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EP1378661B1 - starting system with a control device separated of the starter - Google Patents

starting system with a control device separated of the starter Download PDF

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Publication number
EP1378661B1
EP1378661B1 EP20030291638 EP03291638A EP1378661B1 EP 1378661 B1 EP1378661 B1 EP 1378661B1 EP 20030291638 EP20030291638 EP 20030291638 EP 03291638 A EP03291638 A EP 03291638A EP 1378661 B1 EP1378661 B1 EP 1378661B1
Authority
EP
European Patent Office
Prior art keywords
power
starter
control means
pinion
battery
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.)
Expired - Lifetime
Application number
EP20030291638
Other languages
German (de)
French (fr)
Other versions
EP1378661A1 (en
Inventor
Gérard Vilou
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.)
Valeo Equipements Electriques Moteur SAS
Original Assignee
Valeo Equipements Electriques Moteur SAS
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 Valeo Equipements Electriques Moteur SAS filed Critical Valeo Equipements Electriques Moteur SAS
Publication of EP1378661A1 publication Critical patent/EP1378661A1/en
Application granted granted Critical
Publication of EP1378661B1 publication Critical patent/EP1378661B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime 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 specially adapted for starting of engines
    • F02N11/0862—Circuits specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/087—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
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits specially adapted for starting of engines
    • F02N11/0814—Circuits 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 specially adapted for starting of engines
    • F02N11/0851—Circuits specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
    • 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
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
    • F02N15/066—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement the starter being of the coaxial type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
    • F02N15/067—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement the starter comprising an electro-magnetically actuated lever
    • 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]
    • 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
    • F02N2300/30—Control related aspects of engine starting characterised by the use of digital means

Definitions

  • the invention relates to a starter system comprising a battery for powering a starter, comprising a movable pinion intended to slide axially on a rotary output shaft driven in rotation by an electric motor and to cooperate with a toothed starter ring, which is connected in turn.
  • crankshaft rotation of the engine to be started such as the engine of a motor vehicle, and electromagnetic means for controlling the pinion.
  • the closing of the ignition key 7 supplies the contactor 2, causing the closing of the contact 5 of the power relay and the starting of the electric motor 1.
  • control members such as the ignition key 7, are adapted and dimensioned for these high intensities.
  • the control of the starter is generally locked by position sensors.
  • a switch arranged in series with the ignition key 7 on the control cable 6, prohibits starting for a position of the speed selector other than "parking Or "neutral".
  • the position sensors can not accept the passage of a current as large as that of the switch 2 of the starter. It is then necessary to provide an auxiliary relay in series with the ignition key. This leads to additional cost and additional space need to integrate one more relay in the vehicle's electrical circuits.
  • the starter is no longer controlled directly by the driver via the ignition key 7.
  • a service calculator then supports, by order of the driver, for example by via a badge, starting and stopping the starter. This automation avoids false maneuvers or excessive solicitations of the starter. Due to the high currents absorbed by the control circuit of the starter, it is then essential to interpose an auxiliary relay between the starter and the computer.
  • the power cable 4 connecting the battery 3 to the power supply terminal 8 of the starter remains permanently energized, whether the vehicle is running or at rest. There is therefore a risk of short circuit, either by crushing the power cable, during a road accident, or by wear of the insulation of the power cable under the effect of vibration. As it is a cable of large section, the possible short circuit current is very important and can constitute a fire in the vehicle.
  • some vehicles have a fuse between the power cable 4 and the battery 3.
  • its effectiveness is limited because such protection only works when there is a short-circuit franc.
  • the fuse must also be dimensioned so as not to melt consecutively to the normal operation of the starter, knowing that it can absorb, in certain starting configurations, up to 75% of the short-circuit current.
  • the voltage drop in the fuse causes, at high intensity, a drop in the performance of the starter.
  • the invention aims to a starter does not have these disadvantages and, in particular, to limit the risk of fire related to the starter.
  • One solution could be to replace the fuse located between the power cable 4 and the battery 3 by the working contact of a power relay, capable of withstanding an average intensity of 100 to 500A absorbed by the electric motor.
  • the winding of the power relay would then be connected in parallel to the battery by means of the ignition key 7.
  • the closing of the ignition key 7 would simultaneously supply the contactor 2 of the starter and the winding of the power relay, thereby energizing the power cable 4 via the working contact of the power relay.
  • the working contact of the power relay would only be closed for the few seconds required for starting.
  • the power cable 4 would therefore be energized for a short period of a few seconds, necessary for startup.
  • the electric motor is connected to a power cable connecting the starter to the battery by means of power interruption means, an electromagnet constituting the electromagnetic control means of the pinion, being connected to a cable power supply unit connecting the starter to the battery via switching means of low power, the system comprising control means for sequentially controlling the switching means and the power interruption means, so as to connect temporarily the battery to the power and power cables during a start-up period.
  • the conventional switch is replaced by an electromagnet so that the launcher, which belongs to the pinion, can act as a plunger and that the starter can be more compact radially and simplified.
  • a patent describes a starting device for an internal combustion engine, comprising an electric starter motor, an engagement magnet, a starter gear and a logic circuit.
  • the logic circuit jerks the interlocking magnet through a semiconductor to engage the starter gear in the ring gear until the pinion is fully meshing.
  • the logic circuit controls the power supply of the starter motor, on the one hand to a reduced torque by means of a series resistance with the electric motor while the engagement magnet meshes the pinion in the ring gear and on the other hand at maximum torque when the starter gear is fully geared into the ring gear to rotate the internal combustion engine.
  • the electric motor 1 of the starter 10 is powered by a power cable 11 fixed to a connection terminal 12 of the starter.
  • the switch 5 internal to the starter of the figure 1 is deleted.
  • the contactor 2 of the starter according to the figure 1 is replaced by a solenoid 13, single winding, powered by a power cable 14 fixed to a connection terminal 15 of the starter.
  • the electromagnet 13 only serves to advance the movable pinion 32 (see figure 6 ) in the starting ring gear 33 ( figure 6 ) at the start of the engine, here the engine of a motor vehicle.
  • the electric motor 1 is therefore permanently connected to the power cable 11 and the electromagnet to the power cable 14.
  • the power cables 11 and power 14 are preferably integral with the starter 10.
  • the power cables 11 and power 14 are connected to the battery 3 through a housing 16, which comprises a switching element 17, low power, and a switch 18, high power.
  • the power cables 11 and power 14 may be integral with the housing 16.
  • the switching element 17, low power establishes or interrupts, according to its conduction or blocking state, the connection between the battery 3 and the cable 14.
  • This switching element can be produced by one or more semiconductors, for example by transistors, in particular type FET (also called MOSFET) as shown on the figure 2 .
  • the switch 18, of high power is intended to establish or cut the power supply of the power cable 11 and the electric motor 1 of the starter.
  • the switch 18 can be constituted by a contact of an electromagnetic relay, having a coil 19, or by power semiconductors.
  • the housing 16 is here located close to the battery and therefore comprises power interruption means 18 and switching means 17.
  • the switch 18 and the switching element 17 are controlled by control signals supplied by control means comprising a control circuit 20.
  • the control circuit 20, which is preferably powered by the battery 3, can be realized by any suitable electronic circuit, analog or digital, for example microprocessor. It receives commands for activation or deactivation of the starter either directly by the start key 7, or, as shown in FIG. figure 2 , via an electronic unit 21, which can be part of the management computer of the engine of the vehicle or any other computer managing various functions in the vehicle.
  • the connection between the control circuit 20 and the electronic unit 21, here arranged in a separate housing of the housing 16, can be achieved via electrical, radio or optical signals, possibly coded.
  • a start command is given by the driver who actuates the ignition key 7, connected to a control input of the control circuit 20 or of the electronic unit 21 ( figure 2 ).
  • the ignition key may be replaced by any equivalent element for providing a start command to the control circuit 20 or to the electronic unit 21, in particular by any electromechanical system operated manually by the driver of the vehicle.
  • FIGS 3a to 3c illustrate the control of the switching element 17 (S2, figure 3b ) and switch 18 (S3, figure 3c ) by the control circuit 20, belonging to control means, depending on the position of the ignition key 7 (S1, figure 3a ).
  • a start command signal S1 applied to the control input of the electronic unit 21 or the control circuit 20 passes a first value (0 on the figure 3a ) at a second value (1 on the figure 3a ).
  • the control signals S2, applied by the control circuit 20 to a control electrode of the switching element 17, then change from a first value (0 on the figure 3b ) at a second value (1 on the figure 3b ), causing conduction of the switching element 17.
  • the battery 3 is then connected to the power cable 14 and, consequently, across the electromagnet 13 of the starter.
  • the voltage applied to the power cable is immediately the maximum voltage supplied by the battery.
  • the control signals S3, which are applied by the control circuit 20 to the coil 19 of the relay go from a first value (0 on the figure 3c ) at a second value (1 on the figure 3c ), causing the closing of the associated contact constituting the switch of 18.
  • the battery 3 is then connected to the power cable 11 and, consequently, to the terminals of the electric motor 1 of the starter.
  • the duration T0 - T1 must be sufficient so that, at time T1, the pinion 32 has come into abutment against the ring gear 33 or has already penetrated into the ring, whatever the temperature conditions, of the battery charge , in a state of wear of the starter, etc. In practice, a value of the duration T0-T1 of between 10 and 200 milliseconds will be chosen.
  • pinion 32 associated with a driver 37 ( figure 6 ) and a disengageable transmission device 31, a freewheel at the figure 6 or alternatively a conical clutch as described in the document FR A 2,826,696 , is connected via the driver 37 to the output shaft by helical splines which, by screwing effect, end to propel the pinion to a stop work 140 ( figure 6
  • the pinion and the shaft then become integral with the output shaft 34.
  • the starter begins to drive the engine of the vehicle in rotation.
  • the first phase of the start period ends at a time T2, from which the control circuit 20 controls the switching element 17 so as to reduce the average voltage available across the electromagnet 13 to a value Ur.
  • the reduction of the average voltage is obtained by a pulse width modulation (PWM) of the switching element 17.
  • PWM pulse width modulation
  • U being the output voltage of the battery
  • the conduction duration of the switching element and tc the duration of a conduction cycle
  • the reduced voltage Ur is given by U (ton / tc).
  • the pinion being engaged in the crown, the force attraction has only to be sufficient to oppose the return force of the pinion. It is this force that sizes Ur.
  • the resulting reduced current prevents heating of the coil of the electromagnet 13 and reduces the current consumption absorbed by the starter.
  • a second instant T2 will be chosen at time T1, so that the current and, consequently, the magnetic force, is sufficient despite the voltage drop of the battery caused by the inrush current of the electric motor. at the moment T1.
  • T2 T1 + 50 to 500 milliseconds.
  • the value of the voltage Ur can also take into account the temperature, the voltage of the battery, etc. This value can also be regulated.
  • the control means according to the invention therefore advantageously comprise modulation means for applying to the cable 14 a voltage or a current having a first value during a first phase and a second value less than the first, all during the start-up period. Thanks to this arrangement, the operation of the starter is reliable because the risk of disengagement of the pinion is avoided. This also reduces wear and spare parts of the starter.
  • the power supply of the motor is cut with an offset dT with respect to the instant T3, so as to limit the differential speed of the disengageable transmission device 31 of the starter, a free wheel to the figure 6 .
  • the shift dT being sufficient for the pinion 32 to disengage.
  • dT is preferably between 5 and 50 milliseconds.
  • control circuit 20 or the electronic unit 21 can generate itself the start command in the context of a start and an automated shutdown of the engine of the vehicle, for example of the type known as "Stop &Go".
  • the control means therefore incorporate automated start and stop functions.
  • the control circuit 20 or the electronic unit 21 can itself generate a start-up command, following the recognition of the revving of the engine of the vehicle, thus automatically stopping the starter.
  • the control circuit 20 or the electronic unit 21 can itself generate an order of end of starting or non-execution of a start command following the triggering of a protection system of known type associated with the starter or to the vehicle.
  • a protection system of known type associated with the starter or to the vehicle.
  • These protection systems concern, for example, an electrical, mechanical or thermal overload of the starter, false maneuvers such as an attempt to start while the engine is already running, an attempt to start while a gear is engaged, etc. .
  • the control means therefore incorporate protection functions.
  • the transition, at time T2, to the reduced voltage Ur can be achieved by means of a ballast resistor.
  • the figure 4 illustrates an alternative embodiment, wherein the battery 3 is connected to the power supply cables 14 and power 11 by a relay assembly 22 belonging to the control means.
  • the relay assembly 22 comprises a control input connected to the ignition key 7.
  • the coil A of a first relay is connected between the control input of the assembly 22 and the ground. It controls two contacts A1 and A2, normally open.
  • Winding B a second relay is connected, in series with the contact A2 and a resistor R, across the battery 3.
  • a capacitor C is connected in parallel on the coil C, thus forming a delay circuit with the resistor R.
  • winding B controls a normally closed contact B1 and a normally open contact B2.
  • the contacts A1 and B1 are connected in series between the positive terminal of the battery 3 and the power cable 14.
  • a ballast resistor Rb is connected in parallel to the contact B1.
  • the contact B2 constitutes the power switch 18 connected between the positive terminal of the battery and the power cable 11.
  • the closing of the ignition key 7 feeds the winding A of the first relay, immediately causing the closing of the contacts A1 and A2.
  • the closure of the contact A1 puts the supply cable 14 under full voltage.
  • the closing of the second relay is delayed by the resistance circuit R and the capacitance C.
  • the duration of the delay corresponds to the time interval T0-T1. typically between 10 and 200 milliseconds.
  • the contact B2 closes and feeds the electric motor 1 by the power cable 11.
  • the contact B1 opens and the power cable 14 is powered only by the intermediate ballast resistor Rb, thereby reducing the voltage applied across the electromagnet 13 of the starter during the second phase of the start-up period.
  • the magnetic forces created by the electromagnet 13 are directly related to the current absorbed by it.
  • the electromagnet is controlled in voltage. It is then necessary to take into account the resistances of the circuit (coil of the electromagnet, battery, wiring) and the voltage of the battery. However, these parameters are variable, in particular as a function of the temperature, the charge level of the battery 3 and its aging.
  • the control circuit 20 is a microprocessor or microcontroller circuit
  • these parameters are measured or calculated and taken into account to determine, by calculation or with the aid of a numerical table, the voltage necessary to obtain the desired magnetic forces. The accuracy of the result depends on the accuracy of the measurements.
  • control circuit 20 drives the electromagnet 13 in current, with conventional current regulation.
  • a first current value is supplied to the electromagnet during the first start phase, between the times T0 and T2.
  • a current having a second value, less than the first value, is supplied to the electromagnet during the second phase of the starting period, after the instant T2.
  • the control circuit 20 or the relay assembly 22 apply full voltage to the electric motor 1 at time T1, to allow the pinion to enter the crown at reduced speed.
  • the electric motor 1 can be powered with a progressively increasing voltage, for example by using a chopped voltage whose duty cycle increases gradually from a predetermined value.
  • a brief reopening of the switch 18 is provided at a time T4, after its first closing at time T1.
  • the duration T1-T4 of the first voltage pulse applied to the electric motor is between 1 and 10 milliseconds. This makes it possible to give a first impulse to the electric motor, so as to effect the rotation of the pinion 32 necessary for its penetration into the ring gear 33 if, at the instant T1 the pinion is resting on the crown, tooth against tooth. Due to the mechanical inertia of the engine and the short duration T1-T4 of this first pulse, the speed reached by the electric motor is low.
  • the power supply of the electric motor 1 is then restored at a time T5, by a new closing of the switch 18.
  • the duration T4-T5 of the interruption following the first voltage pulse is long enough for the pinion to have time. to enter the ring gear and, typically, between 5 and 200 milliseconds.
  • the times T1-T4 and T4-T5 can be adjusted according to the temperature, the voltage of the battery, etc ... By way of example, it is possible to increase the duration T1-T4 of the cold impulse and reduce it if the temperature is very high.
  • the figure 6 illustrates a coaxial architecture starter that can be used in a starter system according to the invention.
  • the upper half of the figure 6 represents the rest position, while the lower half of the figure 6 represents the working position of the starter.
  • the launcher 29 comprises a pinion 32, a driver 37 and a disengageable transmission device, in the form of a free wheel 31, intervening between the pinion and the driver 37.
  • the driver 37 comprises, in a known manner, a housing for accommodating the rollers of the free wheel intervening between this housing and an axial extension of the pinion 32.
  • the freewheel is replaced by a conical clutch as described in the document FR A 2,826,696 mentioned above or in the document FR A 2,826,695 .
  • the trainer has an internally splined extension to cooperate with a complementary groove formed at the outer periphery of the output shaft 34.
  • the starter comprises a carcass 137, of tubular form carrying the inductor of the electric motor 1. This carcass is closed by the front bearing 23 and the rear bearing 24
  • This armature comprises, in a known manner a package of grooved sheets for mounting electrical conductors, here in the form of pins (not referenced) connected to a collector on which brushes belonging to a brush holder carried by the rear bearing 24 .
  • the power cable 11 supplies the electric motor in the aforementioned manner.
  • Tie rods 138 secure the bearings 23, 24 with the yoke 137 sandwiched between the bearings 23, 24 and shouldered for this purpose.
  • the front bearing 23 is configured to form a support 28 intended here to be fixed on a fixed part of the vehicle. This support therefore carries the rear bearing 24 and the carcass 137 here via the tie rods 138.
  • the support 28 has a clearance for the passage of the ring gear 33.
  • the coil 25, circular, of the electromagnet 13 is housed in a magnetic circuit 26 in one or more parts and whose overall shape is a torus.
  • the section of this torus is not closed and reveals an air gap 27 axial
  • the electromagnet 13 is housed in the support 28 by coaxially surrounding the launcher 29.
  • the support 28 is preferably made of non-magnetic material.
  • the launcher 29 comprises in the aforementioned manner the pinion 32 intended to mesh with the ring gear 33 and the freewheeling disengageable movement transmission device 21 housed in the housing of the driver 37.
  • the output shaft 34 is rotated by an epicyclic gearbox 35 connected to the output shaft of the electric motor as described in the document FR A 2 787 833 ( US A 6,490,940 ) ° to which reference will be made for more details.
  • the ring gear internally of the gearbox is advantageously provided at its outer periphery with a layer of flexible material acting between the ring and the casing 137 as in this document.
  • the ring gear also carries studs (not referenced) made of elastomer interposed between the ring and an annular flange of transverse orientation (not referenced) belonging to the casing 137.
  • the studs make it possible to immobilize the ring gear and play the role of torsion damper between the crown and the carcass 137.
  • the rim of the yoke 137 makes it possible to immobilize, in cooperation with a shoulder of the support 28, the magnetic circuit 26 serving to support the coil 25.
  • the reducer comprises a pinion integral with the output shaft of the electric motor.
  • the output shaft of the gearbox is integral with the output shaft 34. Satellites integral with a planet carrier intervene between the gear of the gearbox and the ring gear.
  • the launcher 29 acts as a plunger via the casing of the launcher 37 made of steel used as a yoke for closing the magnetic flux, generated by the electromagnet 13, and also by a closing cap 30, also made of steel.
  • This cover 30 is fixed by crimping on the periphery outer casing of the launcher 37, which is alternatively of the type of for example the figure 5 of the document FR A 2,826,695 .
  • the coil 25 and the magnetic circuit 26 are thus housed in the support 28 and partially surround the freewheel transmission device 31, which participates in the magnetic circuit of the electromagnet 13.
  • the cover 30 is separated from the magnetic circuit 26 by a gap radial 38.
  • a restoring force keeps the launcher 29 in the rest position outside the start period.
  • This force is created by a device, not represented on the figure 6 , mechanical type (for example: compression spring, locking lever, disengageable friction ...) or magnetic type (permanent magnet, for example).
  • the excitation of the coil 25 of the electromagnet 13 creates a magnetic flux passing through the magnetic circuit 26 and the launcher 29.
  • the resulting magnetic forces in the gap 27 are greater than the restoring forces and cause the magnetic attraction the launcher at 29 in working position.
  • connection terminals can be easily arranged on the bearings or the casing in the embodiment of the figure 6 since the electromagnet 13 is implanted in the support 28
  • control means advantageously comprise modulation means for applying to the supply cable 14 a voltage or a current having a first value during a first phase (T0-T2) of the starting period and a second value, lower at the first, during a second phase (T2-T3) of the start-up period.
  • modulation means in one embodiment comprise means for modulating the pulse width of the switching means 17.
  • the modulation means comprise means for inserting an additional resistor Rb between the battery 3 and the power cable 14 during the second phase (T2-T3) of the starting period.
  • These control means advantageously comprise means for determining the aforementioned values as a function of the temperature and the state of charge of the battery.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Description

