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EP2612019A2 - Device and method for protecting a starter having high rotational inertia - Google Patents

Device and method for protecting a starter having high rotational inertia

Info

Publication number
EP2612019A2
EP2612019A2 EP11761662.3A EP11761662A EP2612019A2 EP 2612019 A2 EP2612019 A2 EP 2612019A2 EP 11761662 A EP11761662 A EP 11761662A EP 2612019 A2 EP2612019 A2 EP 2612019A2
Authority
EP
European Patent Office
Prior art keywords
starter
speed
rotation
ring gear
pinion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11761662.3A
Other languages
German (de)
French (fr)
Other versions
EP2612019B1 (en
Inventor
Olivier Daunas
Matthieu Le Guen
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.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
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 Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Publication of EP2612019A2 publication Critical patent/EP2612019A2/en
Application granted granted Critical
Publication of EP2612019B1 publication Critical patent/EP2612019B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/10—Safety devices
    • F02N11/101—Safety devices for preventing engine starter actuation or engagement
    • F02N11/105—Safety devices for preventing engine starter actuation or engagement when the engine is already running
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
    • F02N11/0825—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to prevention of engine restart failure, e.g. disabling automatic stop at low battery state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0848—Circuits or control means specially adapted for starting of engines with means for detecting successful engine start, e.g. to stop starter actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • 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
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/022—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
    • F02N2200/041—Starter speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/14—Parameters used for control of starting apparatus said parameter being related to wear of starter or other components, e.g. based on total number of starts or age
    • 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
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2008—Control related aspects of engine starting characterised by the control method using a model
    • 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
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2011—Control involving a delay; Control involving a waiting period before engine stop or engine start

Definitions

  • the invention lies in the field of starting and restarting an internal combustion engine. It relates to a method of controlling a starter for an internal combustion engine and a device for protecting a ring gear of the internal combustion engine and a pinion of the starter.
  • a starter for example an electric starter comprising a DC electric motor.
  • the electric starter is connected to the battery of the motor vehicle by means of a control device. When activated, the starter engages the pinion of the electric motor with the ring gear of the flywheel. The electric motor then provides a driving torque to the pinion, which then rotates the ring gear so as to start the engine.
  • protection means to prevent activation of the starter when the combustion engine internal is still rotating, especially when the internal combustion engine is already in operation or in the process of being stopped.
  • This over-sizing implies greater rotational inertia and therefore a longer rotational stop time than for a conventional starter.
  • the starter may be still rotating when it is activated again when a previous activation has been aborted before starting the internal combustion engine, or when the internal combustion engine has failed to start in an imparted duration during a first attempt to start or restart.
  • the rotational stopping time of an internal combustion engine used with a Stop and Start system, being optimized is generally shorter than that of an engine not including such a system.
  • the stopping time in rotation of the starter may be longer than that of the internal combustion engine. The known means of protection are then ineffective.
  • An object of the invention is notably to provide a solution for preventing engagement between the starter gear and the ring gear of an internal combustion engine while the pinion is still rotating due to its inertia .
  • the subject of the invention is a method for controlling a starter capable of starting an internal combustion engine, the starter comprising means for engaging a pinion with a ring gear of the internal combustion engine and for driving the pinion.
  • the method being characterized in that any start command is inhibited for a period of time from the end of the previous start command, the duration being determined from a speed of rotation of the starter estimated at the end of the previous start command, according to a model giving an estimate of a stopping duration of the starter according to its speed of rotation at the end of a start command.
  • the invention also relates to a device for protecting a ring gear of an internal combustion engine and a starter pinion, the starter comprising means for engaging the pinion with the ring gear of the engine to internal combustion and to drive the pinion in rotation in response to a starting control, so as to start the internal combustion engine, the protection device being characterized in that it comprises means for preventing engagement of the pinion with the ring gear for a period determined from the end of the previous start command, the duration being determined from an estimated starter rotation speed at the end of the previous start command, according to a model giving an estimate of a stopping time of the starter according to its speed rotation at the end of a start command.
  • the invention has the advantage that it protects the starter gear and the ring gear of the internal combustion engine without requiring the addition of sensor at the starter.
  • the invention furthermore makes it possible to optimize the duration during which the activation of the starter is prevented.
  • the speed of rotation of the starter at the end of the preceding start command is estimated as follows:
  • the rotation speed of the starter is considered to be substantially equal to a starter speed of the starter
  • the rotational speed of the starter is considered to be substantially equal to the speed of rotation of the ring gear divided by the transmission ratio between the ring gear and the gear wheel. starter.
  • the predetermined threshold speed is for example substantially equal to the starter speed of the starter multiplied by the transmission ratio between the ring gear and the starter, or substantially equal to a predetermined speed of rotation beyond which the internal combustion engine is considered autonomous.
  • the rotational speed of the starter may be considered to be equal to the unladen rotation speed of the starter plus a speed-dependent value rotation of the ring gear.
  • the mark-up value can be limited to 2000 rpm.
  • the model giving an estimate of the stopping time of the starter as a function of its rotational speed takes into account the aging of the starter through the number of starts it has made , the higher the number of starts, the longer the estimated stopping time.
  • the means for engaging the pinion with the ring gear and for driving the pinion in rotation are activated by a start command
  • the means for preventing the engagement of the pinion with the ring gear comprising means for inhibiting any start command during the determined duration.
  • FIG. 3 an exemplary model giving an estimate of a stopping time of the starter as a function of its speed of rotation at the end of a start.
  • FIG. 1 shows such a starter 100. It essentially comprises a solenoid 1 10 comprising a plunger core 11 1, a contact winding 1 12 and a holding winding 1 13, a launcher 120 comprising a pinion 121 and a wheel free 122, a fork 130 adapted to transmit a translational movement of the plunger 1 January 1 to the launcher 120, an electric motor 140 can provide a driving torque to the pinion 121, a control circuit 150 adapted to connect the windings 1 12 and 1 13 of the solenoid 1 10 to a battery 160 such as the battery of the motor vehicle, and a power circuit 170 adapted to connect the electric motor 140 to the battery 160.
  • a solenoid 1 10 comprising a plunger core 11 1, a contact winding 1 12 and a holding winding 1 13, a launcher 120 comprising a pinion 121 and a wheel free 122, a fork 130 adapted to transmit a translational movement of the plunger 1 January 1 to the launcher 120, an electric motor 140
  • an electric current flows only in the only holding winding 1 13, which maintains the plunger 1 1 1 and thus the engagement between the pinion 121 and the ring gear 201.
  • the power circuit 170 supplies the electric motor 140, which rotates the ring gear 201 through the pinion 121.
  • the internal combustion engine becomes autonomous, that is to say when it becomes able to turn without the aid of the starter 100, its rotational speed becomes greater than that of the starter.
  • the freewheel 122 of the starter 100 then comes into operation and the electric motor 140 of the starter 100 runs empty, that is to say without exerting torque.
  • Figure 2 shows, in the form of a graph, an example of evolution as a function of time of a rotational speed of the starter 100 and that of the internal combustion engine during a start.
  • the abscissa indicates the time t in milliseconds (ms);
  • the ordinate axis indicates the rotational speeds N in revolutions per minute (rpm) in the reference frame of the internal combustion engine.
  • the initial moment t 0 corresponds to the instant when the electric motor 140 begins to rotate, that is to say at the moment when the power circuit 170 is closed.
  • a first curve 1 1 represents the evolution of the rotation speed N word of the internal combustion engine, in particular the speed of rotation of the ring gear 201.
  • a second curve 12 represents the evolution of the speed of rotation N d em starter 100 running empty.
  • This speed N d em corresponds for example to the rotational speed of the armature of the electric motor 140 of the starter 100 or the speed of rotation of the pinion 121. It is represented on the graph of Figure 2 in the reference of the engine. In other words, it multiplies by the transmission ratio between the ring gear 201 and the armature of the electric motor 140 or between the ring gear 201 and the starter pinion 121.
