularly fresh oil gives rise, for example, to a low coefficient of friction between the piston and the cylinder wall, while relatively old oil gives rise to a higher level of friction between the cylinder wall and the piston. It is therefore possible to evaluate a signal of an oil state sensor in order to infer, for example, rather steep coasting of the drive shaft to a standstill (relatively old or old oil), while fresh oil gives rise to relatively flat coasting of the drive shaft to a standstill. A further operating condition may, for example, also be the pressure in an inflow section of the internal combustion engine. An inflow section is understood here to be, for example, an intake manifold insofar as the internal combustion engine is a self-induced engine. If the engine is a supercharged engine to which combustion air is fed by means of a pressure generator (turbocharger or the like, for example compressor), it is the pressure in the “pressure manifold” between the pressure generator and the combustion space which is significant. Of course, the individual parameters can also be combined with one another.
If a starting time or a time at which pre-engagement of the starting pinion is brought about is unequal to the angle whose adoption means that the drive shaft meets the condition which leads to pre-engagement of the starting pinion, there is provision that the further condition which is to be met (starting angle, starting time, starting rotational speed) is obtained from a characteristic diagram, and this further condition is stored as a function of the rotational speed which can be present at the specific angle.
There is provision that the starting time, which is preferably the time which coincides with the start of a flow of current through a pre-engagement actuator which leads, for example, to a thrust movement of a magnetic armature in the pre-engagement actuator. The time at which the starting pinion begins to move in the direction of the toothed ring can also be defined as the starting time. Furthermore, the starting time can be defined as the time at which an electric current in the pre-engagement actuator begins to build up an electrical magnetic field which brings about a thrust movement of the magnetic armature.
In order to obtain the most predictable possible rotational speed profile of the drive shaft of the internal combustion engine which is coasting to a standstill, there is provision that a position of a flow throttle which is located in the inflow section of the internal combustion engine is not changed. Otherwise, as a result of this, pre-engagement of the starting pinion which had already been brought about would bring about contact between the starting pinion and the toothed ring at an unsuitable time. If, for example, the abovementioned flow throttle was suddenly opened wide, this would have effects on the rotational speed profile and therefore on the time at which the starting pinion and the toothed ring would meet.
According to a further refinement of the invention, there is provision that, before the last top dead center is reached, the curve profile (rotational speed profile of the drive shaft) is determined, wherein a starting time or a starting criterion, which occurs before a top dead center of the crankshaft, is determined as a function of the steepness S of the curve.
The invention will be explained in more detail below by way of example with reference to the figures, of which:
The starter motor 13 has as a housing a pole tube 28 which has on its inner circumference pole shoes 31 which each have an exciter winding 34 wound around them. The pole shoes 31 in turn surround an armature 37, which has an armature packet 43 constructed from laminations 40 and an armature winding 49 arranged in grooves 46. The armature packet 43 is pressed onto a drive shaft 44. Furthermore, a commutator 52, which is constructed, inter alia, from individual commutator laminations 55, is attached to the end of the drive shaft 13 facing away from the starting pinion 22. The commutator laminations 55 are electrically connected to the armature winding 49 in a known fashion such that when the commutator laminations 55 are energized by means of carbon brushes 58, a rotational movement of the armature 37 occurs in the pole tube 28. A power supply 61, arranged between the electric drive 16 and the starter motor 13, supplies, in the switched-on state, both the carbon brushes 58 and the exciter winding 34 with current. The drive shaft 13 is supported on the commutator side with a shaft stub 64 in a sliding bearing 67, which is in turn held in a positionally fixed fashion in a commutator bearing lid 70. The commutator lid 70 is in turn fastened by means of ties 73 (screws, for example 2, 3 or 4 thereof), which are arranged distributed over the circumference of the pole tube 28, in the drive end plate 19. In this context, the pole tube 28 is supported on the drive end plate 19 and the commutator bearing lid 70 is supported on the pole tube 28.