Domaine technique de l'inventionTechnical field of the invention

L'invention concerne un système de démarrage comportant une batterie destinée à alimenter un démarreur, comportant un pignon mobile destiné à coulisser axialement sur un arbre de sortie rotatif entraîné en rotation par un moteur électrique et à coopérer avec une couronne dentée de démarrage, liée en rotation au vilebrequin du moteur thermique à démarrer tel que le moteur thermique d'un véhicule automobile, et des moyens électromagnétiques de commande du pignon.The invention relates to a starter system comprising a battery for powering a starter, comprising a movable pinion intended to slide axially on a rotary output shaft driven in rotation by an electric motor and to cooperate with a toothed starter ring, which is connected in turn. crankshaft rotation of the engine to be started such as the engine of a motor vehicle, and electromagnetic means for controlling the pinion.

État de la techniqueState of the art

Comme représenté à la figure 1, un démarreur électrique selon l'art antérieur comporte un moteur électrique 1 mis en route par l'intermédiaire d'un contacteur 2. Une batterie 3 fournit l'énergie électrique nécessaire au démarrage. Elle est connectée au moteur 1 par un câble de puissance 4, par l'intermédiaire d'un contact 5 d'un relais de puissance, classiquement intégré dans le contacteur 2. La batterie 3 est également connectée au contacteur 2 par un câble de commande 6, par l'intermédiaire d'une clé de contact 7. Ainsi le démarreur est classiquement alimenté par deux câbles :

  • le câble de puissance 4, connecté à une borne d'alimentation 8 du démarreur et fournissant le courant principal au moteur électrique 1 du démarreur. Ce câble est un câble de grosse section permettant de transmettre, sous une tension de 12 volts, 100 à 500 ampères en moyenne suivant la puissance du démarreur. Des pics d'intensité peuvent aller de 500 à plus de 1000 ampères selon les démarreurs.
  • le câble de commande 6 du contacteur 2, connecté à une borne de commande 9 du démarreur. Ce câble est dimensionné pour un courant de 30 à 60 A.
As represented in figure 1 , an electric starter according to the prior art comprises an electric motor 1 started by a contactor 2. A battery 3 provides the electrical energy necessary for starting. It is connected to the motor 1 by a power cable 4, via a contact 5 of a power relay, conventionally integrated in the contactor 2. The battery 3 is also connected to the contactor 2 by a control cable 6, by means of a contact key 7. Thus the starter is conventionally powered by two cables:
  • the power cable 4, connected to a power supply terminal 8 of the starter and supplying the main current to the electric motor 1 of the starter. This cable is a large section cable to transmit, under a voltage of 12 volts, 100 to 500 amps on average depending on the power of the starter. Peaks of intensity can range from 500 to more than 1000 amps depending on the starters.
  • the control cable 6 of the contactor 2, connected to a control terminal 9 of the starter. This cable is dimensioned for a current of 30 to 60 A.