  • This transmission ratio is defined as being the ratio, in the engaged position, of the speed of rotation N word of the ring gear 201 on the speed of rotation of the electric motor 140 or on the speed of rotation N d em of the pinion 121. Taking the transmission ratio into account makes it possible to compare the tangential speeds of the ring gear 201 and of the armature of the electric motor 140 or pinion 121, and to determine whether the free wheel 122 is in operation or not, in other words if the gear 121 causes or not the ring gear 201. For the rest of the description, it is considered that the rotational speed N d em of the starter 100 is considered in the reference of the internal combustion engine. In the example of FIG.
  • the internal combustion engine becomes autonomous at a time t- ⁇ , in a time range substantially comprised between 150 and 300 ms, ie for a rotation speed N mo t substantially between 300 and 300. and 400 rpm.
  • the rotation speed N mo t of the internal combustion engine substantially follows the speed of rotation N dem of the starter 100, with the transmission ratio close.
  • the speed of rotation N word of the motor may be momentarily greater than that of the starter 100 during an explosion phase.
  • the rotational speed N of the engine mo t becomes generally higher than the speed of rotation N dem starter 100.
  • the freewheel 122 comes into operation and the rotation speed N dem Starter 100 increases by tending towards the idling speed of the starter 100.
  • a torque is transmitted from the internal combustion engine to the starter 100 because of friction in the freewheel 122.
  • the starter 100 thus turns substantially faster than 'in idle operation.
  • the starter 100 can be deactivated. In this case, the control circuit 170 can be opened. The current no longer circulates in the holding winding 1 13.
  • a return spring brings the plunger core 1 1 1 back to its rest position. This results in a disengagement between the pinion 121 and the ring gear 201 and a opening of the power circuit 170 cutting the power supply of the electric motor 140 of the starter 100.
  • the electric motor 140 and the pinion 121 continue to rotate for a certain duration, of the order of one or two seconds .
  • the rotation speed N d em of the pinion 121 may be different from the rotational speed N mo t of the ring gear 201.
  • the invention prevents a new activation of the starter 100 while it is still rotating.
  • the starter according to the invention comprises a device for protecting the ring gear 201 and pinion 121.
  • the protection device comprises in particular means for preventing the closing of the control circuit 170 when the pinion 121 is considered to be still rotating.
  • a starter generally does not include a speed sensor to determine its rotational speed and whether or not it is rotating. Therefore, according to the invention, it is estimated a stopping time necessary for stopping the starter 100 as a function, on the one hand, of the rotational speed N dem of the starter 100 estimated at the end of the start in question and, on the other hand, a model giving an estimate of a stopping time of the starter 100 as a function of its rotation speed at the end of a start. The closing of the control circuit 150 is then prevented throughout this period.
  • the rotation speed N d em of the starter 100 is estimated from the speed of rotation N word of the ring gear 201.
  • the rotational speed N dem of the starter 100 can be estimated from any speed of rotation related to that of the ring gear 201 and to determine this speed of rotation.
  • the speed of rotation N mo t of the ring gear 201 is not always equal to the speed of rotation N dem of the starter 100. Indeed, when the speed of rotation N word of the ring gear 201 becomes greater at the speed of rotation N dem pinion 121, the transmission ratio close, the freewheel 122 is in operation.
  • the rotation speed N dem of the starter 100 at the end of a start two distinct cases are considered, dependent on the speed of rotation N word of the ring gear 201 with respect to a threshold speed N s .
  • This threshold speed N s substantially corresponds to the speed at which the freewheel 122 enters into operation.
  • the rotation speed N d em of the starter 100 is considered to be substantially equal to a no-load rotation speed of the starter 100.
  • the rotation speed N dem of the starter 100 can be estimated more precisely by considering that it follows the behavior of the transfer function of a first-order high-pass filter whose gain corresponds to the idling speed of the starter 100 and the cut-off frequency at the threshold speed N s .
  • the speed of rotation N dem of the starter 100 in the reference frame of the internal combustion engine is considered to be substantially equal to the speed of rotation N mo t of the ring gear 201.
  • the threshold speed N s is substantially equal to the empty rotation speed of the starter 100 in the reference frame of the internal combustion engine.
  • the threshold speed N s is substantially equal to the speed of rotation beyond which the internal combustion engine is considered to be independent.
  • the speed of rotation N word of the ring gear 201 is greater than the threshold speed N s , it is possible to take into account the fact that the starter 100 rotates substantially faster than in no-load operation. due to the presence of friction in the freewheel 122.
  • the idling speed of the starter 100 may be increased by a value depending on the speed of rotation of the ring gear 201.
  • the increase value is for example limited to 2000 rpm.
  • the model giving an estimate of the stopping time of the starter 100 as a function of its rotation speed at the end of a start can be indicated by the supplier of the starter 100. It can also be determined experimentally.
  • the model is for example in the form of a function taking as an input variable the speed of rotation N dem of the starter 100 at the end of a start and outputting a stopping time.
  • the model can thus comprise one or more functions, each function being representative of a state of wear of the starter 100.
  • the state of wear of the starter 100 can be determined as a function of the number of starts made. by the starter 100.
  • the model giving an estimate of the stopping time of the starter 100 can also be in the form of one or more functions taking directly as input variable the speed of rotation N word of the ring gear 201 at the end of a start.
  • FIG. 3 represents, in the form of a graph, an example of such a model comprising two functions.
  • the abscissa axis indicates the rotational speed N mo t of the ring gear 201 in revolutions per minute;
  • the ordinate axis indicates the estimated stopping time d in seconds (s).
  • a first curve 21 represents the estimate of the stopping time d of a starter 100 when it is considered to be new.
  • a second curve 22 represents the estimate of the stopping time d of the starter 100 when it is considered as aged.
  • Each curve 21, 22 comprises a first linear portion 21a, 22a, representative of the fact that the rotational speed N dem of the starter 100 is considered to be equal to the rotational speed N mo t of the ring gear 201.
  • the linear portion 21a, 22a is thus between the zero speed and the threshold speed N s beyond which it is considered that the free wheel 122 is in operation.
  • Each curve 21, 22 also comprises a nonlinear portion 21b, 22b representative of the fact that the starter 100 rotates substantially faster than in no-load operation because of the presence of friction in the freewheel 122.
  • a contactor In order to control the open or closed state of the control circuit 150, a contactor, noted 151 in Figure 1, is generally inserted into the control circuit 150.
  • This switch 151 can be controlled in an open state or closed by a control device.
  • the signal sent by the control device to the contactor 151 is called the start command and is passed to its closed state. It is considered that in the absence of a start command, the contactor 151 is in its open state.
  • the control device receives for example information from an ignition switch that can be actuated by a key contact. It can also receive other information such as pressing a brake pedal or an accelerator pedal, in order to be able to manage the stopping and the automatic restart of an internal combustion engine.
  • the starter 100 comprises a protection device for preventing the engagement of its pinion 121 with the ring gear 201 of the internal combustion engine when the pinion 121 is still rotating.
  • the protection device may comprise means for preventing the control device from controlling the contactor 151 in its closed state during the estimated stopping time d of the starter 100.
  • These means may notably consist of means for inhibiting any control. starting during this estimated stopping time d. They comprise, for example, a switch preventing either the closing of the control circuit 150 or the sending of a start command to the contactor 151.
  • the control device and the protective device may in particular be made in a function that can be integrated in an electronic card or a computer.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention relates to the field of starting and restarting an internal combustion engine. The invention relates to a method for controlling a starter for an internal combustion engine and a device for protecting a ring gear of the internal combustion engine and a pinion of the starter. According to the invention, the pinion is prevented from engaging with the ring gear for a predetermined period of time counted from the end of the preceding start, the period of time being predetermined according to a rotational speed of the starter estimated at the end of the preceding start, as well as according to a model (21, 22) providing an estimation of a stopping period of the starter according to the rotational speed thereof at the end of a start. The rotational speed of the starter is estimated as being equal either to the no-load rotational speed of the starter in the event the overrunning clutch of the starter is engaged, or to the rotational speed of the internal combustion engine.