In the driving direction, the armature 37 is adjoined by what is referred to as a sun gear 80 which is part of a planetary gear mechanism 83. The sun gear 80 is surrounded by a plurality of planetary gears 86, usually three planetary gears 37 which are supported on axle stubs 92 by means of roller bearings 89. The planetary gears 37 roll in a ring gear 95, which is mounted on the outside in the pole tube 28. The planetary gears 37 are adjoined in the direction of the output side by a planetary carrier 98 in which the axle stubs 92 are accommodated. The planetary carrier 98 is in turn mounted in an intermediate bearing 101 and a sliding bearing 104 which is arranged therein. The intermediate bearing 101 is configured in a pot shape such that both the planetary carrier 98 and the planetary gears 86 are accommodated therein. Furthermore, the ring gear 95 is arranged in the pot-shaped intermediate bearing 101 and is ultimately closed off from the armature 37 by a lid 107. The intermediate bearing 101 is also supported with its outer circumference on the inside of the pole tube 28. The armature 37 has, on the end of the drive shaft 13 facing away from the commutator 52, a further shaft stub 110, which is also accommodated in a sliding bearing 113. The sliding bearing 113 is in turn accommodated in a central drill hole in the planetary carrier 98. The planetary carrier 98 is connected in one piece to the output shaft 116. This output shaft is supported, by its end 119 facing away from the intermediate bearing 101, in a further bearing 122 which is fastened in the drive end plate 19.
The output shaft 116 is divided into various sections: the section which is arranged in the sliding bearing 104 of the intermediate bearing 101 is therefore followed by a section with what is referred to as straight toothing 125 (internal toothing), which is part of what is referred to as a shaft/hub connection. In this case, this shaft/hub connection 128 permits a driver 131 to slide in an axially linear fashion. This driver 131 is a sleeve-like projection which is connected in one piece to a pot-shaped outer ring 132 of the freewheel 137. This freewheel 137 (one-way rotation device) is also composed of the inner ring 140, which is arranged radially inside the outer ring 132. Clamping bodies 138 are arranged between the inner ring 140 and the outer ring 132. These clamping bodies 138 prevent, through interaction with the inner ring and the outer ring, a relative rotation between the outer ring and the inner ring in a second direction. In other words: the freewheel 137 permits a circumferential relative movement between the inner ring 140 and the outer ring 134 only in one direction. In this exemplary embodiment, the inner ring 140 is embodied in one piece with the starting pinion 22 and the oblique toothing 143 thereof (external oblique toothing). The starting pinion 22 can alternatively also be embodied as a straight-toothed pinion. Instead of electromagnetically excited pole shoes 31 with an exciter winding 34, permanently magnetically excited poles could also be used. Instead of being equipped with straight toothing 125, the shaft/hub connection 128 can also be equipped with steep pitch toothing. In this context, combinations are possible according to which a) the starting pinion 22 has oblique toothing and the shaft/hub connection 128 has straight toothing 125, b) the starting pinion 22 has oblique toothing and the shaft/hub connection 128 has steep pitch toothing, or c) the starting pinion 22 has straight toothing and the shaft/hub connection 128 has steep pitch toothing.
However, the electric pre-engagement actuator 16 or the armature 168 also has the function of moving, with a traction element 187, a lever which is arranged in a rotationally movable fashion the drive end plate 19. This lever 190, usually embodied as a fork lever, engages with two “prongs” (not illustrated here) on its outer circumference around two disks 193 and 194 in order to move a driver ring 197, clamped in between the latter, toward the freewheel 137 counter to the resistance of the spring 200, and to cause the starting pinion 22 to mesh with the toothed ring 25.