Ainsi, la fermeture de la clé de contact 7 alimente le contacteur 2, provoquant la fermeture du contact 5 du relais de puissance et le démarrage du moteur électrique 1.Thus, the closing of the ignition key 7 supplies the contactor 2, causing the closing of the contact 5 of the power relay and the starting of the electric motor 1.

Le démarreur est classiquement équipé d'un lanceur muni d'un pignon mobile destiné à coopérer avec une couronne dentée de démarrage liée en rotation, éventuellement par l'intermédiaire d'un amortisseur de torsion à moyens élastiques à action circonférentielle, au vilebrequin d'un moteur thermique pour assurer le démarrage du moteur thermique tel que le moteur thermique d'un véhicule automobile. Le pignon est généralement monté à coulissement sur l'arbre de sortie, entre une position de repos, dans laquelle il est désengagé de la couronne dentée, et une position active de travail, dans laquelle il engrène avec la couronne dentée.
L'arbre de sortie est dans un mode de réalisation confondu avec l'arbre de sortie du moteur électrique. En variante, comme décrit dans le document FR A 2 787 833 , un train à réducteur épicycloïdal intervient entre les deux arbres de sortie.
Le contacteur est dimensionné pour pouvoir accomplir quasi simultanément deux fonctions :

  • Assurer le déplacement et la pénétration du pignon du démarreur dans la couronne de démarrage.
  • Assurer le déplacement des pièces mobiles du contact de puissance 5.
Les efforts résistants à vaincre par l'électroaimant du contacteur pour fermer le contact de puissance 5 représentent environ 40 % de la totalité des efforts résistants. La masse et le volume du contacteur doivent être adaptés pour obtenir une telle performance et sont relativement élevés.The starter is conventionally equipped with a launcher provided with a movable pinion intended to cooperate with a rotating gear ring gear, possibly via a torsion damping device with circumferential action elastic means, to the crankshaft. a heat engine for starting the heat engine such as the engine of a motor vehicle. The pinion is generally slidably mounted on the output shaft, between a rest position, in which it is disengaged from the ring gear, and an active working position, in which it meshes with the ring gear.
The output shaft is in one embodiment coincident with the output shaft of the electric motor. Alternatively, as described in the document FR A 2 787 833 , an epicyclic reduction gear train intervenes between the two output shafts.
The contactor is sized to perform almost simultaneously two functions:
  • Ensure the movement and penetration of the starter pinion into the starter ring.
  • Ensure the moving parts of the power contact 5.
Resistant forces to be overcome by the electromagnet of the contactor to close the power contact 5 represent about 40% of the total resistance efforts. The mass and the volume of the contactor must be adapted to obtain such a performance and are relatively high.

En outre, le courant absorbé, circulant dans le câble de commande 6, est important, typiquement de l'ordre de 30 à 60A. Il est donc nécessaire que les organes de commande, comme la clé de contact 7, soient adaptés et dimensionnés pour ces fortes intensités.In addition, the current absorbed, flowing in the control cable 6, is large, typically of the order of 30 to 60A. It is therefore necessary that control members, such as the ignition key 7, are adapted and dimensioned for these high intensities.

Par ailleurs, la commande du démarreur est généralement verrouillée par des capteurs de position. Par exemple, dans le cas d'un véhicule avec une boîte de vitesse automatique, un interrupteur, disposé en série avec la clé de contact 7 sur le câble de commande 6, interdit le démarrage pour une position du sélecteur de vitesse autre que « parking » ou « neutre ». Or, les capteurs de position ne peuvent accepter le passage d'un courant aussi important que celui du contacteur 2 du démarreur. Il est alors nécessaire de prévoir un relais auxiliaire en série avec la clé de contact. Ceci conduit à un surcoût et à un besoin de place supplémentaire pour intégrer un relais de plus dans les circuits électriques du véhicule.Furthermore, the control of the starter is generally locked by position sensors. For example, in the case of a vehicle with an automatic gearbox, a switch, arranged in series with the ignition key 7 on the control cable 6, prohibits starting for a position of the speed selector other than "parking Or "neutral". However, the position sensors can not accept the passage of a current as large as that of the switch 2 of the starter. It is then necessary to provide an auxiliary relay in series with the ignition key. This leads to additional cost and additional space need to integrate one more relay in the vehicle's electrical circuits.

De plus en plus souvent, sur les nouveaux véhicules, le démarreur n'est plus piloté directement par le conducteur par l'intermédiaire de la clé de contact 7. Un calculateur de servitude prend alors en charge, sur ordre du conducteur, par exemple par l'intermédiaire d'un badge, la mise en marche et l'arrêt du démarreur. Cette automatisation évite les fausses manoeuvres ou les sollicitations excessives du démarreur. En raison des fortes intensités absorbées par le circuit de commande du démarreur, il est alors indispensable d'interposer un relais auxiliaire entre le démarreur et le calculateur.More and more often, on new vehicles, the starter is no longer controlled directly by the driver via the ignition key 7. A service calculator then supports, by order of the driver, for example by via a badge, starting and stopping the starter. This automation avoids false maneuvers or excessive solicitations of the starter. Due to the high currents absorbed by the control circuit of the starter, it is then essential to interpose an auxiliary relay between the starter and the computer.

Dans les démarreurs connus, le câble de puissance 4 connectant la batterie 3 à la borne d'alimentation 8 du démarreur, reste en permanence sous tension, que le véhicule soit en marche ou au repos. Il y a donc un risque de court-circuit, soit par écrasement du câble de puissance, lors d'un accident de la route, soit par usure de l'isolant du câble de puissance sous l'effet des vibrations. Comme il s'agit d'un câble de forte section, le courant de court-circuit éventuel est très important et peut constituer un départ de feu dans le véhicule.In known starters, the power cable 4 connecting the battery 3 to the power supply terminal 8 of the starter, remains permanently energized, whether the vehicle is running or at rest. There is therefore a risk of short circuit, either by crushing the power cable, during a road accident, or by wear of the insulation of the power cable under the effect of vibration. As it is a cable of large section, the possible short circuit current is very important and can constitute a fire in the vehicle.

Pour limiter ce risque, certains véhicules possèdent un fusible entre le câble de puissance 4 et la batterie 3. Cependant, son efficacité est limitée car une telle protection ne fonctionne que lorsqu'il y a un court-circuit franc. Le fusible doit, de plus, être dimensionné de manière à ne pas fondre consécutivement au fonctionnement normal du démarreur, sachant que celui-ci peut absorber, dans certaines configurations de démarrage, jusqu'à 75% du courant de court-circuit.To limit this risk, some vehicles have a fuse between the power cable 4 and the battery 3. However, its effectiveness is limited because such protection only works when there is a short-circuit franc. The fuse must also be dimensioned so as not to melt consecutively to the normal operation of the starter, knowing that it can absorb, in certain starting configurations, up to 75% of the short-circuit current.

De plus, dans des cas de consommation importante, par exemple en cas de démarrage à froid, la chute de tension dans le fusible provoque, à forte intensité, une baisse des performances du démarreur.In addition, in cases of high consumption, for example in the case of cold start, the voltage drop in the fuse causes, at high intensity, a drop in the performance of the starter.

Objet de l'inventionObject of the invention

L'invention a pour but un démarreur ne présentant pas ces inconvénients et, en particulier, permettant de limiter les risques d'incendie liés au démarreur.The invention aims to a starter does not have these disadvantages and, in particular, to limit the risk of fire related to the starter.

Une solution pourrait consister à remplacer le fusible situé entre le câble de puissance 4 et la batterie 3 par le contact de travail d'un relais de puissance, capable de supporter une intensité moyenne de 100 à 500A absorbée par le moteur électrique. Le bobinage du relais de puissance serait alors connecté en parallèle sur la batterie par l'intermédiaire de la clé de contact 7. Ainsi, la fermeture de la clé de contact 7 alimenterait simultanément le contacteur 2 du démarreur et le bobinage du relais de puissance, mettant ainsi sous tension le câble de puissance 4 par l'intermédiaire du contact de travail du relais de puissance. Le contact de travail du relais de puissance ne serait fermé que pendant les quelques secondes nécessaires au démarrage. Le câble de puissance 4 ne serait donc sous tension que pendant une courte période de quelques secondes, nécessaire au démarrage.One solution could be to replace the fuse located between the power cable 4 and the battery 3 by the working contact of a power relay, capable of withstanding an average intensity of 100 to 500A absorbed by the electric motor. The winding of the power relay would then be connected in parallel to the battery by means of the ignition key 7. Thus, the closing of the ignition key 7 would simultaneously supply the contactor 2 of the starter and the winding of the power relay, thereby energizing the power cable 4 via the working contact of the power relay. The working contact of the power relay would only be closed for the few seconds required for starting. The power cable 4 would therefore be energized for a short period of a few seconds, necessary for startup.

Selon l'invention, le moteur électrique est connecté à un câble de puissance connectant le démarreur à la batterie par l'intermédiaire de moyens d'interruption de puissance, un électroaimant, constituant les moyens électromagnétiques de commande du pignon, étant connecté à un câble d'alimentation connectant le démarreur à la batterie par l'intermédiaire de moyens de commutation, de faible puissance, le système comportant des moyens de contrôle pour commander séquentiellement les moyens de commutation et les moyens d'interruption de puissance, de manière à connecter temporairement la batterie aux câbles d'alimentation et de puissance pendant une période de démarrage.According to the invention, the electric motor is connected to a power cable connecting the starter to the battery by means of power interruption means, an electromagnet constituting the electromagnetic control means of the pinion, being connected to a cable power supply unit connecting the starter to the battery via switching means of low power, the system comprising control means for sequentially controlling the switching means and the power interruption means, so as to connect temporarily the battery to the power and power cables during a start-up period.

Grâce à l'invention on remplace le contacteur classique par un électroaimant en sorte que le lanceur, auquel appartient le pignon, peut jouer le rôle de noyau plongeur et que le démarreur peut être plus compact radialement et simplifié.Thanks to the invention the conventional switch is replaced by an electromagnet so that the launcher, which belongs to the pinion, can act as a plunger and that the starter can be more compact radially and simplified.

