DE10210246A1 - Starter system for a vehicle comprises an engine generator for starting the I.C. engine, and a control device for completely closing a throttle valve depending on an engine stop command - Google Patents

Abstract

Starter system comprises an engine generator (11) for starting the I.C. engine (1), and a control device (17) for completely closing a throttle valve (5) depending on an engine stop command. The control unit completely stops the engine so that at least one of the suction valves (21) and an outlet valve (22) of each cylinder of the engine are completely closed after an internal pressure in the suction tube is reduced to below a prescribed negative pressure value. The internal pressure in the suction tube is held to below the prescribed negative pressure value. Preferred Features: The control device completely stops the engine at an angular position of the crankshaft, in which at least one of the suction valve or outlet valve of each cylinder are completely closed. The suction valve and the outlet valve are formed by magnetic valves.

Description

The present invention relates to a machine starter system for one in one Auto-arranged internal combustion engine with a motor generator for starting the machine.

In previous years, instead of using a starter and one AC generator for a motor vehicle internal combustion engine the Ver Proposed application of a motor generator, which for starting the machine serves, allows regenerative braking and supports torque generation, to drive the vehicle to save fuel. This type of engine genes rators is also used in hybrid vehicles to power the machine during downforce to support torque or generate all the torque that is needed for the Drive of the vehicle is required.

Compared to a starter motor with an internal combustion engine is only connected when the machine is started and so a higher gear the motor generator is permanently connected to the machine and serves to support the machine with the output torque or for electri power generation in regenerative braking mode after the machine starts is so that it is impossible for the motor generator to lower an output torque Multiply using a gearbox. The size of the motor generator must be therefore dependent on a maximum output torque required to start the Machine can be selected with an increase in overall size or weight of the machine starter system results.

It is therefore a primary object of the invention to overcome these disadvantages of the prior art to avoid technology.  

Another object of the invention is that a machine starter System is created, which machine stop and / or start control functions can result in reducing the load on a motor generator which is required is to start the internal combustion engine installed in a motor vehicle.

According to another object of the invention, there is provided a machine starter system created for a vehicle equipped with an internal combustion engine and with an electrically controllable throttle valve that burns into an intake pipe engine is installed. The machine starter system includes: (a) one Motor generator used to start the internal combustion engine and (b) a control unit that responds to a machine stop command and the throttle valve completely closes, the control unit thus completing the internal combustion engine dig stops at least one of the intake pipes and an exhaust valve of each Cylinder of the internal combustion engine is closed completely after the internal pressure in the intake pipe below a predetermined negative pressure level is falling, causing the internal pressure in the intake pipe below the predetermined negati ven pressure level is maintained. This allows the internal pressure of the intake pipe under maintain a negative pressure level when the machine starts and thereby ver avoid having additional intake air in each cylinder of the machine at the time of The machine's intake stroke penetrates at start-up. The remaining negative pressure in the intake pipe therefore results in a great deal of work for the piston work the machine during the compression stroke, which enables the output Torque of the motor generator at the start of the machine can be reduced.

In a preferred embodiment of the invention, the control unit stops the Connection engine completely at an angular position of the crankshaft of the Ver Internal combustion engine, in which at least one of the intake valves and the outlet valves of each cylinder is completely closed by the internal combustion engine.

The intake and exhaust valves can be actuated by a solenoid operated valve leads.  

Furthermore, an angle sensor can be provided which detects the angular position of the Crankshaft of the internal combustion engine measures and a correspondingly indicating Outputs signal. The control unit detects the signal output by the angle sensor and stops the internal combustion engine at a predetermined angular position Crankshaft, in which at least one of the intake valves and one of the exhaust valves of each cylinder of the internal combustion engine are completely closed.

The control unit controls the throttle valve so that the internal pressure in the intake pipe is held at a predetermined negative pressure level until a predetermined one machine-related parameters has reached a target value.

The given parameter can be a speed of the internal combustion engine be a machine. The target value can be a speed that is required to achieve the Start internal combustion engine.

The controller can respond to a machine start command to the engine nerator in a normal and in an opposite direction in a given direction Cycle to rotate the piston of the internal combustion engine for a given Let time move up and down.