Description

DISPOSITIF ET PROCEDE DE PROTECTION D'UN DEMARREUR A GRANDE  DEVICE AND METHOD FOR PROTECTING A LARGE STARTER
INERTIE DE ROTATION  INERTIA OF ROTATION
[0001 ] La présente invention revendique la priorité de la demande française 1056915 déposée le 1 er Septembre 2010 dont le contenu (texte, dessins et revendications) est ici incorporé par référence. [0001] The present invention claims priority of French application 1056915 filed on 1 September 2010 with content (text, drawings and claims) is incorporated herein by reference.
[ooo2] L'invention se situe dans le domaine du démarrage et du redémarrage d'un moteur à combustion interne. Elle concerne un procédé de commande d'un démarreur pour un moteur à combustion interne et un dispositif de protection d'une couronne dentée du moteur à combustion interne et d'un pignon du démarreur. [Ooo2] The invention lies in the field of starting and restarting an internal combustion engine. It relates to a method of controlling a starter for an internal combustion engine and a device for protecting a ring gear of the internal combustion engine and a pinion of the starter.
[ooo3] Les moteurs à combustion interne des véhicules automobiles ne peuvent démarrer de manière autonome. Le démarrage d'un moteur à combustion interne fait ainsi généralement appel à un démarreur, par exemple un démarreur électrique comprenant un moteur électrique à courant continu. Le démarreur électrique est relié à la batterie du véhicule automobile par l'intermédiaire d'un dispositif de commande. Lorsqu'il est activé, le démarreur vient engager le pignon du moteur électrique avec la couronne dentée du volant moteur. Le moteur électrique fournit ensuite un couple d'entraînement au pignon, lequel entraîne alors en rotation la couronne dentée de manière à démarrer le moteur. Dans le but d'éviter une usure prématurée de l'engrenage constitué du pignon du démarreur et de la couronne dentée du moteur à combustion interne, il est connu de prévoir des moyens de protection pour empêcher l'activation du démarreur lorsque le moteur à combustion interne est encore en rotation, notamment lorsque le moteur à combustion interne est déjà en fonctionnement ou en cours d'arrêt. Cependant, ces moyens de protection n'empêchent pas une activation du démarreur alors que celui-ci est encore en rotation. Or une telle activation est tout autant préjudiciable que dans le cas où c'est le moteur à combustion interne qui est encore en rotation. Ce problème se présente notamment dans le cadre d'un moteur à combustion interne comportant un système d'arrêt et de redémarrage automatique, généralement désigné sous le terme de système "Stop and Start". Ce système permet de réduire la consommation de carburant d'un moteur à combustion interne en arrêtant le moteur en cas d'immobilisation prolongée du véhicule automobile, par exemple devant un feu tricolore, et en le redémarrant rapidement lorsqu'il va devoir à nouveau fournir un couple, par exemple lorsque la pédale de frein est relâchée. Le système Stop and Start engendre des redémarrages fréquents et implique par conséquent l'utilisation d'un démarreur surdimensionné, dit "renforcé". Ce surdimensionnement implique une plus grande inertie en rotation et donc une durée d'arrêt en rotation plus longue que pour un démarreur conventionnel. En particulier, le démarreur peut être encore en rotation au moment où il est à nouveau activé lorsqu'une activation précédente a été avortée avant le démarrage du moteur à combustion interne, ou lorsque le moteur à combustion interne n'a pas réussi à démarrer dans une durée impartie lors d'une première tentative de démarrage ou de redémarrage. Dans le même temps, la durée d'arrêt en rotation d'un moteur à combustion interne utilisé avec un système Stop and Start, étant optimisée, est généralement plus courte que celle d'un moteur ne comportant pas un tel système. Au final, la durée d'arrêt en rotation du démarreur peut être plus longue que celle du moteur à combustion interne. Les moyens de protection connus sont alors inefficaces. [ooo3] Internal combustion engines of motor vehicles can not start independently. The starting of an internal combustion engine thus generally uses a starter, for example an electric starter comprising a DC electric motor. The electric starter is connected to the battery of the motor vehicle by means of a control device. When activated, the starter engages the pinion of the electric motor with the ring gear of the flywheel. The electric motor then provides a driving torque to the pinion, which then rotates the ring gear so as to start the engine. In order to avoid premature wear of the gear consisting of the starter gear and the ring gear of the internal combustion engine, it is known to provide protection means to prevent activation of the starter when the combustion engine internal is still rotating, especially when the internal combustion engine is already in operation or in the process of being stopped. However, these protection means do not prevent activation of the starter while it is still rotating. However, such an activation is as detrimental as in the case where the internal combustion engine is still rotating. This problem is particularly present in the context of an internal combustion engine comprising an automatic stop and restart system, generally referred to as a "Stop and Start" system. This system makes it possible to reduce the fuel consumption of an internal combustion engine by stopping the engine in the event of prolonged immobilization of the motor vehicle, for example in front of a fire tricolor, and restarting quickly when it will have to provide a new torque, for example when the brake pedal is released. The Stop and Start system generates frequent restarts and therefore involves the use of an oversized, "reinforced" starter. This over-sizing implies greater rotational inertia and therefore a longer rotational stop time than for a conventional starter. In particular, the starter may be still rotating when it is activated again when a previous activation has been aborted before starting the internal combustion engine, or when the internal combustion engine has failed to start in an imparted duration during a first attempt to start or restart. At the same time, the rotational stopping time of an internal combustion engine used with a Stop and Start system, being optimized, is generally shorter than that of an engine not including such a system. Finally, the stopping time in rotation of the starter may be longer than that of the internal combustion engine. The known means of protection are then ineffective.
[ooo4] Un but de l'invention est notamment de fournir une solution pour empêcher un engagement entre le pignon d'un démarreur et la couronne dentée d'un moteur à combustion interne alors que le pignon est encore en rotation du fait de son inertie. A cet effet, l'invention a pour objet un procédé de commande d'un démarreur apte à démarrer un moteur à combustion interne, le démarreur comprenant des moyens pour engager un pignon avec une couronne dentée du moteur à combustion interne et pour entraîner le pignon en rotation en réponse à une commande de démarrage, le procédé étant caractérisé en ce que toute commande de démarrage est inhibée pendant une durée déterminée à compter de la fin de la commande de démarrage précédente, la durée étant déterminée à partir d'une vitesse de rotation du démarreur estimée à la fin de la commande de démarrage précédente, selon un modèle donnant une estimation d'une durée d'arrêt du démarreur en fonction de sa vitesse de rotation à la fin d'une commande de démarrage. [Ooo4] An object of the invention is notably to provide a solution for preventing engagement between the starter gear and the ring gear of an internal combustion engine while the pinion is still rotating due to its inertia . For this purpose, the subject of the invention is a method for controlling a starter capable of starting an internal combustion engine, the starter comprising means for engaging a pinion with a ring gear of the internal combustion engine and for driving the pinion. in rotation in response to a start command, the method being characterized in that any start command is inhibited for a period of time from the end of the previous start command, the duration being determined from a speed of rotation of the starter estimated at the end of the previous start command, according to a model giving an estimate of a stopping duration of the starter according to its speed of rotation at the end of a start command.
[ooo5] L'invention a également pour objet un dispositif de protection d'une couronne dentée d'un moteur à combustion interne et d'un pignon de démarreur, le démarreur comprenant des moyens pour engager le pignon avec la couronne dentée du moteur à combustion interne et pour entraîner le pignon en rotation en réponse à une commande de démarrage, de manière à démarrer le moteur à combustion interne, le dispositif de protection étant caractérisé en ce qu'il comprend des moyens pour empêcher l'engagement du pignon avec la couronne dentée pendant une durée déterminée à compter de la fin de la commande de démarrage précédente, la durée étant déterminée à partir d'une vitesse de rotation du démarreur estimée à la fin de la commande de démarrage précédente, selon un modèle donnant une estimation d'une durée d'arrêt du démarreur en fonction de sa vitesse de rotation à la fin d'une commande de démarrage. [Ooo5] The invention also relates to a device for protecting a ring gear of an internal combustion engine and a starter pinion, the starter comprising means for engaging the pinion with the ring gear of the engine to internal combustion and to drive the pinion in rotation in response to a starting control, so as to start the internal combustion engine, the protection device being characterized in that it comprises means for preventing engagement of the pinion with the ring gear for a period determined from the end of the previous start command, the duration being determined from an estimated starter rotation speed at the end of the previous start command, according to a model giving an estimate of a stopping time of the starter according to its speed rotation at the end of a start command.