Description sommaire des dessinsBrief description of the drawings

D'autres avantages et caractéristiques ressortiront plus clairement de la description qui va suivre de modes particuliers de réalisation de l'invention donnés à titre d'exemples non limitatifs et représentés aux dessins annexés, dans lesquels :

  • La figure 1 illustre un système de démarrage selon l'art antérieur.
  • La figure 2 représente un mode particulier de réalisation d'un système de démarrage selon l'invention.
  • Les figures 3a à 3c représentent, en fonction du temps, les formes d'onde de signaux S1 à S3, respectivement représentatifs de la position de la clé de contact, du transistor et de l'interrupteur du système selon la figure 2.
Other advantages and features will emerge more clearly from the following description of particular embodiments of the invention given by way of non-limiting example and represented in the accompanying drawings, in which:
  • The figure 1 illustrates a starting system according to the prior art.
  • The figure 2 represents a particular embodiment of a starter system according to the invention.
  • The Figures 3a to 3c represent, as a function of time, the waveforms of signals S1 to S3, respectively representative of the position of the ignition key, the transistor and the switch of the system according to the figure 2 .

La demande de brevet DE19851741 A , décrit un dispositif de démarrage pour moteur à combustion interne, comprenant un moteur électrique de démarreur, un aimant d'enclenchement, un pignon de démarreur et un circuit logique. Le circuit logique commande de manière saccadée l'aimant d'enclenchement par l'intermédiaire d'un semi-conducteur pour engrener le pignon de démarreur dans la couronne dentée, jusqu'à ce que le pignon soit entièrement engrené. Le circuit logique commande l'alimentation du moteur de démarreur, d'une part à un couple réduit par l'intermédiaire d'une résistance série avec le moteur électrique pendant que l'aimant d'enclenchement engrène le pignon dans la couronne et d'autre part à un couple maximal lorsque le pignon du démarreur est complètement engrené dans la couronne dentée pour faire tourner le moteur à combustion interne.The request for DE19851741 A patent , describes a starting device for an internal combustion engine, comprising an electric starter motor, an engagement magnet, a starter gear and a logic circuit. The logic circuit jerks the interlocking magnet through a semiconductor to engage the starter gear in the ring gear until the pinion is fully meshing. The logic circuit controls the power supply of the starter motor, on the one hand to a reduced torque by means of a series resistance with the electric motor while the engagement magnet meshes the pinion in the ring gear and on the other hand at maximum torque when the starter gear is fully geared into the ring gear to rotate the internal combustion engine.

La demande de brevet EP 1 041 275 A décrit un dispositif de démarrage pour démarrer un moteur à combustion interne comportant une couronne dentée, à l'aide d'un moteur de démarreur et d'un pignon entraîné par un arbre d'induit et destiné à engrener dans la couronne dentée du moteur à combustion interne. Le dispositif comprend en outre un mécanisme de préengrènement pour le pignon et un dispositif de commande et/ou de régulation avec une commande cadencée du mécanisme de préengrénement pour préengrèner le pignon dans la couronne à vitesse réduite. Il comprend en outre une commande du moteur de démarreur pour que lorsque le pignon se retrouve en position dent contre dent avec la couronne dentée, le moteur de démarreur soit tourné par un ' fonctionnement puisé pour tourner le pignon dans une position dent contre intervalle de la couronne. Le dispositif de commande et/ou de régulation après le début de l'engrènement, coupe tout d'abord l'alimentation du moteur du démarreur puis après un engrènement suffisamment profond, alimente le moteur pour fonctionner dans un premier temps avec une charge partielle et dans un deuxième temps en charge maximale.

  • La figure 4 illustre un autre mode de réalisation d'un système de démarrage selon l'invention.
  • La figure 5 illustre une variante de réalisation des signaux de la figure 3c.
  • La figure 6 représente un mode particulier de réalisation d'un démarreur pouvant être utilisé dans un système selon l'invention.
The request for EP Patent 1,041,275 A describes a starting device for starting an internal combustion engine having a ring gear, using a starter motor and a pinion driven by an armature shaft and for meshing with the ring gear of the motor internal combustion. The device further comprises a pre-gearing mechanism for the pinion and a control and / or regulating device with a timing control of the pre-generation mechanism for pre-meshing the pinion in the reduced speed crown. It further comprises a control of the starter motor so that when the pinion is in tooth-to-tooth position with the ring gear, the starter motor is rotated by a pulsed operation to turn the pinion in a tooth position against the gap of the tooth. crowned. The control and / or regulation device after the beginning of the meshing, first cuts off the power supply of the starter motor and then after a sufficiently deep meshing, feeds the motor to operate initially with a partial load and in a second time in maximum load.
  • The figure 4 illustrates another embodiment of a starter system according to the invention.
  • The figure 5 illustrates an alternative embodiment of the signals of the figure 3c .
  • The figure 6 represents a particular embodiment of a starter that can be used in a system according to the invention.

Description de modes particuliers de réalisation.Description of particular embodiments.

Sur la figure 2, le moteur électrique 1 du démarreur 10 est alimenté par un câble de puissance 11 fixé sur une borne de connexion 12 du démarreur. L'interrupteur 5 interne au démarreur de la figure 1 est supprimé. Le contacteur 2 du démarreur selon la figure 1 est remplacé par un électroaimant 13, à un seul bobinage, alimenté par un câble d'alimentation 14 fixé sur une borne de connexion 15 du démarreur. L'électroaimant 13 a uniquement pour fonction de faire avancer le pignon mobile 32 (voir figure 6) dans la couronne dentée de démarrage 33 (figure 6) au moment du démarrage du moteur thermique, ici le moteur thermique d'un véhicule automobile. Le moteur électrique 1 est donc connecté en permanence au câble de puissance 11 et l'électroaimant au câble d'alimentation 14. Les câbles de puissance 11 et d'alimentation 14 sont, de préférence, solidaires du démarreur 10.On the figure 2 , the electric motor 1 of the starter 10 is powered by a power cable 11 fixed to a connection terminal 12 of the starter. The switch 5 internal to the starter of the figure 1 is deleted. The contactor 2 of the starter according to the figure 1 is replaced by a solenoid 13, single winding, powered by a power cable 14 fixed to a connection terminal 15 of the starter. The electromagnet 13 only serves to advance the movable pinion 32 (see figure 6 ) in the starting ring gear 33 ( figure 6 ) at the start of the engine, here the engine of a motor vehicle. The electric motor 1 is therefore permanently connected to the power cable 11 and the electromagnet to the power cable 14. The power cables 11 and power 14 are preferably integral with the starter 10.

Les câbles de puissance 11 et d'alimentation 14 sont reliés à la batterie 3 par l'intermédiaire d'un boîtier 16, qui comprend un élément de commutation 17, de faible puissance, et un interrupteur 18, de forte puissance. Les câbles de puissance 11 et d'alimentation 14 peuvent être solidaires du boîtier 16. L'élément de commutation 17, de faible puissance, établit ou interrompt, suivant son état de conduction ou de blocage, la liaison entre la batterie 3 et le câble d'alimentation 14. Cet élément de commutation peut être réalisé par un ou plusieurs semi-conducteurs, par exemple par des transistors, notamment de type FET (dit aussi MOSFET) comme représenté sur la figure 2. L'interrupteur 18, de forte puissance, est destiné à établir ou à couper l'alimentation du câble de puissance 11 et du moteur électrique 1 du démarreur. L'interrupteur 18 peut être constitué par un contact d'un relais électromagnétique, comportant un bobinage 19, ou par des semi-conducteurs de puissance.
Le boîtier 16 est ici situé à proximité de la batterie et comporte donc des moyens d'interruption de puissance 18 et des moyens de commutation 17.The power cables 11 and power 14 are connected to the battery 3 through a housing 16, which comprises a switching element 17, low power, and a switch 18, high power. The power cables 11 and power 14 may be integral with the housing 16. The switching element 17, low power, establishes or interrupts, according to its conduction or blocking state, the connection between the battery 3 and the cable 14. This switching element can be produced by one or more semiconductors, for example by transistors, in particular type FET (also called MOSFET) as shown on the figure 2 . The switch 18, of high power, is intended to establish or cut the power supply of the power cable 11 and the electric motor 1 of the starter. The switch 18 can be constituted by a contact of an electromagnetic relay, having a coil 19, or by power semiconductors.
The housing 16 is here located close to the battery and therefore comprises power interruption means 18 and switching means 17.

L'interrupteur 18 et l'élément de commutation 17 sont pilotés par des signaux de commande fournis par des moyens de contrôle comportant un circuit de commande 20. Le circuit de commande 20, qui est de préférence alimenté par la batterie 3, peut être réalisé par tout circuit électronique approprié, analogique ou numérique, par exemple à microprocesseur. Il reçoit des ordres d'activation ou de désactivation du démarreur soit directement par la clé de démarrage 7, soit, comme représenté sur la figure 2, par l'intermédiaire d'une unité électronique 21, qui peut faire partie du calculateur de gestion du moteur thermique du véhicule ou de tout autre calculateur gérant diverses fonctions dans le véhicule. La liaison entre le circuit de commande 20 et l'unité électronique 21, disposée ici dans un boîtier distinct du boîtier 16, peut être réalisée par l'intermédiaire de signaux électriques, radioélectriques ou optiques, éventuellement codés.The switch 18 and the switching element 17 are controlled by control signals supplied by control means comprising a control circuit 20. The control circuit 20, which is preferably powered by the battery 3, can be realized by any suitable electronic circuit, analog or digital, for example microprocessor. It receives commands for activation or deactivation of the starter either directly by the start key 7, or, as shown in FIG. figure 2 , via an electronic unit 21, which can be part of the management computer of the engine of the vehicle or any other computer managing various functions in the vehicle. The connection between the control circuit 20 and the electronic unit 21, here arranged in a separate housing of the housing 16, can be achieved via electrical, radio or optical signals, possibly coded.

Un ordre de démarrage est donné par le conducteur qui actionne la clé de contact 7, connectée à une entrée de commande du circuit de commande 20 ou de l'unité électronique 21 (figure 2). La clé de contact peut être remplacée par tout élément équivalent permettant de fournir un ordre de démarrage au circuit de commande 20 ou à l'unité électronique 21, en particulier par tout système électromécanique actionné manuellement par le conducteur du véhicule.A start command is given by the driver who actuates the ignition key 7, connected to a control input of the control circuit 20 or of the electronic unit 21 ( figure 2 ). The ignition key may be replaced by any equivalent element for providing a start command to the control circuit 20 or to the electronic unit 21, in particular by any electromechanical system operated manually by the driver of the vehicle.

Les figures 3a à 3c illustrent la commande de l'élément de commutation 17 (S2, figure 3b) et de l'interrupteur 18 (S3, figure 3c) par le circuit de commande 20, appartenant à des moyens de contrôle, en fonction de la position de la clé de contact 7 (S1, figure 3a).The Figures 3a to 3c illustrate the control of the switching element 17 (S2, figure 3b ) and switch 18 (S3, figure 3c ) by the control circuit 20, belonging to control means, depending on the position of the ignition key 7 (S1, figure 3a ).