The given cycle can have a reciprocal value of a mechanical resonance nanzfrequenz the crankshaft of the internal combustion engine in its circumferential direction suit.

According to another object of the invention, there is provided a machine starter system created for an internal combustion engine installed in a vehicle and thus an electrically controllable throttle valve that enters the intake pipe of the combustion engine machine is installed. The system includes (a) a motor generator which is used to start the Internal combustion engine is used and (b) a control unit that is based on a Machine stop request responds to fully close the throttle valve  wherein the controller has a compression stroke and a combustion stroke each Cylinder of the internal combustion engine in an exhaust period or an intake period changes during a time interval between the closing of the Throttle valve and a stop of the internal combustion engine. This causes the internal pressure in the suction pipe of the machine at a desired negative pressure gel is held.

According to a third object of the invention, there is provided a machine starter system provided for an internal combustion engine installed in a vehicle, and thus an electrically controllable throttle valve that enters an intake pipe of the combustion engine machine is installed. The corresponding system includes (a) an engine generator that is used to start the internal combustion engine and (b) a control device that responds to a machine start command to alternate the engine generator into one normal and in an opposite direction in a given cycle rotate to a cylinder of the internal combustion engine for a predetermined time constantly moving up and down or oscillating. Caused the oscillation of the cylinder gently that a lubricating oil of the machine is reduced in its viscosity and from it results in a reduction in the load on the motor generator that is required for the start of the Machine is required.

In the preferred embodiments of the invention, the predetermined one Cycle equivalent to a reciprocal of a mechanical resonance frequency a crankshaft of the internal combustion engine in the circumferential direction thereof.

According to a fourth object of the invention, there is provided a machine starter system provided for an internal combustion engine installed in a vehicle, the System includes: (a) an engine generator that works mechanically with internal combustion machine is coupled to produce a torque transmission in between and (b) an angle sensor that detects each reference angular position of the motor generator and provides a corresponding indicating signal, the reference angular position at a predetermined angle interval is determined and (c) a control unit that operates  controls the motor generator. If necessary, the internal combustion engine to stop, the control unit detects the signals output by the angle sensor to stop the motor generator at a predetermined angular position, the by a predetermined angular relationship to a special reference angular position of the Motor generator is determined.

This allows the motor generator to be activated so that a maximum torque ment at the start of the machine and a reduction in the load the motor generator results.

In a preferred mode of operation of the invention, the control unit specifies a stop time when the internal combustion engine 1 has started to stop and when a speed of the internal combustion engine reaches 0 and controls a deceleration measure of the speed of the internal combustion engine so that the angular position of the motor generator at an expected stop time is brought into line with the stop angular position.

According to a fifth object of the invention, there is provided a machine starter system created for an internal combustion engine installed in a vehicle, at wel chem the system includes: (a) a motor generator that is mechanically connected to the ver internal combustion engine is coupled so that there is essentially no slippage when starting the internal combustion engine and (b) an angle sensor for each of the refes detection angle positions of the motor generator and the internal combustion engine, around an angular position of both the motor generator and the combustion force machine to determine and deliver a corresponding signal, and (c) a Control unit that controls the operation of the engine generator. When the start of burning is desired, the control unit controls the phase of the current is supplied to the motor generator depending on a predetermined one Phase angle position of the motor generator, which is a machine stop angle position corresponds, in which the internal combustion engine usually with the greatest true probability holds. This allows the controller to determine the angular position of the engine genes  rators knows exactly and thus the efficiency of the engine generator generated torque improved.

In the preferred mode of operation of the invention, the predetermined phase win position in accordance with or following the machine stop angle brought position.

Description of the drawings

The present invention can be more easily explained from the following the detailed description and the accompanying drawings of the preferred embodiments of the invention, which, however, only describe this for example and do not restrict the invention to the specific embodiments, but only serve to explain and understand the invention.

The drawings show:

Fig. 1 is a block diagram showing the first embodiment of the invention, corresponding to an engine starter system which is installed in a hybrid vehicle;

To control 2 is a flowchart of an engine control program which is executed by a machine stop during operation of the first embodiment of the dung OF INVENTION.