Details will be given below on the meshing mechanism. The electric drive 16 has a bolt 150 which is an electric contact and, when it is installed in the vehicle, is connected to the positive pole of an electric starter battery (not illustrated here). This bolt 150 is guided through a lid 153. A second bolt 152 is a connection for the electric starter motor 13, which is supplied via the power supply 61 (thick stranded conductor). This lid 153 closes off a housing 156 which is made of steel and which is fastened to the drive end plate 19 by means of a plurality of fastening elements 159 (screws). A thrust device 160 for applying a tractive force to the fork lever 190 and a switching device 161 are arranged in the electric pre-engagement actuator 16. The thrust device 160 has a winding 162, and the switching device 161 has a winding 165. The winding 162 of the thrust device 160 and the winding 165 of the switching device 161 each bring about, in the switched-on state, an electro-magnetic field which flows through various components.
Such an internal combustion engine 210 is usually controlled by a control unit 255. If this control unit 255 then receives a signal 258 which communicates to the control unit 255 that the internal combustion engine 210 is to be switched off, for example a fuel supply (not illustrated here) is interrupted so that the internal combustion engine 210 comes to a standstill after a short time. Such a process of coasting to a standstill 261 is illustrated in more detail in
The time is plotted on the abscissa (x axis), and the rotational speed n is plotted on the ordinate (y axis). Furthermore, two horizontal lines are illustrated, wherein the upper of the two horizontal lines represents a limiting value of a rotational speed of the drive shaft 222, and the lower of the two lines represents a target rotational speed of the drive shaft 222. The target rotational speed is characterized by nZ, and the limiting rotational speed or the upper and therefore highly reliable limiting value of a rotational speed of the drive shaft 222 is denoted by nG. For example, it is assumed here that the target rotational speed nZ corresponds to a value of 80/min, while the limiting rotational speed nG corresponds to a value of 150/min. For the sake of further orientation, the distance between the two vertical lines corresponds to a time difference of 50 ms. For the sake of further orientation, individual specific points of the process of coasting to a standstill are also characterized. Therefore, three points are denoted by UT and a respective serial number 1, 2 or 3. These points UT1, UT2 and UT3 stand for what are referred to as bottom dead centers. The designations OT1 and OT2 correspondingly represent what are referred to as top dead centers 1 and 2. During two revolutions of the drive shaft 222, each piston 237 of an internal combustion engine 210 which is equipped with a plurality of cylinders 240 and accordingly also a plurality of pistons 237, for example a 6-cylinder in-line engine (4-stroke engine), passes through one top dead center OT, at which a connecting rod 231 and a crank component 225 are in the extended arrangement. With respect to
Since in the case of a 6-cylinder in-line engine the two crank components 225 are usually arranged in a plane and there are a total of three such planes which are spaced apart by respectively 120° (degrees of angle) from one another, this means that the distance between UT1 and OT1 corresponds to 60°. After a further 60°, two further pistons 237 assume a bottom dead center UT2, and after a further 60° two other pistons 237 assume a top dead center OT2, etc.