Lorsqu'un ordre de démarrage est donné à un instant T0, par exemple par actionnement de la clé de contact 7, un signal de commande de démarrage S1, appliqué à l'entrée de commande de l'unité électronique 21 ou du circuit de commande 20, passe d'une première valeur (0 sur la figure 3a) à une seconde valeur (1 sur la figure 3a). Les signaux de commande S2, appliqués par le circuit de commande 20 à une électrode de commande de l'élément de commutation 17, passent alors d'une première valeur (0 sur la figure 3b) à une seconde valeur (1 sur la figure 3b), provoquant la conduction de l'élément de commutation 17. La batterie 3 est alors connectée au câble d'alimentation 14 et, en conséquence, aux bornes de l'électroaimant 13 du démarreur. Dans un premier mode de réalisation, la tension appliquée sur le câble d'alimentation est immédiatement la tension maximale fournie par la batterie. Ceci permet d'avoir une force d'attraction maximale de l'électroaimant et, sous l'effet de cette force, de déplacer le pignon 32 (figure 6) vers la couronne dentée 33. Si les dents du pignon arrivent en face des entre-dents de la couronne, le pignon pénètre directement dans cette dernière.When a start command is given at a time T0, for example by actuation of the ignition key 7, a start command signal S1 applied to the control input of the electronic unit 21 or the control circuit 20, passes a first value (0 on the figure 3a ) at a second value (1 on the figure 3a ). The control signals S2, applied by the control circuit 20 to a control electrode of the switching element 17, then change from a first value (0 on the figure 3b ) at a second value (1 on the figure 3b ), causing conduction of the switching element 17. The battery 3 is then connected to the power cable 14 and, consequently, across the electromagnet 13 of the starter. In a first embodiment, the voltage applied to the power cable is immediately the maximum voltage supplied by the battery. This makes it possible to have a maximum attraction force of the electromagnet and, under the effect of this force, to move the pinion 32 ( figure 6 ) to the ring gear 33. If the sprocket teeth come in front of the crank teeth, the pinion penetrates directly into the ring gear.

Par contre, si les dents du pignon arrivent en face des dents de la couronne dentée de démarrage, le pignon s'arrête contre la couronne, tout en restant soumis à la force électromagnétique produite par l'électroaimant 13.On the other hand, if the teeth of the pinion come in front of the teeth of the ring gear, the pinion stops against the ring, while remaining subject to the electromagnetic force produced by the electromagnet 13.

Ultérieurement, à un instant T1 prédéterminé, les signaux de commande S3, qui sont appliqués par le circuit de commande 20 au bobinage 19 du relais, passent d'une première valeur (0 sur la figure 3c) à une seconde valeur (1 sur la figure 3c), provoquant la fermeture du contact associé constituant l'interrupteur de puissance 18. La batterie 3 est alors connectée au câble de puissance 11 et, en conséquence, aux bornes du moteur électrique 1 du démarreur. La durée T0 - T1 doit être suffisante pour que, à l'instant T1, le pignon 32 soit arrivé en appui contre la couronne dentée 33 ou ait déjà pénétré dans la couronne, quelles que soient les conditions de température, de charge de la batterie, d'état d'usure du démarreur, etc... En pratique, on choisira une valeur de la durée T0-T1 comprise entre 10 et 200 millisecondes.Subsequently, at a predetermined time T1, the control signals S3, which are applied by the control circuit 20 to the coil 19 of the relay, go from a first value (0 on the figure 3c ) at a second value (1 on the figure 3c ), causing the closing of the associated contact constituting the switch of 18. The battery 3 is then connected to the power cable 11 and, consequently, to the terminals of the electric motor 1 of the starter. The duration T0 - T1 must be sufficient so that, at time T1, the pinion 32 has come into abutment against the ring gear 33 or has already penetrated into the ring, whatever the temperature conditions, of the battery charge , in a state of wear of the starter, etc. In practice, a value of the duration T0-T1 of between 10 and 200 milliseconds will be chosen.

Si le pignon 32 est en appui contre la couronne dentée 33, le moteur 1 commence alors à tourner et, dès que les dents du pignon passent en face des entre-dents de la couronne, le pignon, propulsé par la force magnétique de l'électroaimant 13, pénètre dans la couronne. De manière classique, le pignon 32, associé à un entraîneur 37 (figure 6) et à un dispositif de transmission débrayable 31, une roue libre à la figure 6 ou en variante un embrayage conique comme décrit dans le document FR A 2 826 696 , est lié par l'intermédiaire de l'entraîneur 37 à l'arbre de sortie par des cannelures hélicoïdales qui, par effet de vissage, finissent de propulser le pignon jusqu'à une butée de travail 140 (figure 6) portée par l'arbre de sortie 34. Le pignon et l'arbre étant alors devenus solidaires, le démarreur commence à entraîner le moteur thermique du véhicule en rotation.If the pinion 32 is resting against the ring gear 33, the motor 1 then begins to rotate and, as soon as the teeth of the pinion pass in front of the teeth of the crown, the pinion, propelled by the magnetic force of the electromagnet 13, penetrates the crown. In a conventional manner, pinion 32, associated with a driver 37 ( figure 6 ) and a disengageable transmission device 31, a freewheel at the figure 6 or alternatively a conical clutch as described in the document FR A 2,826,696 , is connected via the driver 37 to the output shaft by helical splines which, by screwing effect, end to propel the pinion to a stop work 140 ( figure 6 The pinion and the shaft then become integral with the output shaft 34. The starter begins to drive the engine of the vehicle in rotation.

La première phase de la période de démarrage se termine à un instant T2, à partir duquel le circuit de commande 20 contrôle l'élément de commutation 17 de manière à réduire la tension moyenne disponible aux bornes de l'électroaimant 13 à une valeur Ur. Dans le mode de réalisation particulier illustré à la figure 3b, la réduction de la tension moyenne est obtenue par une modulation de largeur d'impulsions (PWM) de l'élément de commutation 17. U étant la tension de sortie de la batterie, ton la durée de conduction de l'élément de commutation et tc la durée d'un cycle de conduction, la tension réduite Ur est donnée par U (ton/tc). Le pignon étant engagé dans la couronne, la force d'attraction n'a plus qu'à être suffisante pour s'opposer à la force de rappel du pignon. C'est cette force qui dimensionne Ur. Le courant réduit qui en résulte évite l'échauffement de la bobine de l'électroaimant 13 et réduit la consommation de courant absorbée par le démarreur. On choisira, de préférence, un instant T2 ultérieur à l'instant T1, de sorte que le courant et, en conséquence, la force magnétique, soit suffisante malgré la chute de tension de la batterie provoquée par le courant d'appel du moteur électrique à l'instant T1. On évite ainsi le risque de désengagement du pignon. En pratique, on choisit T2=T1+50 à 500 millisecondes. La valeur de la tension Ur peut également tenir compte de la température, de la tension de la batterie, etc... Cette valeur peut aussi être régulée.
Les moyens de contrôle selon l'invention comportent donc avantageusement des moyens de modulation pour appliquer au câble 14 une tension ou un courant ayant une première valeur pendant une première phase et une seconde valeur inférieure à la première, tout ceci pendant la période de démarrage.
Grâce à cette disposition le fonctionnement du démarreur est fiable du fait que l'on évite le risque de désengagement du pignon. Cela permet également de réduire les usures et de ménager les pièces du démarreur.The first phase of the start period ends at a time T2, from which the control circuit 20 controls the switching element 17 so as to reduce the average voltage available across the electromagnet 13 to a value Ur. In the particular embodiment illustrated in figure 3b , the reduction of the average voltage is obtained by a pulse width modulation (PWM) of the switching element 17. U being the output voltage of the battery, the conduction duration of the switching element and tc the duration of a conduction cycle, the reduced voltage Ur is given by U (ton / tc). The pinion being engaged in the crown, the force attraction has only to be sufficient to oppose the return force of the pinion. It is this force that sizes Ur. The resulting reduced current prevents heating of the coil of the electromagnet 13 and reduces the current consumption absorbed by the starter. Preferably, a second instant T2 will be chosen at time T1, so that the current and, consequently, the magnetic force, is sufficient despite the voltage drop of the battery caused by the inrush current of the electric motor. at the moment T1. This avoids the risk of disengagement of the pinion. In practice, we choose T2 = T1 + 50 to 500 milliseconds. The value of the voltage Ur can also take into account the temperature, the voltage of the battery, etc. This value can also be regulated.
The control means according to the invention therefore advantageously comprise modulation means for applying to the cable 14 a voltage or a current having a first value during a first phase and a second value less than the first, all during the start-up period.
Thanks to this arrangement, the operation of the starter is reliable because the risk of disengagement of the pinion is avoided. This also reduces wear and spare parts of the starter.

Le circuit de commande 20 bloque (S2=0) l'élément de commutation 17 dès réception d'un ordre de fin de démarrage, à un instant T3, mettant fin à la seconde phase de la période de démarrage. Il peut également ouvrir l'interrupteur 18 (S3=0) à l'instant T3. Dans un mode de réalisation préférentiel (figure 3c), l'alimentation du moteur est coupée avec un décalage dT par rapport à l'instant T3, de manière à limiter la vitesse différentielle du dispositif de transmission débrayable 31 du démarreur, une roue libre à la figure 6. le décalage dT étant suffisant pour que le pignon 32 se désengage. En pratique, dT est, de préférence, compris entre 5 et 50 millisecondes. Ces dispositions favorisent l'utilisation d'un dispositif de transmission à embrayage conique.The control circuit 20 blocks (S2 = 0) the switching element 17 upon receipt of a start-up command at a time T3, ending the second phase of the start-up period. It can also open the switch 18 (S3 = 0) at time T3. In a preferred embodiment ( figure 3c ), the power supply of the motor is cut with an offset dT with respect to the instant T3, so as to limit the differential speed of the disengageable transmission device 31 of the starter, a free wheel to the figure 6 . the shift dT being sufficient for the pinion 32 to disengage. In practice, dT is preferably between 5 and 50 milliseconds. These provisions favor the use of a transmission device conical clutch.

Dans une variante de réalisation, le circuit de commande 20 ou l'unité électronique 21 peut générer lui-même l'ordre de démarrage dans le cadre d'un démarrage et d'un arrêt automatisé du moteur thermique du véhicule, par exemple du type connu sous le nom «Stop & Go».
Les moyens de contrôle intègrent donc des fonctions de démarrage et d'arrêt automatisées.In an alternative embodiment, the control circuit 20 or the electronic unit 21 can generate itself the start command in the context of a start and an automated shutdown of the engine of the vehicle, for example of the type known as "Stop &Go".
The control means therefore incorporate automated start and stop functions.

Le circuit de commande 20 ou l'unité électronique 21 peut générer lui-même un ordre de fin de démarrage, suite à la reconnaissance de la montée en régime du moteur thermique du véhicule, arrêtant ainsi automatiquement le démarreur.
Le circuit de commande 20 ou l'unité électronique 21 peut générer lui-même un ordre de fin de démarrage ou de non-exécution d'un ordre de démarrage suite au déclenchement d'un système de protection, de type connu, associé au démarreur ou au véhicule. Ces systèmes de protection concernent, par exemple, une surcharge électrique, mécanique ou thermique du démarreur, de fausses manoeuvres comme une tentative de démarrage alors que le moteur thermique fonctionne déjà, une tentative de démarrage alors qu'une vitesse est enclenchée, etc...
Les moyens de contrôle intègrent donc des fonctions de protection.The control circuit 20 or the electronic unit 21 can itself generate a start-up command, following the recognition of the revving of the engine of the vehicle, thus automatically stopping the starter.
The control circuit 20 or the electronic unit 21 can itself generate an order of end of starting or non-execution of a start command following the triggering of a protection system of known type associated with the starter or to the vehicle. These protection systems concern, for example, an electrical, mechanical or thermal overload of the starter, false maneuvers such as an attempt to start while the engine is already running, an attempt to start while a gear is engaged, etc. .
The control means therefore incorporate protection functions.

Le passage, à l'instant T2, à la tension réduite Ur peut être réalisé au moyen d'une résistance ballast.The transition, at time T2, to the reduced voltage Ur can be achieved by means of a ballast resistor.