Fig. 3 is a flowchart of an engine control program that the second embodiment of the invention is carried out for controlling an engine start operation accordingly;

Fig. 4 is a block diagram showing an engine starter system according to the third embodiment of the invention;

Fig. 5 is a timing chart showing the output signals of a magnetic pole sensor and the armature current of a motor generator;

Fig. 6, an engine stop operation to control a flow chart of an engine control program that is executed according to the third embodiment of the invention.

Description of preferred embodiments

Referring to the drawings, wherein like reference numerals are the same Showing parts in different views is a machine starter according to the invention System shown, which the stop and start operation of a combustion engine controls machine that is installed in a hybrid vehicle, for example Motor generator is used to both reduce the machine unwanted load on the motor generator to start as well as stability to ensure the starting operation of the machine.

The engine starter system includes a hybrid controller 17 and an engine controller 14 and operates to control the stop and start operation of an internal combustion engine 1 as described in more detail below.

The engine 1 is, for example, a 4-cylinder internal combustion engine in which intake valves 21 and exhaust valves 22 are provided for each cylinder. Each of the intake valves 21 and the exhaust valves 22 may be configured as a solenoid operated valve with a variable valve timing mechanism capable of changing valve action times and the value of the valve lift. The machine 1 is coupled to an engine generator 11 via an output shaft 2 (for example a crankshaft). In this embodiment, the motor generator 11 is implemented in a 3-phase synchronous motor. The output shaft 2 is also connected to a change gear 20 via a clutch 19 . The change gear 20 can be implemented in a CVT (continuously variable transmission). The change gear 20 is connected to the drive wheels 13 by a differential gear 12 .

An angle sensor 48 is mounted on the output shaft 2 , which measures an Winkelpo position of the output shaft 2 and supplies correspondingly indicating signals to the hybrid control unit 17 . The angle sensor 48 can be implemented in a magnetic pole sensor, as will be described in more detail in the second embodiment of the invention. A temperature sensor 78 is attached to the motor generator 11 and measures the temperature of the motor generator 11 and supplies a corresponding display of the signal to the hybrid control unit 17 .

An electronic throttle valve 5 and an idle control valve 6 are attached to the intake pipe of the engine 1 . The electronic throttle valve 5 is controlled by the machine control unit 14 via a valve actuation device 7 . The idle control valve 6 is also controlled electrically via the machine control unit 14 . An expansion tank 3 is arranged in a part of the intake pipe downstream of the electronic throttle valve 5 and the idle control valve 6 . A pressure sensor 88 is fixed in the expansion tank 3 and measures the internal pressure of the expansion tank 3 and supplies a corresponding signal to the hybrid control device 17th

The engine control unit 14 operates to actuate the fuel injectors 4 arranged on each of the cylinders of the engine 1 so as to control the amount of fuel injected into the engine 1 .

The hybrid control device 17 is used, as described in more detail later, to control the operation of the machine control device 14 and the motor drive 15 . The motor drive 15 comprises a 3-phase inverter, which actuates the motor generator 11 . The motor drive 15 is electrically connected to a battery unit 16 via a SOC (charging state) detector 18 . The SOC detector 18 measures the state of charge of the battery unit 16 and delivers a corresponding display signal to the hybrid control device 17 . The hybrid control device 17 detects an output signal of the SOC detector 18 for charging or discharging the battery unit 16 by the motor generator 11 . This technique is known in the art and therefore detailed explanation is omitted here.

An acceleration sensor 8 , a brake sensor 9 and a shift lever switch 10 are also connected to the hybrid control unit 17 .

FIG. 2 shows a flowchart of a program or sequence of logic steps performed by the hybrid controller 17 to maintain the pressure in an intake pipe of the engine 1 at a desired negative level after the engine 1 has stopped so to reduce the load on the motor generator 11 when the engine 1 starts.

After the program is initiated, the sequence routine starts with step S21, and it is determined whether or not it is necessary to stop the machine 1 . If the answer is YES, then the routine begins to step S22, where the hybrid controller 17 passes an engine stop command signal to the engine controller 14 . The engine control unit 14 completely closes the electronic throttle valve 5 and the idle control valve 6 so as to fully close the output flow from the area of the output pipe leading to each cylinder of the engine, thereby reducing the internal pressure of the output flow area to a negative pressure level through the Discharge of air from the expansion tank 3 when the machine 1 continues to rotate.