[ooo6] L'invention présente notamment l'avantage qu'elle permet de protéger le pignon du démarreur et la couronne dentée du moteur à combustion interne sans nécessiter l'ajout de capteur au niveau du démarreur. L'invention permet en outre d'optimiser la durée pendant laquelle l'activation du démarreur est empêchée. [Ooo6] The invention has the advantage that it protects the starter gear and the ring gear of the internal combustion engine without requiring the addition of sensor at the starter. The invention furthermore makes it possible to optimize the duration during which the activation of the starter is prevented.
[ooo7] Selon une forme particulière de réalisation, la vitesse de rotation du démarreur à la fin de la commande de démarrage précédente est estimée comme suit : [Ooo7] According to a particular embodiment, the speed of rotation of the starter at the end of the preceding start command is estimated as follows:
- si la vitesse de rotation de la couronne dentée est supérieure à une vitesse seuil prédéterminée, la vitesse de rotation du démarreur est considérée comme étant sensiblement égale à une vitesse de rotation à vide du démarreur,  if the speed of rotation of the ring gear is greater than a predetermined threshold speed, the rotation speed of the starter is considered to be substantially equal to a starter speed of the starter,
- si la vitesse de rotation de la couronne dentée est inférieure à la vitesse seuil, la vitesse de rotation du démarreur est considérée comme étant sensiblement égale à la vitesse de rotation de la couronne dentée divisée par le rapport de transmission entre la couronne dentée et le démarreur.  - If the rotational speed of the ring gear is lower than the threshold speed, the rotational speed of the starter is considered to be substantially equal to the speed of rotation of the ring gear divided by the transmission ratio between the ring gear and the gear wheel. starter.
[ooo8] La vitesse seuil prédéterminée est par exemple soit sensiblement égale à la vitesse de rotation à vide du démarreur multipliée par le rapport de transmission entre la couronne dentée et le démarreur, soit sensiblement égale à une vitesse de rotation prédéterminée au-delà de laquelle le moteur à combustion interne est considéré autonome.  [ooo8] The predetermined threshold speed is for example substantially equal to the starter speed of the starter multiplied by the transmission ratio between the ring gear and the starter, or substantially equal to a predetermined speed of rotation beyond which the internal combustion engine is considered autonomous.
[ooo9] Si la vitesse de rotation de la couronne dentée est supérieure à la vitesse seuil, la vitesse de rotation du démarreur peut être considérée comme étant égale à la vitesse de rotation à vide du démarreur majorée d'une valeur fonction de la vitesse de rotation de la couronne dentée. La valeur de majoration peut être limitée à 2000 tours par minute. [ooo9] If the rotational speed of the ring gear is greater than the threshold speed, the rotational speed of the starter may be considered to be equal to the unladen rotation speed of the starter plus a speed-dependent value rotation of the ring gear. The mark-up value can be limited to 2000 rpm.
[ooio] Selon une forme particulière de réalisation, le modèle donnant une estimation de la durée d'arrêt du démarreur en fonction de sa vitesse de rotation prend en compte le vieillissement du démarreur par l'intermédiaire du nombre de démarrages qu'il a effectués, plus le nombre de démarrages étant important, plus la durée d'arrêt estimée étant longue. [Ooio] According to a particular embodiment, the model giving an estimate of the stopping time of the starter as a function of its rotational speed takes into account the aging of the starter through the number of starts it has made , the higher the number of starts, the longer the estimated stopping time.
[ooi i] Selon une forme particulière de réalisation, les moyens pour engager le pignon avec la couronne dentée et pour entraîner le pignon en rotation sont activés par une commande de démarrage, les moyens pour empêcher l'engagement du pignon avec la couronne dentée comprenant des moyens pour inhiber toute commande de démarrage pendant la durée déterminée. [Ooi i] According to a particular embodiment, the means for engaging the pinion with the ring gear and for driving the pinion in rotation are activated by a start command, the means for preventing the engagement of the pinion with the ring gear comprising means for inhibiting any start command during the determined duration.
[0012] L'invention sera mieux comprise et d'autres avantages apparaîtront à la lecture de la description détaillée donnée à titre d'exemple non limitatif et faite en regard de dessins annexés qui représentent : The invention will be better understood and other advantages will appear on reading the detailed description given by way of non-limiting example and made with reference to the accompanying drawings which show:
• La figure 1 , un exemple de démarreur électrique ; • Figure 1, an example of an electric starter;
• La figure 2, un exemple d'évolution en fonction du temps d'une vitesse de rotation d'un démarreur et de celle d'un moteur à combustion interne au cours d'un démarrage ; · La figure 3, un exemple de modèle donnant une estimation d'une durée d'arrêt du démarreur en fonction de sa vitesse de rotation à la fin d'un démarrage. • Figure 2, an example of evolution over time of a rotational speed of a starter and that of an internal combustion engine during a start; FIG. 3, an exemplary model giving an estimate of a stopping time of the starter as a function of its speed of rotation at the end of a start.
[0013] Pour la suite de la description, on considère un démarreur électrique à commande électromagnétique conventionnel. La figure 1 représente un tel démarreur 100. Il comporte essentiellement un solénoïde 1 10, comprenant un noyau plongeur 1 1 1 , un enroulement d'appel 1 12 et un enroulement de maintien 1 13, un lanceur 120 comprenant un pignon 121 et une roue libre 122, une fourchette 130 apte à transmettre un mouvement de translation du noyau plongeur 1 1 1 au lanceur 120, un moteur électrique 140 pouvant fournir un couple d'entraînement au pignon 121 , un circuit de commande 150 apte à relier les enroulements 1 12 et 1 13 du solénoïde 1 10 à une batterie d'alimentation 160 telle que la batterie du véhicule automobile, et un circuit de puissance 170 apte à relier le moteur électrique 140 à la batterie d'alimentation 160. Lorsque le circuit de commande 150 est fermé, un courant électrique circule dans les enroulements 1 12, 1 13 du solénoïde 1 10 et il se développe une force électromagnétique ayant pour effet d'engendrer un mouvement de translation du noyau plongeur 1 1 1 . La fourchette 130 transmet ce mouvement de translation au lanceur 120, en particulier au pignon 121 , qui vient s'engager avec une couronne dentée 201 d'un volant moteur d'un moteur à combustion interne. Le volant moteur peut lui-même entraîner en rotation un vilebrequin du moteur à combustion interne. En fin de course du noyau plongeur 1 1 1 , un contacteur 1 14 court-circuite l'enroulement d'appel 1 12 et ferme le circuit de puissance 170. Ainsi, un courant électrique ne circule plus que dans le seul enroulement de maintien 1 13, lequel permet de maintenir le noyau plongeur 1 1 1 et donc l'engagement entre le pignon 121 et la couronne dentée 201 . Le circuit de puissance 170 alimente le moteur électrique 140, qui entraîne en rotation la couronne dentée 201 par l'intermédiaire du pignon 121 . Lorsque le moteur à combustion interne devient autonome, autrement dit lorsqu'il devient capable de tourner sans l'aide du démarreur 100, sa vitesse de rotation devient supérieure à celle du démarreur. La roue libre 122 du démarreur 100 entre alors en fonctionnement et le moteur électrique 140 du démarreur 100 fonctionne à vide, c'est-à-dire sans exercer de couple. For the remainder of the description, consider an electric starter with conventional electromagnetic control. FIG. 1 shows such a starter 100. It essentially comprises a solenoid 1 10 comprising a plunger core 11 1, a contact winding 1 12 and a holding winding 1 13, a launcher 120 comprising a pinion 121 and a wheel free 122, a fork 130 adapted to transmit a translational movement of the plunger 1 January 1 to the launcher 120, an electric motor 140 can provide a driving torque to the pinion 121, a control circuit 150 adapted to connect the windings 1 12 and 1 13 of the solenoid 1 10 to a battery 160 such as the battery of the motor vehicle, and a power circuit 170 adapted to connect the electric motor 140 to the battery 160. When the control circuit 150 is closed, an electric current flows through the windings 1 12, 1 13 of the solenoid 1 10 and develops an electromagnetic force having the effect of generating a translational movement of the plunger 11 January 1. The fork 130 transmits this translational movement to the launcher 120, in particular to the pinion 121, which engages with a ring gear 201 of a flywheel of an internal combustion engine. The flywheel can itself rotate a crankshaft of the internal combustion engine. At the end of travel of the plunger 1 1 1, a contactor 1 14 bypasses the call winding 1 12 and closes the power circuit 170. Thus, an electric current flows only in the only holding winding 1 13, which maintains the plunger 1 1 1 and thus the engagement between the pinion 121 and the ring gear 201. The power circuit 170 supplies the electric motor 140, which rotates the ring gear 201 through the pinion 121. When the internal combustion engine becomes autonomous, that is to say when it becomes able to turn without the aid of the starter 100, its rotational speed becomes greater than that of the starter. The freewheel 122 of the starter 100 then comes into operation and the electric motor 140 of the starter 100 runs empty, that is to say without exerting torque.