La figure 4 illustre une variante de réalisation, dans laquelle la batterie 3 est connectée aux câbles d'alimentation 14 et de puissance 11 par un ensemble à relais 22 appartenant aux moyens de contrôle. L'ensemble à relais 22 comporte une entrée de commande connectée à la clé de contact 7. Le bobinage A d'un premier relais est connecté entre l'entrée de commande de l'ensemble 22 et la masse. Il contrôle deux contacts A1 et A2, normalement ouverts. Le bobinage B d'un second relais est connecté, en série avec le contact A2 et une résistance R, aux bornes de la batterie 3. Un condensateur C est connecté en parallèle sur le bobinage C, formant ainsi un circuit de temporisation avec la résistance R. Le bobinage B contrôle un contact B1 normalement fermé et un contact B2 normalement ouvert. Les contacts A1 et B1 sont connectés en série entre la borne positive de la batterie 3 et le câble d'alimentation 14. Une résistance ballast Rb est connectée en parallèle sur le contact B1. Le contact B2 constitue l'interrupteur de puissance 18 connecté entre la borne positive de la batterie et le câble de puissance 11.The figure 4 illustrates an alternative embodiment, wherein the battery 3 is connected to the power supply cables 14 and power 11 by a relay assembly 22 belonging to the control means. The relay assembly 22 comprises a control input connected to the ignition key 7. The coil A of a first relay is connected between the control input of the assembly 22 and the ground. It controls two contacts A1 and A2, normally open. Winding B a second relay is connected, in series with the contact A2 and a resistor R, across the battery 3. A capacitor C is connected in parallel on the coil C, thus forming a delay circuit with the resistor R. winding B controls a normally closed contact B1 and a normally open contact B2. The contacts A1 and B1 are connected in series between the positive terminal of the battery 3 and the power cable 14. A ballast resistor Rb is connected in parallel to the contact B1. The contact B2 constitutes the power switch 18 connected between the positive terminal of the battery and the power cable 11.

La fermeture de la clé de contact 7 (instant T0) alimente le bobinage A du premier relais, provoquant immédiatement la fermeture des contacts A1 et A2. La fermeture du contact A1 met sous pleine tension le câble d'alimentation 14. La fermeture du second relais est temporisée par le circuit de résistance R et de capacité C. La durée de la temporisation correspond à l'intervalle de temps T0-T1, typiquement compris entre 10 et 200 millisecondes. Ainsi, à l'instant T1, le contact B2 se ferme et alimente le moteur électrique 1 par le câble de puissance 11. Simultanément, le contact B1 s'ouvre et le câble d'alimentation 14 n'est plus alimenté que par l'intermédiaire de la résistance ballast Rb, réduisant ainsi la tension appliquée aux bornes de l'électroaimant 13 du démarreur pendant la seconde phase de la période de démarrage.The closing of the ignition key 7 (instant T0) feeds the winding A of the first relay, immediately causing the closing of the contacts A1 and A2. The closure of the contact A1 puts the supply cable 14 under full voltage. The closing of the second relay is delayed by the resistance circuit R and the capacitance C. The duration of the delay corresponds to the time interval T0-T1. typically between 10 and 200 milliseconds. Thus, at the instant T1, the contact B2 closes and feeds the electric motor 1 by the power cable 11. Simultaneously, the contact B1 opens and the power cable 14 is powered only by the intermediate ballast resistor Rb, thereby reducing the voltage applied across the electromagnet 13 of the starter during the second phase of the start-up period.

Les forces magnétiques créées par l'électroaimant 13 sont directement liées au courant absorbé par celui-ci. Dans les modes de réalisation décrits ci-dessus, l'électroaimant est piloté en tension. Il faut alors prendre en compte les résistances du circuit (bobine de l'électroaimant, batterie, câblage) et de la tension de la batterie. Or, ces paramètres sont variables, notamment en fonction de la température, du niveau de charge de la batterie 3 et de son vieillissement. Dans un mode de réalisation préféré, dans lequel le circuit de commande 20 est un circuit à microprocesseur ou à microcontrôleur, ces paramètres sont mesurés ou calculés et pris en compte pour déterminer, par calcul ou à l'aide d'une table numérique, la tension nécessaire à l'obtention des forces magnétiques souhaitées. La précision du résultat dépend de la précision des mesures.The magnetic forces created by the electromagnet 13 are directly related to the current absorbed by it. In the embodiments described above, the electromagnet is controlled in voltage. It is then necessary to take into account the resistances of the circuit (coil of the electromagnet, battery, wiring) and the voltage of the battery. However, these parameters are variable, in particular as a function of the temperature, the charge level of the battery 3 and its aging. In a preferred embodiment, in which the control circuit 20 is a microprocessor or microcontroller circuit, these parameters are measured or calculated and taken into account to determine, by calculation or with the aid of a numerical table, the voltage necessary to obtain the desired magnetic forces. The accuracy of the result depends on the accuracy of the measurements.

Dans une autre variante de réalisation, le circuit de commande 20 pilote l'électroaimant 13 en courant, avec une régulation en courant de type classique. Dans ce cas, une première valeur de courant est fournie à l'électroaimant pendant la première phase de démarrage, entre les instants T0 et T2. Un courant ayant une seconde valeur, inférieure à la première, est fourni à l'électroaimant pendant la seconde phase de la période de démarrage, après l'instant T2. L'utilisation d'une régulation en courant et non en tension pour le contrôle de l'électroaimant permet d'obtenir une meilleure précision des forces appliquées par l'électroaimant.In another variant embodiment, the control circuit 20 drives the electromagnet 13 in current, with conventional current regulation. In this case, a first current value is supplied to the electromagnet during the first start phase, between the times T0 and T2. A current having a second value, less than the first value, is supplied to the electromagnet during the second phase of the starting period, after the instant T2. The use of a regulation in current and not in tension for the control of the electromagnet makes it possible to obtain a better precision of the forces applied by the electromagnet.

Comme représenté aux figures 3a à 3c, le circuit de commande 20 ou l'ensemble à relais 22 n'appliquent la pleine tension sur le moteur électrique 1 qu'à l'instant T1, afin de laisser le pignon pénétrer dans la couronne à vitesse réduite. On peut, en variante, alimenter le moteur électrique 1 avec une tension progressivement croissante, par exemple en utilisant une tension hachée, dont le rapport cyclique augmente progressivement à partir d'une valeur prédéterminée.As represented in Figures 3a to 3c , the control circuit 20 or the relay assembly 22 apply full voltage to the electric motor 1 at time T1, to allow the pinion to enter the crown at reduced speed. Alternatively, the electric motor 1 can be powered with a progressively increasing voltage, for example by using a chopped voltage whose duty cycle increases gradually from a predetermined value.

Dans un autre mode de réalisation particulier, illustré à la figure 5 et plus spécifiquement adapté à un interrupteur de puissance 18 à relais électromécanique, une brève réouverture de l'interrupteur 18 est prévue, à un instant T4, après sa première fermeture à l'instant T1. Typiquement, la durée T1-T4 de la première impulsion de tension appliquée au moteur électrique est comprise entre 1 et 10 millisecondes. Ceci permet de donner une première impulsion au moteur électrique, de façon à effectuer la rotation du pignon 32 nécessaire à sa pénétration dans la couronne dentée 33 si, à l'instant T1 le pignon est en appui sur la couronne, dent contre dent. En raison de l'inertie mécanique du moteur et de la courte durée T1-T4 de cette première impulsion, la vitesse atteinte par le moteur électrique est peu élevée. L'alimentation du moteur électrique 1 est ensuite rétablie à un instant T5, par une nouvelle fermeture de l'interrupteur 18. La durée T4-T5 de l'interruption suivant la première impulsion de tension est suffisamment longue pour que le pignon ait le temps de rentrer dans la couronne dentée et, typiquement, comprise entre 5 et 200 millisecondes. Les durées T1-T4 et T4-T5 peuvent être ajustées en fonction de la température, de la tension de la batterie, etc... À titre d'exemple, on peut augmenter la durée T1-T4 de l'impulsion à froid et la diminuer si la température est très élevée.In another particular embodiment, illustrated in FIG. figure 5 and more specifically adapted to a power switch 18 with electromechanical relay, a brief reopening of the switch 18 is provided at a time T4, after its first closing at time T1. Typically, the duration T1-T4 of the first voltage pulse applied to the electric motor is between 1 and 10 milliseconds. This makes it possible to give a first impulse to the electric motor, so as to effect the rotation of the pinion 32 necessary for its penetration into the ring gear 33 if, at the instant T1 the pinion is resting on the crown, tooth against tooth. Due to the mechanical inertia of the engine and the short duration T1-T4 of this first pulse, the speed reached by the electric motor is low. The power supply of the electric motor 1 is then restored at a time T5, by a new closing of the switch 18. The duration T4-T5 of the interruption following the first voltage pulse is long enough for the pinion to have time. to enter the ring gear and, typically, between 5 and 200 milliseconds. The times T1-T4 and T4-T5 can be adjusted according to the temperature, the voltage of the battery, etc ... By way of example, it is possible to increase the duration T1-T4 of the cold impulse and reduce it if the temperature is very high.

On peut, comme dans les démarreurs conventionnels, interposer un ressort entre le noyau plongeur de l'électroaimant et le pignon. Ce ressort, en se comprimant, laisse la possibilité au noyau plongeur de continuer sa course malgré le blocage du pignon contre la couronne. L'entrefer de l'électroaimant s'annulant, on dispose alors d'une force d'attraction plus élevée, ce qui permet de propulser plus efficacement le pignon dans la couronne dentée à l'instant T1.As in conventional starters, it is possible to interpose a spring between the plunger core of the electromagnet and the pinion. This spring, by compressing itself, leaves the possibility to the plunger to continue its race in spite of the locking of the pinion against the crown. The gap of the electromagnet being canceled, it then has a higher attraction force, which makes it possible to more effectively propel the pinion into the ring gear at time T1.