The routine then proceeds to step S23, determining whether the internal pressure of the expansion tank 3 (ie, the internal pressure from a part of the intake pipe between each cylinder of the engine 1 and the throttle valve 5 ) has dropped to such an extent that a predetermined negative pressure value is reached or does not detect the output of the pressure sensor 88 . If a NO answer is obtained, this means that the internal pressure of the expansion tank 3 has not yet dropped below the predetermined negative pressure level, so that the determination routine with step 23 is repeated. Alternatively, if a YES answer is obtained, then the routine proceeds to step S25, and the hybrid controller 15 reduces the speed of the engine 1 using the motor generator 11 by the motor driver 15 . The hybrid control device 17 can alternatively allow the machine 1 itself to be decelerated without using the motor generator 11 .

The routine then proceeds to step S26, wherein the hybrid control unit 17 detects the angular position of the output shaft 2 and thereby uses the output signal of the angle sensor 48 and the engine 1 stops when an angular position on the output shaft 2 (ie a crankshaft position of the engine 1 ) is achieved in which all the intake valves 21 and exhaust valves 22 of each cylinder of the engine 1 are not open, that is, that at least one of the pairs of intake valves 21 and the pairs of exhaust valves 22 of each cylinder is fully closed. The hybrid control unit 17 keeps the throttle valve 5 and the idle control valve 6 completely closed until the speed of the engine 1 , which is driven by the motor generator 11 , is caused to start after the engine 1 and to increase the given value, which is necessary for the combustion process trigger the machine 1 (ie up to step S38, as will be explained in detail below with reference to FIG. 3). This keeps the internal pressure of the intake pipe of the engine 1 at the desired negative pressure level until the combustion of the engine is started properly, and thereby avoids the inflow of additional intake air into each cylinder of the engine 1 during the intake stroke when the engine 1 starts becomes. The remaining negative pressure in the expansion tank 3 therefore results in a large reduction in the piston work of the engine 1 during the compression stroke, which in turn allows a reduction in the output torque of the motor generator 11 used at the start of the engine 1 .

Each of the intake valves 21 and the exhaust valves 22 can be implemented by solenoid operated valves. This allows the hybrid controller 17 to electrically close the intake valves 21 and exhaust valves 22 when the engine 21 is stopped without having to detect the output signal of the angle sensor 48 . In addition, by using solenoid operated valves, the need for control of the motor generator 11 to avoid a valve overlap effect that arises when timing via band operated valves is used.

Fig. 3 shows a program for controlling a start operation of the machine 1 accordingly to the second embodiment of the invention. This program can either be executed following the machine stop control, as discussed in Fig. 2, or independently.

After the program is initiated, the routine goes to step S31, determining whether it is already determined whether it is necessary to start the engine 1 or not. If a YES signal is received in response, the flow routine proceeds to step S32, and the hybrid controller 17 passes an engine start signal to the engine controller 14 . The engine control unit 14 closes the throttle valve 5 and the idle control valve 6 completely and thereby prevents the inflow of additional intake air into each cylinder of the engine 1 during the intake stroke of the engine 1 . When this program is executed as a result of the engine stop control of FIG. 2, the engine control unit 14 keeps the throttle valve 5 and the idle control valve 6 closed.

The sequence routine then proceeds to step S33, and the hybrid controller 17 controls the motor drive 5 to alternately control the motor generator 11 in a normal direction and in a reverse direction in a predetermined cycle, causing the pistons of the machine to microvibrate. The cycle is preferably equal to the reciprocal of the mechanical resonance frequency of the output shaft 2 of the machine 1 in an outer circumferential direction so that the output shaft 2 can come into resonance and the kinetic energy in a piston movement mechanism is collected by its mechanical resonance, which serves to to increase the clamping range of the micro-vibrations of the pistons, so that a further improvement in the starting ability of the engine 1 is achieved. The time phase for the three-phase AC power supply to the motor generator 11 is determined so that a maximum torque is achieved in each half of the cycle, both in the normal and in the reverse direction of rotation.