Within the context of the methods and method steps presented in total here, there is provision for the starting pinion 22 of the starter device 10 to mesh with the internal combustion engine 210 which is coasting to a standstill, and therefore with the rotating toothed ring 25 thereof. For this purpose, during the process of coasting to a standstill, the engine speed n of the internal combustion engine 210, the crankshaft angle α and the time t are measured. The time t is obtained here, for example, from a clock in the control unit starting from a specific starting point, or, for example, the number of oscillations of a quartz is counted and multiplied by the oscillation time in order to determine the time difference Δt between a starting time t=0 and a later time t≠0. The crankshaft angle α is determined, for example, by a sensor 300. For this purpose, for example on the basis of a quite specific determined signal, the sensor 300 (angle sensor or rotational speed sensor) determines each further position of the drive shaft 222 using a perforated grid, provided on the toothed ring 25 or flywheel (not shown in more detail here) for detecting the angular position of the drive shaft 222 any further angular position. An engine speed n between different crankshaft angles α is generally determined by what is referred to as the angular speed, i.e. the change in the angle α and therefore in the crankshaft position or drive shaft position between two different angles α1 and α2 as well as the time Δt=t2−t1 which has passed in the meantime. The observation time period can for this purpose be restricted, for example, to the distance between adjacent top dead centers, i.e. to the value range with the cylinder number iCylinder of the internal combustion engine 210. The value range is then obtained on the basis of two revolutions of the drive shaft 222 which correspond to a passed-through angle of 720 degrees angle, and to the number of cylinders iCylinder for the angle or the value range thereof between the angle 0° and the angle 720°/iCylinder. In the example with an in-line 6-cylinder engine, the value range comprises 120 degrees angle. If in the process the rotational speed n undershoots a rotational speed limit nG in the case of a specific, defined angle αStart, the meshing process should be begun. This means that after the detection according to which the drive shaft 222 is smaller at αStart than the rotational speed limit nG, the starting pinion 22 is to be pre-engaged in the direction of the toothed ring 25. If
Accordingly, a method for actuating a starter device 10 is disclosed, wherein the starter device 10 has a starting pinion 22 which is provided to be meshed with a toothed ring 25 of an internal combustion engine 210, wherein the internal combustion engine 210 has a drive shaft 222. During the sequence of the method, there is provision here that firstly a rotational speed n, n1, n2, n3 of the drive shaft 222 is detected, this detected rotational speed n, n1, n2, n3 is compared with a predefined rotational speed value nG, and if the rotational speed n, n1, n2, n3 is lower than or equal to or at most equal to or not greater than the predefined rotational speed value nG, the starting pinion 22 is pre-engaged in the direction of the toothed ring 25. For the sake of completeness it will be mentioned here that, at the point at the angular position αStart0 which is just after when a bottom dead center UT1 is passed through, the drive shaft 222 has the rotational speed n1. N gives the rotational speed of the drive shaft 222 in general.
In the example according to
In
According to a further refinement of the invention, the crankshaft angle or drive shaft angle αStart at which the meshing process is intended to begin can be defined, for example, by what is referred to as a characteristic diagram. Consequently, for example when the condition which is to be met has occurred at the angular position αStart2, it is possible to define, as a function of the actual rotational speed value at this moment at this angular position αStart2, that the starting process is to begin when the angle αStart is reached. Alternatively, instead of the time period starting at the time at which the drive shaft 222 meets the condition, the process can also start, for example, after a further time period of ΔtStart. According to a further alternative, after the assumption of the angle αStart2 by the drive shaft 222, the starting process or the pre-engagement process can also be initiated after the drive shaft 222 has reached a rotational speed nStart.
For a process 261 of a drive shaft 222 coasting to a standstill, as is illustrated in
In the second case (middle rotational speed level), for example the actual rotational speed at which the starting pinion 22 bears against the toothed ring 25 is already below the target rotational speed nZ which is defined per se. In the case of the coasting-to-a-standstill curve 261 at the lowest rotational speed level, it is even the case that the starting pinion 22 does not bear against the toothed ring 25 until the drive shaft 222 has swung back in the combustion chamber 249 (compression stroke) owing to the “pneumatic spring forces” before a top dead center is reached. Furthermore, for the same of comprehension of this
If deviations in rotational speed occur between the actual rotational speed of the internal combustion engine and the drive shaft 222 thereof and the rotational speed nZ outside permissible tolerances for a specific type of internal combustion engine 210 when meshing with the internal combustion engine 210 which is coasting to a standstill takes place and/or when the starting pinion 22 is applied to the toothed ring 25 of the internal combustion engine 210, the method which is described below can alternatively be used.
As is apparent from
According to the example in
In the exemplary embodiment according to
The limiting rotational speed nG itself can be defined by means of a suitable method. As already mentioned, said limiting rotational speed nG can be stored, for example, in a characteristic diagram as a function of the operating parameters which occur, on which details have already been given above. The rotational speed nG can be determined during the process 261 of coasting to a standstill by the engine, for example by considering the energy. Furthermore, the rotational speed nG can also be determined by means of a learning function by taking into account processes of coasting to a standstill by the engine which have already been recorded.