Le système de démarrage selon l'invention comporte ainsi un démarreur 10 simplifié alimenté par un circuit électrique comportant un organe de contrôle séparé du démarreur. Le système décrit ci-dessus présente notamment les avantages suivants :

  • Le démarreur 10 et les câbles d'alimentation 14 et de puissance 11 qui le connectent à la batterie sont hors tension en dehors des périodes de démarrage.
  • L'automatisation du démarrage et la protection électrique du démarreur sont facilités par l'utilisation de moyens de contrôle comportant un circuit de commande 20 à microprocesseur ou à microcontrôleur et/ou utilisant des calculateurs (unité électronique 21) déjà existants dans le véhicule.
  • Le circuit de commande 20 et l'unité électronique 21 opérant à faible courant, les relais auxiliaires nécessités par les courants de plusieurs ampères du contacteur conventionnel 2, sont supprimés.
  • Le courant ou la tension d'alimentation de l'électroaimant 13 de bobine étant régulés et le déphasage entre le mouvement du pignon et l'alimentation du moteur électrique étant bien définis par une temporisation, la pénétration du pignon dans la couronne est facilitée. Il n'y a plus de risque d'avoir une alimentation du moteur électrique avant que le pignon n'ait eu le temps d'atteindre la couronne de démarrage et d'exercer une force d'appui suffisante.
  • Il est possible d'utiliser un des microcontrôleurs du véhicule pour gérer la logique du système de démarrage, ce qui réduit le coût de l'installation.
  • Le contacteur 2 des démarreurs selon l'art antérieur, avec sa double fonction de relais de puissance et d'actionneur, est remplacé par un simple électroaimant 13, de poids et de dimensions plus faibles, ce qui permet un allègement du démarreur et une amélioration de sa compacité.
  • L'électroaimant 13, ayant moins de force à fournir, consomme moins de courant, ce qui autorise une section plus faible du câble d'alimentation 14.
  • La suppression du relais de puissance 5 permet de simplifier le bornage. Les bornes de connexion 12 et 15 du démarreur peuvent ainsi être placées par exemple sur le palier avant 23, sur le palier arrière 24 ou sur la carcasse 137 du démarreur (figure 6)
  • En l'absence du contact 5 du relais de puissance, l'électroaimant 13 se prête beaucoup plus facilement à une architecture coaxiale qu'un contacteur conventionnel.
The starter system according to the invention thus comprises a simplified starter 10 powered by an electric circuit comprising a control member separate from the starter. The system described above has the following advantages in particular:
  • The starter 10 and the power 14 and power cables 11 which connect it to the battery are de-energized outside the start-up periods.
  • Start automation and electrical protection of the starter are facilitated by the use of control means comprising a microprocessor or microcontroller control circuit 20 and / or using computers (electronic unit 21) already existing in the vehicle.
  • The control circuit 20 and the electronic unit 21 operating at low current, the auxiliary relays required by the currents of several amperes of the conventional contactor 2, are removed.
  • The current or the supply voltage of the coil electromagnet 13 being regulated and the phase shift between the movement of the pinion and the power supply of the electric motor being well defined by a delay, the penetration of the pinion into the ring is facilitated. There is no longer a risk of having a power supply of the electric motor before the pinion has had time to reach the starter ring and exert a sufficient bearing force.
  • It is possible to use one of the vehicle's microcontrollers to manage the logic of the starter system, which reduces the cost of installation.
  • The contactor 2 of the starters according to the prior art, with its double function of power relay and actuator, is replaced by a single electromagnet 13, of weight and smaller dimensions, which allows a reduction of the starter and an improvement of its compactness.
  • The electromagnet 13, having less force to provide, consumes less current, which allows a smaller section of the power cable 14.
  • The removal of the power relay 5 simplifies the boundary. The connection terminals 12 and 15 of the starter can thus be placed for example on the front bearing 23, on the rear bearing 24 or on the casing 137 of the starter ( figure 6 )
  • In the absence of the contact 5 of the power relay, the electromagnet 13 lends itself much more easily to a coaxial architecture than a conventional contactor.

À titre d'exemple, la figure 6 illustre un démarreur à architecture coaxiale pouvant être utilisé dans un système de démarrage selon l'invention. La moitié supérieure de la figure 6 représente la position de repos, tandis que la moitié inférieure de la figure 6 représente la position de travail du démarreur.For example, the figure 6 illustrates a coaxial architecture starter that can be used in a starter system according to the invention. The upper half of the figure 6 represents the rest position, while the lower half of the figure 6 represents the working position of the starter.

Dans cette figure, de manière précitée, le lanceur 29 comporte un pignon 32, un entraîneur 37 et un dispositif de transmission débrayable, sous la forme d'une roue libre 31, intervenant entre le pignon et l'entraîneur 37. L'entraîneur 37 comporte de manière connue un boîtier pour logement des galets de la roue libre intervenant entre le ce boîtier et un prolongement axial du pignon 32. En variante la roue libre est remplacée par un embrayage conique comme décrit dans le document FR A 2 826 696 précité ou dans le document FR A 2 826 695 .In this figure, as mentioned above, the launcher 29 comprises a pinion 32, a driver 37 and a disengageable transmission device, in the form of a free wheel 31, intervening between the pinion and the driver 37. The driver 37 comprises, in a known manner, a housing for accommodating the rollers of the free wheel intervening between this housing and an axial extension of the pinion 32. In a variant, the freewheel is replaced by a conical clutch as described in the document FR A 2,826,696 mentioned above or in the document FR A 2,826,695 .

Dans tous les cas l'entraîneur comporte un prolongement cannelé intérieurement pour coopérer avec une cannelure complémentaire ménagée à la périphérie externe de l'arbre de sortie 34.In all cases the trainer has an internally splined extension to cooperate with a complementary groove formed at the outer periphery of the output shaft 34.

Globalement le démarreur comporte une carcasse 137, de forme tubulaire portant l'inducteur du moteur électrique 1. Cette carcasse est fermée par le palier avant 23 et par le palier arrière 24Overall, the starter comprises a carcass 137, of tubular form carrying the inductor of the electric motor 1. This carcass is closed by the front bearing 23 and the rear bearing 24

Ces paliers sont conformés pour porter chacun des moyens de palier, tels que des roulements à aiguilles ou des paliers lisses pour supporter respectivement l'extrémité libre de l'arbre 34 et l'extrémité libre de l'arbre de sortie du moteur électrique portant l'induit du moteur électrique. Cet induit comporte, de manière connue un paquet de tôles rainurés pour le montage de conducteurs électriques, ici en forme d'épingles (non référencées) reliées à un collecteur sur lequel frotte des balais appartenant à un porte-balais porté par le palier arrière 24.These bearings are shaped to carry each of the bearing means, such as needle bearings or plain bearings to respectively support the free end of the shaft 34 and the free end of the output shaft of the electric motor carrying the induced by the electric motor. This armature comprises, in a known manner a package of grooved sheets for mounting electrical conductors, here in the form of pins (not referenced) connected to a collector on which brushes belonging to a brush holder carried by the rear bearing 24 .

Le câble de puissance 11 alimente de manière précitée le moteur électrique. Des tirants 138 assurent la fixation des paliers 23, 24 avec la culasse 137 prise en sandwich entre les paliers 23, 24 et épaulée à cet effet.The power cable 11 supplies the electric motor in the aforementioned manner. Tie rods 138 secure the bearings 23, 24 with the yoke 137 sandwiched between the bearings 23, 24 and shouldered for this purpose.

Le palier avant 23 est configuré pour former un support 28 destiné ici à être fixé sur une partie fixe du véhicule. Ce support porte donc le palier arrière 24 et la carcasse 137 ici par l'intermédiaire des tirants 138.The front bearing 23 is configured to form a support 28 intended here to be fixed on a fixed part of the vehicle. This support therefore carries the rear bearing 24 and the carcass 137 here via the tie rods 138.

Le support 28 présente un dégagement pour le passage de la couronne denté 33.The support 28 has a clearance for the passage of the ring gear 33.

La bobine 25, circulaire, de l'électroaimant 13 est logée dans un circuit magnétique 26 en une ou plusieurs parties et dont la forme globale est un tore. La section de ce tore n'est pas fermée et laisse apparaître un entrefer 27 axial L'électroaimant 13 est logé dans le support 28 en entourant coaxialement le lanceur 29. Le support 28 est de préférence en matériau amagnétique.
Le lanceur 29 comporte de manière précitée le pignon 32 destiné à engrener avec la couronne dentée 33 et le dispositif de transmission de mouvement débrayable à roue libre 21 logée dans le boîtier de l'entraîneur 37.
L'arbre de sortie 34 est entraîné en rotation par un réducteur à train épicycloïdal 35 relié à l'arbre de sortie du moteur électrique comme décrit dans le document FR A 2 787 833 ( US A 6 490 940 )° auquel on se reportera pour plus de précisions.
Ainsi la couronne dentée intérieurement du réducteur est avantageusement munie à sa périphérie externe d'une couche en matériau souple intervenant entre la couronne et la carcasse 137 comme dans ce document. La couronne dentée porte également des plots (non référencés) en élastomère interposés entre la couronne et un rebord annulaire d'orientation transversal (non référencé) appartenant à la carcasse 137. Les plots permettent d'immobiliser la couronne dentée et jouent le rôle d'amortisseur de torsion entre la couronne et la carcasse 137. Le rebord de la culasse 137 permet d'immobiliser, en coopération avec un épaulement du support 28, le circuit magnétique 26 servant de support à la bobine 25.
Le réducteur comporte un pignon solidaire de l'arbre de sortie du moteur électrique. L'arbre de sortie du réducteur est solidaire de l'arbre de sortie 34.
Des satellites solidaires d'un porte-satellites interviennent entre le pignon du réducteur et la couronne dentée.
Le lanceur 29 joue le rôle de noyau plongeur par l'intermédiaire du boîtier du lanceur 37 en acier servant de culasse pour la fermeture du flux magnétique, engendré par l'électroaimant 13, et également par un capot de fermeture 30, également en acier . Ce capot 30 est fixé par sertissage sur la périphérie externe du boîtier du lanceur 37, qui en variante est du type de celui par exemple de la figure 5 du document FR A 2 826 695 .The coil 25, circular, of the electromagnet 13 is housed in a magnetic circuit 26 in one or more parts and whose overall shape is a torus. The section of this torus is not closed and reveals an air gap 27 axial The electromagnet 13 is housed in the support 28 by coaxially surrounding the launcher 29. The support 28 is preferably made of non-magnetic material.
The launcher 29 comprises in the aforementioned manner the pinion 32 intended to mesh with the ring gear 33 and the freewheeling disengageable movement transmission device 21 housed in the housing of the driver 37.
The output shaft 34 is rotated by an epicyclic gearbox 35 connected to the output shaft of the electric motor as described in the document FR A 2 787 833 ( US A 6,490,940 ) ° to which reference will be made for more details.
Thus, the ring gear internally of the gearbox is advantageously provided at its outer periphery with a layer of flexible material acting between the ring and the casing 137 as in this document. The ring gear also carries studs (not referenced) made of elastomer interposed between the ring and an annular flange of transverse orientation (not referenced) belonging to the casing 137. The studs make it possible to immobilize the ring gear and play the role of torsion damper between the crown and the carcass 137. The rim of the yoke 137 makes it possible to immobilize, in cooperation with a shoulder of the support 28, the magnetic circuit 26 serving to support the coil 25.
The reducer comprises a pinion integral with the output shaft of the electric motor. The output shaft of the gearbox is integral with the output shaft 34.
Satellites integral with a planet carrier intervene between the gear of the gearbox and the ring gear.
The launcher 29 acts as a plunger via the casing of the launcher 37 made of steel used as a yoke for closing the magnetic flux, generated by the electromagnet 13, and also by a closing cap 30, also made of steel. This cover 30 is fixed by crimping on the periphery outer casing of the launcher 37, which is alternatively of the type of for example the figure 5 of the document FR A 2,826,695 .

La bobine 25 et le circuit magnétique 26 sont donc logés dans le support 28 et entourent partiellement le dispositif de transmission à roue libre 31, lequel participe au circuit magnétique de l'électroaimant 13. Le capot 30 est séparé du circuit magnétique 26 par un entrefer radial 38.The coil 25 and the magnetic circuit 26 are thus housed in the support 28 and partially surround the freewheel transmission device 31, which participates in the magnetic circuit of the electromagnet 13. The cover 30 is separated from the magnetic circuit 26 by a gap radial 38.

Une force de rappel maintient le lanceur 29 en position de repos en dehors de la période de démarrage. Cette force est créée par un dispositif, non représenté sur la figure 6, de type mécanique (par exemple : ressort de compression, levier de verrouillage, friction débrayable...) ou de type magnétique (aimant permanent, par exemple).A restoring force keeps the launcher 29 in the rest position outside the start period. This force is created by a device, not represented on the figure 6 , mechanical type (for example: compression spring, locking lever, disengageable friction ...) or magnetic type (permanent magnet, for example).