The flow routine then proceeds to step S34, wherein it is determined whether or not the temperature of the motor generator 11 is lower than the preselected safety reference value using the output signal of the temperature sensor 78 . The determination of step S34 can alternatively be carried out by detecting the temperature, the motor drive 15 and / or the motor generator 11 . If a NO answer is received, which means that the temperature is higher than the safety reference value, then the engine control unit interrupts the engine start operation to protect the motor generator 11 (and / or the motor drive 15 ) against excessive heat load. Alternatively, if a YES answer is obtained, the routine goes to step S35, and it is determined whether or not the total time in which the motor generator 11 has been alternately rotated in normal and opposite directions exceeds a reference time value Tth , If a NO answer is received, then the routine goes back to step S34. Alternatively, if a YES answer is received, then the flow routine proceeds to step S36. The reference time value Tth is determined by the length of time during which the viscosity of the lubricating oil of machine 1 drops to a preselected desired value due to an increase in its temperature in accordance with the microvibrations of the pistons of machine 1 , so that the mechanical resonance amplitude of the pistons unites exceeds the desired value. In particular, such a drop in the viscosity of the lubricating oil results in a reduction in the friction in the pistons of the engine 1 and thereby allows a reduction in the output torque of the motor generator 11 which is required to start the engine 1 .

At step S36, the motor driver 15 switches the motor generator 11 to rotate in the normal direction. The flow routine then goes to step S37, and it is determined, as in step S32, whether or not the temperature of the motor generator 11 is lower than the preselected safety reference value. If a NO answer is received, then the engine control unit 14 interrupts the engine start operation. Alternatively, if a YES answer is received, then the flow routine proceeds to step S38, where the speed of the output shaft 2 (ie, the machine speed) has reached a predetermined value required for the engine 1 to start, and that Output signal of the angle sensor 48 is used. If a YES answer is received, then the flow routine proceeds to step S39, where the hybrid control unit 17 causes the throttle valve 5 and the idle control valve 6 to close, and the engine control unit 14 causes the fuel injector 4 to start the fuel injection, and so starts to start the ignition control for the start of the engine 1 in a typical manner.

During a time interval between the full closing of the throttle valve 5 and the idle valve 6 and the full stop of the engine 1 , the compression stroke and the working stroke of the engine 1 can be changed to the exhaust period and the intake stroke, respectively, thereby allowing the internal pressure of the expansion tank 3 is further reduced. This control can be easily achieved by using electronically controlled solenoid valves as intake valves 21 and 22 Auslaßven tile.

The hybrid control unit 17 keeps the machine in full, after the internal pressure of the expansion tank 3 falls below the predetermined negative pressure level is abge fall (s. Step S23 of Fig. 2), but however, it may also be the elapsed time from the complete closing of the electronic throttle valve 5 and the idle control valve 6 are measured using a timer and the stop of the engine 1 is fully reached after the end of the predetermined time necessary to increase the internal pressure of the intake pipe from the engine 1 below the desired negative pressure value reduce.

Fig. 4 shows a power transmission part of a hybrid vehicle in which an engine starter system is installed according to the third embodiment of the invention. The same reference numerals are used for the same parts as in the description of the machine starter system according to FIG. 1, and further detailed explanations are therefore omitted here.

The motor generator 11 is mechanically connected to the output shaft 2 of the machine 1 with almost no slippage in a direct connection or z. B. connected by a Umlaufsteue tion and / or a reduction gear.

The motor generator 11 consists of a rotor 31 which is directly connected to the output shaft 2 of the machine 1 and further with a stator 32 which has an inner peripheral surface which is opposite to the outer peripheral surface of the rotor 31 through an intermediate gap. The rotor 31 has permanent magnets which are distributed over uniform distances in a circular circumferential direction with alternating polarities. The rotor 31 is connected to the driven wheels 13 (only one is shown for the abbreviation of the illustration) via the coupling 19 and the transmission or the change gear 20 , which transmission can also be a continuously variable transmission. The stator 32 has three-phase armature windings (hereinafter also referred to as U-phase, V-phase and W-phase windings), each of which is formed by a wire that is wound over the slot of a core. This type of three-phase synchronous motor is generally known, so that a detailed explanation is not necessary here. The three-phase windings of the motor generator 11 are electrically connected to the motor drive via a three-phase inverter in order to establish a stable transmission of electrical energy between the latter and the battery unit 16 .