[0014] La figure 2 représente, sous forme d'un graphique, un exemple d'évolution en fonction du temps d'une vitesse de rotation du démarreur 100 et de celle du moteur à combustion interne au cours d'un démarrage. Sur le graphique, l'axe des abscisses indique le temps t en millisecondes (ms) ; l'axe des ordonnées indique les vitesses de rotation N en nombre de tours par minute (tr/min) dans le référentiel du moteur à combustion interne. L'instant initial t0 correspond à l'instant où le moteur électrique 140 commence à tourner, c'est-à-dire à l'instant où le circuit de puissance 170 est fermé. Une première courbe 1 1 représente l'évolution de la vitesse de rotation Nmot du moteur à combustion interne, notamment la vitesse de rotation de la couronne dentée 201 . Les pseudo-oscillations de la vitesse de rotation sont dues à une alternance entre des phases de détente et des phases de compression dans les chambres de combustion du moteur à combustion interne. Une deuxième courbe 12 représente l'évolution de la vitesse de rotation Ndém du démarreur 100 fonctionnant à vide. Cette vitesse Ndém correspond par exemple à la vitesse de rotation de l'induit du moteur électrique 140 du démarreur 100 ou à la vitesse de rotation du pignon 121 . Elle est représentée sur le graphique de la figure 2 dans le référentiel du moteur thermique. Autrement dit, elle multipliée par le rapport de transmission entre la couronne dentée 201 et l'induit du moteur électrique 140 ou entre la couronne dentée 201 et le pignon du démarreur 121 . Ce rapport de transmission est défini comme étant le rapport, en position engagée, de la vitesse de rotation Nmot de la couronne dentée 201 sur la vitesse de rotation du moteur électrique 140 ou sur la vitesse de rotation Ndém du pignon 121 . La prise en compte du rapport de transmission permet de comparer les vitesses tangentielles de la couronne dentée 201 et de l'induit du moteur électrique 140 ou du pignon 121 , et de déterminer si la roue libre 122 est en fonctionnement ou non, autrement dit si le pignon 121 entraîne ou non la couronne dentée 201 . Pour la suite de la description, on considère que la vitesse de rotation Ndém du démarreur 100 est considérée dans le référentiel du moteur à combustion interne. Sur l'exemple de la figure 2, le moteur à combustion interne devient autonome à un instant t-ι , compris dans une plage de temps sensiblement comprise entre 150 et 300 ms, soit pour une vitesse de rotation Nmot sensiblement comprise entre 300 et 400 tr/min. Entre les instants t0 et t-ι , la vitesse de rotation Nmot du moteur à combustion interne suit sensiblement la vitesse de rotation Ndém du démarreur 100, au rapport de transmission près. La vitesse de rotation Nmot du moteur peut par exemple être momentanément supérieure à celle du démarreur 100 pendant une phase d'explosion. Au-delà de l'instant t-ι , la vitesse de rotation Nmot du moteur devient globalement supérieure à la vitesse de rotation Ndém du démarreur 100. La roue libre 122 entre en fonctionnement et la vitesse de rotation Ndém du démarreur 100 augmente en tendant vers la vitesse de rotation à vide du démarreur 100. En réalité, un couple est transmis du moteur à combustion interne vers le démarreur 100 du fait de frottements dans la roue libre 122. Le démarreur 100 tourne donc sensiblement plus vite qu'en fonctionnement à vide. Lorsque le moteur est autonome, le démarreur 100 peut être désactivé. En l'occurrence, le circuit de commande 170 peut être ouvert. Le courant ne circule alors plus dans l'enroulement de maintien 1 13. Un ressort de rappel ramène le noyau plongeur 1 1 1 dans sa position de repos. Il en résulte un désengagement entre le pignon 121 et la couronne dentée 201 et une ouverture du circuit de puissance 170 coupant l'alimentation du moteur électrique 140 du démarreur 100. Du fait de leur inertie, le moteur électrique 140 et le pignon 121 continuent à tourner pendant une certaine durée, de l'ordre d'une ou deux secondes. En cas de nouvelle activation du démarreur 100 pendant cette durée, la vitesse de rotation Ndém du pignon 121 risque d'être différente de la vitesse de rotation Nmot de la couronne dentée 201 . L'invention permet d'empêcher une nouvelle activation du démarreur 100 alors que celui-ci est encore tournant. Figure 2 shows, in the form of a graph, an example of evolution as a function of time of a rotational speed of the starter 100 and that of the internal combustion engine during a start. On the graph, the abscissa indicates the time t in milliseconds (ms); the ordinate axis indicates the rotational speeds N in revolutions per minute (rpm) in the reference frame of the internal combustion engine. The initial moment t 0 corresponds to the instant when the electric motor 140 begins to rotate, that is to say at the moment when the power circuit 170 is closed. A first curve 1 1 represents the evolution of the rotation speed N word of the internal combustion engine, in particular the speed of rotation of the ring gear 201. The pseudo-oscillations of the speed of rotation are due to an alternation between expansion phases and compression phases in the combustion chambers of the internal combustion engine. A second curve 12 represents the evolution of the speed of rotation N d em starter 100 running empty. This speed N d em corresponds for example to the rotational speed of the armature of the electric motor 140 of the starter 100 or the speed of rotation of the pinion 121. It is represented on the graph of Figure 2 in the reference of the engine. In other words, it multiplies by the transmission ratio between the ring gear 201 and the armature of the electric motor 140 or between the ring gear 201 and the starter pinion 121. This transmission ratio is defined as being the ratio, in the engaged position, of the speed of rotation N word of the ring gear 201 on the speed of rotation of the electric motor 140 or on the speed of rotation N d em of the pinion 121. Taking the transmission ratio into account makes it possible to compare the tangential speeds of the ring gear 201 and of the armature of the electric motor 140 or pinion 121, and to determine whether the free wheel 122 is in operation or not, in other words if the gear 121 causes or not the ring gear 201. For the rest of the description, it is considered that the rotational speed N d em of the starter 100 is considered in the reference of the internal combustion engine. In the example of FIG. 2, the internal combustion engine becomes autonomous at a time t-ι, in a time range substantially comprised between 150 and 300 ms, ie for a rotation speed N mo t substantially between 300 and 300. and 400 rpm. Between instants t 0 and t-ι, the rotation speed N mo t of the internal combustion engine substantially follows the speed of rotation N dem of the starter 100, with the transmission ratio close. For example, the speed of rotation N word of the motor may be momentarily greater than that of the starter 100 during an explosion phase. Beyond the instant t-ι, the rotational speed N of the engine mo t becomes generally higher than the speed of rotation N dem starter 100. The freewheel 122 comes into operation and the rotation speed N dem Starter 100 increases by tending towards the idling speed of the starter 100. In reality, a torque is transmitted from the internal combustion engine to the starter 100 because of friction in the freewheel 122. The starter 100 thus turns substantially faster than 'in idle operation. When the engine is autonomous, the starter 100 can be deactivated. In this case, the control circuit 170 can be opened. The current no longer circulates in the holding winding 1 13. A return spring brings the plunger core 1 1 1 back to its rest position. This results in a disengagement between the pinion 121 and the ring gear 201 and a opening of the power circuit 170 cutting the power supply of the electric motor 140 of the starter 100. Due to their inertia, the electric motor 140 and the pinion 121 continue to rotate for a certain duration, of the order of one or two seconds . In the event of a new activation of the starter 100 during this time, the rotation speed N d em of the pinion 121 may be different from the rotational speed N mo t of the ring gear 201. The invention prevents a new activation of the starter 100 while it is still rotating.