If the rotational speed n at the top dead center OT2 is not higher than nG, the meshing process is to be started from the time when the crankshaft angle αStart is reached (
On the basis of an example according to
If in this method to the starting angle αStart were to be left unchanged independently of the rotational speed level of the coasting-to-a-standstill curve 261, see, for example,
Even given a constant characteristic of the coasting of the engine to a standstill or the process 261 of the coasting to a standstill, i.e. essentially constant average gradients for the coasting of the engine to a standstill and changes in rotational speed due to cylinder compression and cylinder decompression, with this method the actual meshing rotational speed would vary by a differential rotational speed Δn. Given a constant actuation time of the starter motor or of the starting pinion 22, the starting angle αStart can be adapted on the basis of the rotational speed of one or more characteristic points, for example the rotational speed of the last top dead center nOT2. One possible method for adaptation is here the storage of a characteristic diagram for different rotational speeds at each top dead center OT or the recalculation of αStart by means of a learning function.
In the event of the process of the engine coasting to a standstill (process 261) being set differently, for example over the profile of the technical service life of the internal combustion engine 210 or, for example, of state variables which influence the process 261 of coasting to a standstill during this time, in the present method result in a deviation between the actual meshing rotational speed nE and the target rotational speed nZ. A change in the characteristic of the process 261 of coasting to a standstill can therefore be divided into two types:
Variation of the average gradient for the coasting of the engine to a standstill
The average gradient for the coasting of the engine to a standstill can be varied, for example, by changing the friction, the loads effective during the coasting of the engine to a standstill and the temperatures of further parameters. If appropriate, the limiting rotational speed nG and/or the starting angle αStart should be adapted by means of the variation. The spread of these parameters can be tested by means of vehicle dimensions under various operating conditions and for different consumers, and limiting situations can be analyzed by means of engine simulations.
Changes in the Engine Ripple
Changes in the engine ripple are changes in the rotational speed caused by cylinder compression and cylinder decompression. This ripple, for which a suitable starting angle αStart is selected by means of a suitable method, is varied, for example, by the cylinder stroke and leakage. Cylinder properties of a defined type of engine can be influenced by operating conditions, series production spread and aging effects.
For the sake of providing an overview,
According to the exemplary embodiments above, the rotational movement of the drive shaft 222 is characterized by a very dynamic profile. In macroscopic terms, the rotational speed drops. However, this profile is characterized by relative minimum values in the vicinity of top dead centers and relative maximum values in the vicinity of bottom dead centers. Furthermore, the profile therefore has positive gradient values (between the top and bottom dead centers) and negative gradient values (between the bottom and top dead centers).
The program instructions 306 (computer program product) can, for example, be loaded into the program memory 303 via an interface (for example plug-type connection).
A computer program product is therefore disclosed which can be loaded into at least one program memory 303 with program instructions 306 in order to permit all the steps of the method to be carried out according to one of the refinements described here if the program is executed in at least one control unit 255.
There is provision for the method steps described above to be used in a motor vehicle which is equipped with a start/stop method of operation. The start/stop method of operation permits automated meshing of the starting pinion 22 as soon as the control unit 255 receives a signal 316 from a triggering device 319 which represents a desire of the vehicle driver to carry on driving with the motor vehicle. The triggering device 319 may be what is referred to as a clutch pedal or an accelerator pedal or a shifting operator control component which is used to select a gearbox stepup ratio or gearbox reduction ratio in transmissions (gearbox between the clutch and driven wheel or wheels).
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2010 001 773 | Feb 2010 | DE | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/EP2011/051922 | 2/10/2011 | WO | 00 | 10/12/2012 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2011/098503 | 8/18/2011 | WO | A |
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| Number | Date | Country | |
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| 20130041572 A1 | Feb 2013 | US |