L'excitation de la bobine 25 de l'électroaimant 13 crée un flux magnétique passant dans le circuit magnétique 26 et le lanceur 29. Les forces magnétiques qui en résultent dans l'entrefer 27 sont supérieures aux forces de rappel et provoquent l'attraction magnétique du lanceur en 29 en position de travail.The excitation of the coil 25 of the electromagnet 13 creates a magnetic flux passing through the magnetic circuit 26 and the launcher 29. The resulting magnetic forces in the gap 27 are greater than the restoring forces and cause the magnetic attraction the launcher at 29 in working position.

L'absence de contact de puissance et de connectique de puissance rend le démarreur peu encombrant et facile à monter. Il ne nécessite que peu de pièces.
En effet, en considérant Le document FR A 2 787 833 on voit que le démarreur est dépourvu de levier intervenant entre le lanceur et le contacteur monté au dessus du moteur électrique. Le démarreur est plus compact radialement, son support étant également plus compact radialement et simplifié.
Ce démarreur est aussi compact axialement.
La présence du dispositif de transmission à l'intérieur du circuit magnétique permet de simplifier la commande du pignon et de bénéficier d'un encombrement minimum.The absence of power contact and power connections makes the starter compact and easy to mount. It requires only a few parts.
Indeed, considering the document FR A 2 787 833 we see that the starter has no lever intervening between the launcher and the contactor mounted above the electric motor. The starter is more compact radially, its support being also more compact radially and simplified.
This starter is also compact axially.
The presence of the transmission device inside the magnetic circuit makes it possible to simplify the control of the pinion and to benefit from a minimum space requirement.

On appréciera que les bornes de connexion peuvent être disposées aisément sur les paliers ou la carcasse dans le mode de réalisation de la figure 6 du fait que l'électroaimant 13 est implanté dans le support 28
On appréciera que l'invention fait appel à des moyens de contrôle.
Ces moyens de contrôle 20, 22 comportent avantageusement des moyens de modulation pour appliquer au câble d'alimentation 14 une tension ou un courant ayant une première valeur pendant une première phase (T0-T2) de la période de démarrage et une seconde valeur, inférieure à la première, pendant une seconde phase (T2-T3) de la période de démarrage.
Ces moyens de modulation dans un mode de réalisation comportent des moyens de modulation de largeur d'impulsions des moyens de commutation 17.It will be appreciated that the connection terminals can be easily arranged on the bearings or the casing in the embodiment of the figure 6 since the electromagnet 13 is implanted in the support 28
It will be appreciated that the invention uses control means.
These control means 20, 22 advantageously comprise modulation means for applying to the supply cable 14 a voltage or a current having a first value during a first phase (T0-T2) of the starting period and a second value, lower at the first, during a second phase (T2-T3) of the start-up period.
These modulation means in one embodiment comprise means for modulating the pulse width of the switching means 17.

Les moyens de modulation comportent des moyens d'insertion d'une résistance additionnelle Rb entre la batterie 3 et le câble d'alimentation 14 pendant la seconde phase (T2-T3) de la période de démarrage.
Ces moyens de contrôle comportent avantageusement des moyens de détermination des valeurs précitées en fonction de la température et de l'état de charge de la batterie.The modulation means comprise means for inserting an additional resistor Rb between the battery 3 and the power cable 14 during the second phase (T2-T3) of the starting period.
These control means advantageously comprise means for determining the aforementioned values as a function of the temperature and the state of charge of the battery.

Claims (27)

  1. Starting system comprising a battery (3) designed to power a starter (10), comprising a movable pinion (32) designed to slide axially on a rotary output shaft (34) of an electric motor (1) and to interact with a ring gear (33), a driver (37), a disengageable transmission device (31) intervening between the pinion and the driver (37), and electromagnetic means for controlling the pinion, the pinion (32) being connected by means of a driver (37) to the output shaft via helical splines which, by tightening effect, finish propelling the pinion (32) up to a working stop (140) supported by the output shaft (34), the system being characterized in that the electric motor (1) is connected to a power cable (11) connecting the starter (10) to the battery (3) via power-interruption means (18), an electromagnet (13), forming the electromagnetic means for controlling the pinion, being connected to a power-supply cable (14) connecting the starter (10) to the battery (3) via switching means (17), of low power, the system comprising control means (20, 21; 22) for sequentially controlling the switching means (17) and the power-interruption means (18), so as to temporarily connect the battery (3) to the power-supply cable (14) and power cable (11) for a starting period and in that the control means (20, 21) incorporate protection functions and in that the control means comprise means for interrupting the power supply of the motor after a predetermined period (dT) beginning with the receipt (T3) of an end-of-starting instruction in order to limit the differential speed of the disengageable transmission device (31) of the starter (10).
  2. System according to Claim 1, characterized in that the control means comprise means (20) for immobilizing the switching means (17) on receipt (T3) of an end-of-starting instruction.
  3. System according to one of Claims 1 and 2, characterized in that the control means (20, 22) comprise modulation means for applying to the power-supply cable (14) a voltage or a current that is variable during the starting period.
  4. System according to Claim 3, characterized in that the control means (20, 22) comprise modulation means for applying to the power-supply cable (14) a voltage or a current that has a first value during a first phase (T0-T2) of the starting period and a second value, lower than the first, during a second phase (T2-T3) of the starting period.
  5. System according to Claim 4, characterized in that the modulation means comprise means for modulating the pulse width of the switching means (17).
  6. System according to Claim 4, characterized in that the modulation means comprise means for inserting an additional resistor (Rb) between the battery (3) and the power-supply cable (14) during the second phase (T2-T3) of the starting period.
  7. System according to any one of Claims 4 to 6, characterized in that the control means (20, 21) comprise means for determining the first and second values as a function of the temperature.
  8. System according to any one of Claims 4 to 6, characterized in that the control means (20, 21) comprise means for determining the first and second values as a function of the state of charge of the battery.
  9. System according to any one of Claims 4 to 8, characterized in that the control means (20) comprise means for powering the motor (1) before the end of the first phase (T0-T2) of the starting period.
  10. System according to Claim 9, characterized in that the control means (20) comprise means for powering the motor with a progressively increasing voltage.
  11. System according to Claim 9, characterized in that the control means (20) comprise means for powering the motor at full voltage during a period (T1-T4) of 1 to 10 ms, and then interrupting the power supply of the motor for a period (T4-T5) of 5 to 200 ms, and powering it again at full voltage for the rest of the starting period.
  12. System according to any one of Claims 1 to 11, characterized in that the power-interruption means (18) and the switching means (17) are placed in an external casing (16) situated close to the battery (3).
  13. System according to Claim 12, characterized in that the power cable (11) and power-supply cable (14) are secured to the casing (16) containing the power-interruption means (18) and the switching means (17).
  14. System according to any one of Claims 1 to 13, characterized in that the power cable (11) and power-supply cable (14) are secured to the starter (10).
  15. System according to any one of Claims 12 to 14, characterized in that the control means (20, 22) are placed in the casing (16) containing the power-interruption means (18) and the switching means (17).
  16. System according to any one of Claims 12 to 14, characterized in that the control means comprise at least two electronic circuits (20, 21) placed in distinct casings.
  17. System according to Claim 16, characterized in that the electronic circuits (20, 21) of the control means communicate via electrical signals.
  18. System according to Claim 16, characterized in that the electronic circuits (20, 21) of the control means communicate via radioelectric signals.
  19. System according to Claim 16, characterized in that the electronic circuits (20, 21) of the control means communicate via optical signals.
  20. System according to Claim 16, characterized in that the electronic circuits (20, 21) of the control means communicate via encoded signals.
  21. System according to any one of Claims 1 to 20, characterized in that the control means (20, 21) incorporate automated starting and stopping functions.
  22. System according to any one of Claims 1 to 21, characterized in that the starter comprises a terminal (15) for connection to the power-supply cable (14) and a terminal (12) for connection to the power cable (11).
  23. System according to Claim 22, characterized in that the connection terminals (12, 15) are placed on a front bearing (23) of the starter.
  24. System according to Claim 22, characterized in that the connection terminals (12, 15) are placed on a rear bearing (24) of the starter.
  25. System according to Claim 22, characterized in that the connection terminals (12, 15) are placed on a casing of the starter.
  26. System according to any one of Claims 1 to 25, characterized in that the electromagnet is coaxial with a free wheel (31) forming the disengageable transmission device (31).
  27. System according to Claim 26, characterized in that it comprises a return spring placed between the electromagnet and the pinion (32).
EP20030291638 2002-07-03 2003-07-03 starting system with a control device separated of the starter Expired - Lifetime EP1378661B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0208306A FR2843782B1 (en) 2002-07-03 2002-07-03 SEPARATE CONTROLLER STARTING SYSTEM OF THE STARTER
FR0208306 2002-07-03

Publications (2)

Publication Number Publication Date
EP1378661A1 EP1378661A1 (en) 2004-01-07
EP1378661B1 true EP1378661B1 (en) 2012-01-11

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20030291638 Expired - Lifetime EP1378661B1 (en) 2002-07-03 2003-07-03 starting system with a control device separated of the starter

Country Status (2)

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EP (1) EP1378661B1 (en)
FR (1) FR2843782B1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2858366B1 (en) * 2003-07-28 2007-09-14 Valeo Equip Electr Moteur PULLEY AND BELT STARTING SYSTEM FOR A THERMAL MOTOR OF A MOTOR VEHICLE
FR2923869B1 (en) * 2007-11-21 2013-07-12 Valeo Equip Electr Moteur ELECTROMAGNETIC CONTROL TYPE STARTER DEVICE FOR THERMAL MOTOR
JP5165669B2 (en) * 2009-12-03 2013-03-21 日立オートモティブシステムズ株式会社 Engine starter

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1375184A (en) * 1971-05-26 1974-11-27
FR2442973A1 (en) * 1978-11-29 1980-06-27 Ducellier & Cie IMPROVEMENT IN ELECTRIC STARTERS FOR INTERNAL COMBUSTION ENGINES IN PARTICULAR OF MOTOR VEHICLES
US5622148A (en) * 1995-12-04 1997-04-22 Ford Motor Company Control for a motor vehicle cranking system
DE19702932A1 (en) * 1997-01-28 1998-07-30 Bosch Gmbh Robert Circuit arrangement for an engagement relay
DE19851741A1 (en) * 1998-11-10 2000-05-25 Bosch Gmbh Robert Starting device for IC engine in vehicle with high safety requirements e.g. for tanker vehicle
FR2783371B1 (en) * 1998-09-16 2000-12-01 Valeo Equip Electr Moteur DEVICE FOR CONTROLLING THE POWER SUPPLY OF A VEHICLE STARTER ELECTRIC MOTOR AND STARTER COMPRISING SUCH A DEVICE
DE19914904A1 (en) * 1999-04-01 2000-10-05 Bosch Gmbh Robert Starting device for starting an internal combustion engine
DE10005005A1 (en) * 1999-04-01 2000-10-12 Bosch Gmbh Robert Starting system for an internal combustion engine and method for operating the starting system
JP3499168B2 (en) * 1999-10-13 2004-02-23 三菱電機株式会社 Starter
DE10059902A1 (en) * 2000-12-01 2002-06-06 Bosch Gmbh Robert Starter device for use with a motor vehicle internal combustion engine includes a starter with an electric starter motor, a starter pinion to engage a crankshaft, a relay to engage the pinion and wiring for a starter motor and the relay

Also Published As

Publication number Publication date
FR2843782A1 (en) 2004-02-27
FR2843782B1 (en) 2006-01-27
EP1378661A1 (en) 2004-01-07

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