[0015] Le démarreur selon l'invention comprend un dispositif de protection de la couronne dentée 201 et du pignon 121 . Le dispositif de protection comprend notamment des moyens pour empêcher la fermeture du circuit de commande 170 lorsque le pignon 121 est considéré comme étant encore en rotation. Un démarreur ne comprend généralement pas de capteur de vitesse permettant de déterminer sa vitesse de rotation et le fait qu'il est ou non en rotation. Par conséquent, selon l'invention, on estime une durée d'arrêt nécessaire à l'arrêt du démarreur 100 en fonction, d'une part, de la vitesse de rotation Ndém du démarreur 100 estimée à la fin du démarrage considéré et, d'autre part, d'un modèle donnant une estimation d'une durée d'arrêt du démarreur 100 en fonction de sa vitesse de rotation à la fin d'un démarrage. La fermeture du circuit de commande 150 est alors empêchée pendant toute cette durée. La vitesse de rotation Ndém du démarreur 100 est estimée à partir de la vitesse de rotation Nmot de la couronne dentée 201 . De manière alternative, la vitesse de rotation Ndém du démarreur 100 peut être estimée à partir de toute vitesse de rotation liée à celle de la couronne dentée 201 et permettant de déterminer cette vitesse de rotation. Comme indiqué précédemment, la vitesse de rotation Nmot de la couronne dentée 201 n'est pas toujours égale à la vitesse de rotation Ndém du démarreur 100. En effet, lorsque la vitesse de rotation Nmot de la couronne dentée 201 devient supérieure à la vitesse de rotation Ndém du pignon 121 , au rapport de transmission près, la roue libre 122 entre en fonctionnement. Par conséquent, pour estimer la vitesse de rotation Ndém du démarreur 100 à la fin d'un démarrage, on considère deux cas distincts, dépendants de la vitesse de rotation Nmot de la couronne dentée 201 par rapport à une vitesse seuil Ns. Cette vitesse seuil Ns correspond sensiblement à la vitesse à laquelle la roue libre 122 entre en fonctionnement. Dans le cas où la vitesse de rotation Nmot de la couronne dentée 201 est supérieure à la vitesse seuil Ns, la vitesse de rotation Ndém du démarreur 100 est considérée comme étant sensiblement égale à une vitesse de rotation à vide du démarreur 100. La vitesse de rotation Ndém du démarreur 100 peut être estimée plus précisément en considérant qu'elle suit le comportement de la fonction de transfert d'un filtre passe-haut du premier ordre dont le gain correspond à la vitesse de rotation à vide du démarreur 100 et la fréquence de coupure à la vitesse seuil Ns. Dans le cas où la vitesse de rotation Nmot de la couronne dentée 201 est inférieure à la vitesse seuil Ns, la vitesse de rotation Ndém du démarreur 100 dans le référentiel du moteur à combustion interne est considérée comme étant sensiblement égale à la vitesse de rotation Nmot de la couronne dentée 201 . Selon une première variante de réalisation, on considère que la vitesse seuil Ns est sensiblement égale à la vitesse de rotation à vide du démarreur 100 dans le référentiel du moteur à combustion interne. Selon une deuxième variante de réalisation, on considère que la vitesse seuil Ns est sensiblement égale à la vitesse de rotation au-delà de laquelle le moteur à combustion interne est considéré comme étant autonome. The starter according to the invention comprises a device for protecting the ring gear 201 and pinion 121. The protection device comprises in particular means for preventing the closing of the control circuit 170 when the pinion 121 is considered to be still rotating. A starter generally does not include a speed sensor to determine its rotational speed and whether or not it is rotating. Therefore, according to the invention, it is estimated a stopping time necessary for stopping the starter 100 as a function, on the one hand, of the rotational speed N dem of the starter 100 estimated at the end of the start in question and, on the other hand, a model giving an estimate of a stopping time of the starter 100 as a function of its rotation speed at the end of a start. The closing of the control circuit 150 is then prevented throughout this period. The rotation speed N d em of the starter 100 is estimated from the speed of rotation N word of the ring gear 201. Alternatively, the rotational speed N dem of the starter 100 can be estimated from any speed of rotation related to that of the ring gear 201 and to determine this speed of rotation. As indicated above, the speed of rotation N mo t of the ring gear 201 is not always equal to the speed of rotation N dem of the starter 100. Indeed, when the speed of rotation N word of the ring gear 201 becomes greater at the speed of rotation N dem pinion 121, the transmission ratio close, the freewheel 122 is in operation. Therefore, to estimate the rotation speed N dem of the starter 100 at the end of a start, two distinct cases are considered, dependent on the speed of rotation N word of the ring gear 201 with respect to a threshold speed N s . This threshold speed N s substantially corresponds to the speed at which the freewheel 122 enters into operation. In the case where the speed of rotation N word of the ring gear 201 is greater than the threshold speed N s , the rotation speed N d em of the starter 100 is considered to be substantially equal to a no-load rotation speed of the starter 100. The rotation speed N dem of the starter 100 can be estimated more precisely by considering that it follows the behavior of the transfer function of a first-order high-pass filter whose gain corresponds to the idling speed of the starter 100 and the cut-off frequency at the threshold speed N s . In the case where the rotational speed N word of the ring gear 201 is lower than the threshold speed N s , the speed of rotation N dem of the starter 100 in the reference frame of the internal combustion engine is considered to be substantially equal to the speed of rotation N mo t of the ring gear 201. According to a first variant embodiment, it is considered that the threshold speed N s is substantially equal to the empty rotation speed of the starter 100 in the reference frame of the internal combustion engine. According to a second variant embodiment, it is considered that the threshold speed N s is substantially equal to the speed of rotation beyond which the internal combustion engine is considered to be independent.
[0016] Dans le cas où la vitesse de rotation Nmot de la couronne dentée 201 est supérieure à la vitesse seuil Ns, il est possible de prendre en compte le fait que le démarreur 100 tourne sensiblement plus vite qu'en fonctionnement à vide en raison de la présence de frottements dans la roue libre 122. En particulier, la vitesse de rotation à vide du démarreur 100 peut être majorée d'une valeur fonction de la vitesse de rotation de la couronne dentée 201 . Plus la vitesse de rotation Nmot de la couronne dentée 201 est grande et plus la valeur de majoration sera grande. La valeur de majoration est par exemple limitée à 2000 tr/min. In the case where the speed of rotation N word of the ring gear 201 is greater than the threshold speed N s , it is possible to take into account the fact that the starter 100 rotates substantially faster than in no-load operation. due to the presence of friction in the freewheel 122. In particular, the idling speed of the starter 100 may be increased by a value depending on the speed of rotation of the ring gear 201. The higher the speed of rotation N word of the ring gear 201 is large and the higher the markup value. The increase value is for example limited to 2000 rpm.
