Starting and driving unit for an internal combustion engine of a motor vehicle

• US 6,250,270 B1
• Filed: 04/28/2000
• Issued: 06/26/2001
• Est. Priority Date: 04/20/1998
• Status: Expired due to Fees

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Ahner, Peter, Ackermann, Manfred
• Primary Examiner(s): Dolinar, Andrew M.
• Application Number:
  US09/446,372
• Time in Patent Office: 424 Days
• Field of Search: 123/179.3, 123/179.4, 123/179.22, 290/31, 290/38.B
• US Class Current: 123/179.3
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/441 Speed
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60L 2240/507 Operating parameters
• CPC Class Codes: B60L 2260/26 Transition between different drive modes
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: F02N 11/04 the motors being associated with current generators
• CPC Class Codes: F02N 11/0814 comprising means for controlling automatic idle-start-stop
• CPC Class Codes: F02N 2300/2002 using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
• CPC Class Codes: F02N 5/04 of inertia type
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

The invention relates to a starting/driving unit for an internal combustion engine (VM) of a motor vehicle with at least two starting methods, which has a clutch (K) between the crankshaft (KW), the engine (VM), and the vehicle transmission (FG) as well as an electric machine which is connected to the engine (VM) by way of the clutch (K). With the electric machine, the two starting methods can be executed in an optimal fashion solely by virtue of the fact that through rotation of the crankshaft by means of the electric machine, each starting method is preceded by a start clearing phase in which the starting conditions are detected when the clutch is engaged, a decision is made as to the subsequent operating phases (direct start phase, positioning phase, preinjection phase, impulse start phase) and their starting parameters are determined.

Claims

1. A starting/driving unit for an internal combustion engine of a motor vehicle with at least two starting methods, which has a clutch between a crankshaft, the engine, and a vehicle transmission as well as an electric machine which is connected to the engine by way of the clutch, wherein each starting method is preceded by a start clearing phase in which when the clutch (K) is engaged, the crankshaft (KW) of the engine (VM) is rotated by the electric machine and in so doing, the starting conditions are detected in a starting control unit (STG) by means of a speed, a decision is made as to the subsequent operating phases (direct start phase, positioning phase, preinjection phase, impulse start phase) and their starting parameters are determined.

2. The starting/driving unit according to claim 1, wherein a starting generator (S/G) is used as the electric machine.

3. The starting/driving unit according to claim 1, wherein in the start clearing phase, the starting control device (STG) detects the speed progression of the crankshaft (KW) by means of a speed sensor (DG1) and derives the starting method and the starting parameters from this speed progression.

4. The starting/driving unit according to claim 3, wherein the speed progression can be measured in the existing crankshaft speed sensor (DG1).

5. The starting/driving unit according to claim 3, wherein the decision as to the starting method can be derived from the region of the speed progression between speeds selected from the group consisting of a first maximum of this speed, a second maximum of this speed, a first minimum of the speed, and a second minimum of this speed.

6. The starting/driving unit according to one of claim 3, wherein the impulse start phase can be selected when there is a high drag moment, wherein after the start clearing phase, the electric machine winds up a flywheel (SR) when the clutch (K) is disengaged, before the clutch (K) engages.

7. The starting/driving unit according to claim 6, wherein with a drag moment that is insufficient for the impulse start phase, before the impulse start phase, a dry impulse start phase (without ignition and injection) is executed, in which a synchronization and if need be, a preinjection, can be executed by means of a motor control unit (MSG).

8. The starting/driving unit according to claim 3, wherein with a low drag moment, an interruptionless transition into the direct start phase is executed.