[0017] Le modèle donnant une estimation de la durée d'arrêt du démarreur 100 en fonction de sa vitesse de rotation à la fin d'un démarrage peut être indiqué par le fournisseur du démarreur 100. Il peut également être déterminé expérimentalement. Le modèle se présente par exemple sous la forme d'une fonction prenant comme variable d'entrée la vitesse de rotation Ndém du démarreur 100 à la fin d'un démarrage et donnant en sortie une durée d'arrêt. Par ailleurs, il est possible de prendre en compte le vieillissement du démarreur 100. En effet, les balais assurant l'alimentation en courant de l'induit du moteur électrique 140 s'usent avec la rotation de l'induit et le freinent de moins en moins. Ainsi, plus le démarreur 100 a été sollicité, plus sa durée d'arrêt est longue. Le modèle peut ainsi comporter une ou plusieurs fonctions, chaque fonction étant représentative d'un état d'usure du démarreur 100. A titre d'exemple, l'état d'usure du démarreur 100 peut être déterminé en fonction du nombre de démarrages effectués par le démarreur 100. [0018] Le modèle donnant une estimation de la durée d'arrêt du démarreur 100 peut également se présenter sous la forme d'une ou de plusieurs fonctions prenant directement comme variable d'entrée la vitesse de rotation Nmot de la couronne dentée 201 à la fin d'un démarrage. La figure 3 représente, sous forme d'un graphique, un exemple d'un tel modèle comportant deux fonctions. Sur le graphique, l'axe des abscisses indique la vitesse de rotation Nmot de la couronne dentée 201 en tours par minute ; l'axe des ordonnées indique la durée d'arrêt estimée d en secondes (s). Une première courbe 21 représente l'estimation de la durée d'arrêt d d'un démarreur 100 lorsqu'il est considéré comme étant neuf. Une deuxième courbe 22 représente l'estimation de la durée d'arrêt d du démarreur 100 lorsqu'il est considéré comme vieilli. Chaque courbe 21 , 22 comporte une première partie linéaire 21 a, 22a, représentative du fait que la vitesse de rotation Ndém du démarreur 100 est considérée comme étant égale à la vitesse de rotation Nmot de la couronne dentée 201 . La partie linéaire 21 a, 22a est ainsi comprise entre la vitesse nulle et la vitesse seuil Ns au-delà de laquelle on considère que la roue libre 122 est en fonctionnement. Chaque courbe 21 , 22 comporte également une partie non linéaire 21 b, 22b, représentative du fait que le démarreur 100 tourne sensiblement plus vite qu'en fonctionnement à vide en raison de la présence de frottements dans la roue libre 122. The model giving an estimate of the stopping time of the starter 100 as a function of its rotation speed at the end of a start can be indicated by the supplier of the starter 100. It can also be determined experimentally. The model is for example in the form of a function taking as an input variable the speed of rotation N dem of the starter 100 at the end of a start and outputting a stopping time. Moreover, it is possible to take into account the aging of the starter 100. Indeed, the brushes providing power supply of the armature of the electric motor 140 wear out with the rotation of the armature and brake less in less. Thus, the more the starter 100 has been requested, the longer its duration stop is long. The model can thus comprise one or more functions, each function being representative of a state of wear of the starter 100. By way of example, the state of wear of the starter 100 can be determined as a function of the number of starts made. by the starter 100. The model giving an estimate of the stopping time of the starter 100 can also be in the form of one or more functions taking directly as input variable the speed of rotation N word of the ring gear 201 at the end of a start. FIG. 3 represents, in the form of a graph, an example of such a model comprising two functions. In the graph, the abscissa axis indicates the rotational speed N mo t of the ring gear 201 in revolutions per minute; the ordinate axis indicates the estimated stopping time d in seconds (s). A first curve 21 represents the estimate of the stopping time d of a starter 100 when it is considered to be new. A second curve 22 represents the estimate of the stopping time d of the starter 100 when it is considered as aged. Each curve 21, 22 comprises a first linear portion 21a, 22a, representative of the fact that the rotational speed N dem of the starter 100 is considered to be equal to the rotational speed N mo t of the ring gear 201. The linear portion 21a, 22a is thus between the zero speed and the threshold speed N s beyond which it is considered that the free wheel 122 is in operation. Each curve 21, 22 also comprises a nonlinear portion 21b, 22b representative of the fact that the starter 100 rotates substantially faster than in no-load operation because of the presence of friction in the freewheel 122.
[0019] Dans le but de contrôler l'état ouvert ou fermé du circuit de commande 150, un contacteur, noté 151 sur la figure 1 , est généralement inséré dans le circuit de commande 150. Ce contacteur 151 peut être commandé dans un état ouvert ou fermé par un dispositif de commande. On appelle commande de démarrage le signal envoyé par le dispositif de commande au contacteur 151 pour le faire passer dans son état fermé. On considère qu'en l'absence de commande de démarrage, le contacteur 151 est dans son état ouvert. Le dispositif de commande reçoit par exemple des informations en provenance d'un commutateur d'allumage pouvant être actionné par une clef de contact. Il peut également recevoir d'autres informations telles que l'appui sur une pédale de frein ou sur une pédale d'accélérateur, de manière à pouvoir gérer l'arrêt et le redémarrage automatique d'un moteur à combustion interne. Selon l'invention, le démarreur 100 comporte un dispositif de protection permettant d'empêcher l'engagement de son pignon 121 avec la couronne dentée 201 du moteur à combustion interne lorsque le pignon 121 est encore en rotation. En particulier, le dispositif de protection peut comporter des moyens pour empêcher le dispositif de commande de commander le contacteur 151 dans son état fermé pendant la durée d'arrêt estimée d du démarreur 100. Ces moyens peuvent notamment consister en des moyens pour inhiber toute commande de démarrage pendant cette durée d'arrêt estimée d. Ils comportent par exemple un interrupteur empêchant soit la fermeture du circuit de commande 150, soit l'envoi d'une commande de démarrage au contacteur 151 . Le dispositif de commande et le dispositif de protection peuvent notamment être réalisés dans une fonction qui peut être intégrée dans une carte électronique ou un calculateur. In order to control the open or closed state of the control circuit 150, a contactor, noted 151 in Figure 1, is generally inserted into the control circuit 150. This switch 151 can be controlled in an open state or closed by a control device. The signal sent by the control device to the contactor 151 is called the start command and is passed to its closed state. It is considered that in the absence of a start command, the contactor 151 is in its open state. The control device receives for example information from an ignition switch that can be actuated by a key contact. It can also receive other information such as pressing a brake pedal or an accelerator pedal, in order to be able to manage the stopping and the automatic restart of an internal combustion engine. According to the invention, the starter 100 comprises a protection device for preventing the engagement of its pinion 121 with the ring gear 201 of the internal combustion engine when the pinion 121 is still rotating. In particular, the protection device may comprise means for preventing the control device from controlling the contactor 151 in its closed state during the estimated stopping time d of the starter 100. These means may notably consist of means for inhibiting any control. starting during this estimated stopping time d. They comprise, for example, a switch preventing either the closing of the control circuit 150 or the sending of a start command to the contactor 151. The control device and the protective device may in particular be made in a function that can be integrated in an electronic card or a computer.

Claims

REVENDICATIONS
1. Procédé de commande d'un démarreur (100) apte à démarrer un moteur à combustion interne, le démarreur (100) comprenant des moyens pour engager un pignon (121 ) avec une couronne dentée (201 ) du moteur à combustion interne et pour entraîner le pignon (121 ) en rotation en réponse à une commande de démarrage, le procédé étant caractérisé en ce que toute commande de démarrage est inhibée pendant une durée déterminée à compter de la fin de la commande de démarrage précédente, la durée étant déterminée à partir d'une vitesse de rotation du démarreur estimée à la fin de la commande de démarrage précédente, selon un modèle (21 , 22) donnant une estimation d'une durée d'arrêt du démarreur (100) en fonction de sa vitesse de rotation à la fin d'une commande de démarrage. A method of controlling a starter (100) adapted to start an internal combustion engine, the starter (100) comprising means for engaging a pinion (121) with a ring gear (201) of the internal combustion engine and for driving the pinion (121) in rotation in response to a start command, the method being characterized in that any start command is inhibited for a predetermined period of time from the end of the preceding start command, the duration being determined at from an estimated starter rotation speed at the end of the previous start command, according to a model (21, 22) giving an estimate of a stopping time of the starter (100) as a function of its rotational speed at the end of a start command.
2. Procédé selon la revendication 1 , dans lequel la vitesse de rotation du démarreur (100) à la fin de la commande de démarrage précédente est estimée comme suit : The method of claim 1, wherein the rotational speed of the starter (100) at the end of the previous start command is estimated as follows:
- si la vitesse de rotation de la couronne dentée (201 ) est supérieure à une vitesse seuil prédéterminée (Ns), la vitesse de rotation du démarreur (100) est considérée comme étant sensiblement égale à une vitesse de rotation à vide du démarreur (100), - si la vitesse de rotation de la couronne dentée (201 ) est inférieure à la vitesse seuil (Ns), la vitesse de rotation du démarreur (100) est considérée comme étant sensiblement égale à la vitesse de rotation de la couronne dentée (201 ) divisée par un rapport de transmission entre la couronne dentée (201 ) et le démarreur (100). if the speed of rotation of the ring gear (201) is greater than a predetermined threshold speed (N s ), the rotation speed of the starter (100) is considered to be substantially equal to a starter rotation speed of the starter ( 100), if the rotational speed of the ring gear (201) is lower than the threshold speed (N s ), the rotation speed of the starter (100) is considered to be substantially equal to the speed of rotation of the ring gear toothed gear (201) divided by a transmission ratio between the ring gear (201) and the starter (100).
3. Procédé selon la revendication 2, dans lequel la vitesse seuil prédéterminée (Ns) est sensiblement égale à la vitesse de rotation à vide du démarreur (100) multipliée par le rapport de transmission entre la couronne dentée (201 ) et le démarreur (100). 3. Method according to claim 2, wherein the predetermined threshold speed (N s ) is substantially equal to the unladen rotation speed of the starter (100) multiplied by the transmission ratio between the ring gear (201) and the starter ( 100).
4. Procédé selon la revendication 2, dans lequel la vitesse seuil prédéterminée (Ns) est sensiblement égale à une vitesse de rotation prédéterminée au-delà de laquelle le moteur à combustion interne est considéré autonome. 4. The method of claim 2, wherein the predetermined threshold speed (N s ) is substantially equal to a predetermined rotational speed beyond which the internal combustion engine is considered autonomous.
5. Procédé selon l'une des revendications 2 à 4, dans lequel, si la vitesse de rotation de la couronne dentée (201 ) est supérieure à la vitesse seuil (Ns), la vitesse de rotation du démarreur (100) est considérée comme étant égale à la vitesse de rotation à vide du démarreur (100) majorée d'une valeur fonction de la vitesse de rotation de la couronne dentée (201 ). 5. Method according to one of claims 2 to 4, wherein, if the speed of rotation of the ring gear (201) is greater than the threshold speed (N s ), the speed of rotation of the starter (100) is considered as being equal to the idling speed of the starter (100) plus a value dependent on the speed of rotation of the ring gear (201).
6. Procédé selon la revendication 5, dans lequel la valeur de majoration est limitée à 2000 tours par minute. 6. The method of claim 5, wherein the markup value is limited to 2000 revolutions per minute.
7. Procédé selon l'une des revendications précédentes, dans lequel le modèle (21 , 22) donnant une estimation de la durée d'arrêt du démarreur (100) en fonction de sa vitesse de rotation prend en compte le vieillissement du démarreur (100) par l'intermédiaire du nombre de démarrages qu'il a effectués, plus le nombre de démarrages étant important, plus la durée d'arrêt estimée étant longue. 7. Method according to one of the preceding claims, wherein the model (21, 22) giving an estimate of the stopping duration of the starter (100) as a function of its rotational speed takes into account the aging of the starter (100). ) through the number of starts it has made, the higher the number of starts, the longer the estimated stop time.
8. Dispositif de protection d'une couronne dentée (201 ) d'un moteur à combustion interne et d'un pignon (121 ) de démarreur (100), le démarreur comprenant des moyens (1 10, 130, 140, 150, 160, 170) pour engager le pignon (121 ) avec la couronne dentée (201 ) du moteur à combustion interne et pour entraîner le pignon (121 ) en rotation en réponse à une commande de démarrage, de manière à démarrer le moteur à combustion interne, le dispositif de protection étant caractérisé en ce qu'il comprend des moyens pour empêcher l'engagement du pignon (121 ) avec la couronne dentée (201 ) pendant une durée déterminée à compter de la fin de la commande de démarrage précédente, la durée étant déterminée à partir d'une vitesse de rotation du démarreur (100) estimée à la fin de la commande de démarrage précédente, selon un modèle (21 , 22) donnant une estimation d'une durée d'arrêt du démarreur (100) en fonction de sa vitesse de rotation à la fin d'une commande de démarrage. 8. Device for protecting a ring gear (201) of an internal combustion engine and a pinion (121) of starter (100), the starter comprising means (1 10, 130, 140, 150, 160 , 170) for engaging the pinion (121) with the ring gear (201) of the internal combustion engine and driving the pinion (121) in rotation in response to a start command, so as to start the internal combustion engine, the protection device being characterized in that it comprises means for preventing engagement of the pinion (121) with the ring gear (201) for a predetermined period of time from the end of the preceding start command, the duration being determined from a rotational speed of the starter (100) estimated at the end of the previous start command, according to a model (21, 22) giving an estimate of a stopping time of the starter (100) according to its speed of rotation at the end of a command start up.
9. Dispositif selon la revendication 8, dans lequel les moyens (1 10, 130, 140, 150, 160, 170) pour engager le pignon (121 ) avec la couronne dentée (201 ) et pour entraîner le pignon (121 ) en rotation sont activés par une commande de démarrage, les moyens pour empêcher l'engagement du pignon (121 ) avec la couronne dentée (201 ) comprenant des moyens pour inhiber toute commande de démarrage pendant la durée déterminée. 9. Device according to claim 8, wherein the means (1 10, 130, 140, 150, 160, 170) for engaging the pinion (121) with the ring gear (201) and for driving the pinion (121) in rotation are activated by a start command, the means for preventing engagement of the gear (121) with the ring gear (201) comprising means for inhibiting any start command during the determined duration.
EP11761662.3A 2010-09-01 2011-08-24 Method for protecting a starter having high rotational inertia Active EP2612019B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1056915A FR2964157B1 (en) 2010-09-01 2010-09-01 DEVICE AND METHOD FOR PROTECTING A HIGH ROTATION INERTIA STARTER
PCT/FR2011/051958 WO2012028805A2 (en) 2010-09-01 2011-08-24 Device and method for protecting a starter having high rotational inertia

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EP2612019A2 true EP2612019A2 (en) 2013-07-10
EP2612019B1 EP2612019B1 (en) 2020-07-08

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AT516215B1 (en) 2014-09-03 2017-11-15 Ge Jenbacher Gmbh & Co Og Method for starting an internal combustion engine
CN106014747B (en) 2016-07-07 2017-05-10 重庆双奥机械制造有限公司 Electric motor starter with function of manual turning
JP2022059935A (en) * 2020-10-02 2022-04-14 日本電産株式会社 Electric angle estimation device, motor, vacuum cleaner, and electric angle estimation method

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JP3502250B2 (en) * 1997-12-26 2004-03-02 三菱電機株式会社 Starter protection device
DE10021645A1 (en) * 2000-05-04 2001-11-29 Bosch Gmbh Robert Procedure for the emergency start of an internal combustion engine in the event of a speed sensor defect
US6800952B2 (en) * 2002-06-18 2004-10-05 Dana Corporation Method of protection and fault detection for starter/alternator operating in the starter mode
EP1891325B1 (en) * 2005-05-26 2019-08-21 Volvo Lastvagnar AB Method of controlling power supply to an electric starter
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FR2964157B1 (en) 2013-04-12
WO2012028805A3 (en) 2012-08-09
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WO2012028805A2 (en) 2012-03-08
FR2964157A1 (en) 2012-03-02
CN103189636B (en) 2016-01-20

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