The hybrid control device 17 according to this embodiment has a machine controller arranged therein to control the operation of the machine 1 and an inverter controller to control the operation of the inverter of the motor drive 15 . The motor control and the inverter control can be assumed to be known arrangements, so that parts of the explanation can be omitted here.

The angle sensor or magnetic pole sensor 48 consists of a rotor which is coupled directly to the end of the output shaft 2 of the machine 1 , and has permanent magnets, which are arranged at regular intervals in a circular direction from them with alternating polarities and a stator, which is arranged opposite to the magnetic pole faces of the magnets of the rotor and has three-phase windings that work over uniform distances of 120 ° elec trical angle as signal detection. The rotation of the rotor causes a three-phase alternating voltage which is generated at the end of the three-phase windings of the stator and which in turn is converted into three-phase pulse voltages by an internal circuit in the magnetic pole sensor 8 (which in the following also as U-phase pulse voltage, V- phase pulse voltage and W-phase pulse voltage are referred to, as shown in FIG. 5). The three-phase AC voltages in particular are binary coded to generate pulses whose edges appear at every electrical angle of 60 °.

In the machine starter system according to this embodiment, the rising edge of the U-phase pulse voltage is in accordance with a zero cross point at which the U-phase armature winding current of the motor generator 11 changes to a positive value (+) from a negative value (-). A falling edge of the U-phase pulse voltage coincides with a zero crossing point at which the U-phase armature winding current of the motor generator 11 changes from a positive value (+) to a negative value (-). Likewise, the rising edge of the V-phase pulse voltage is in accordance with a zero cross point at which the V-phase armature winding current of the motor generator 11 changes to a positive value (+). A falling edge of the V-phase pulse voltage coincides with a zero cross point at which the V-phase armature winding current of the motor generator 11 changes to a negative value (-). Similarly, the rising edge of the W-phase pulse voltage is in accordance with the zero crossing point at which the W-phase armature winding current of the motor generator 11 changes to a positive value (+). A falling edge of the W-phase pulse voltage is in accordance with a zero cross point at which the W-phase armature winding current of the motor generator 11 changes to a negative value (-). In particular, the magnetic pole sensor 48 delivers pulse signals in series, which are synchronous with the rotation of the motor generator 11 .

The structure of the magnetic pole sensor 48 itself is known in the prior art and therefore explanations for this are unnecessary here. A magnetic pole sensor, which is also provided as an acceleration sensor 8 , can be installed within the motor generator 11 and can also be replaced by other known angle sensors.

In operation, the operation controller 17 receives output signals from the acceleration sensor 8 , the brake sensor 9 and the SOC (state of charge) detector 18 to determine an output torque that is necessary to propel the vehicle and to control the amount of fuel used in the vehicle the machine 1 is to be injected. When the motor generator 11 is operating in a torque assist mode, the hybrid controller 17 also determines the required motor torque of the motor generator 11 and controls a duty cycle for a PWM (pulse width modulation) signal for the inverter of the motor drive 15 . This technique is well known in the art and is not an integral part of this invention, so detailed explanations therefor can be omitted.

The motor driver 15 determines the phase of the armature winding current from the stator 32 of the motor generator 11 using an angular position of the rotor 31 that is calculated in relation to the stator 32 and based on the pulse signals output from the magnetic pole sensor 48 and the PWM duty cycle of the Inverter determines, based on the amplitude of the armature winding current, which is based on the required output torque derived from the hybrid controller 17 .

The angular position of the rotor 31 of the motor generator 11 is determined using the pulse signals output from the magnetic pole sensor 48 in the following manner.

As described above, the magnetic pole sensor 48 is designed such that the U-, V- and W-phase pulse voltages are generated at an electrical angle interval of 120 °. The rising and falling edges of the pulse voltages in particular subsequently appear as an angular interval of 60 °. The hybrid controller 17 may determine that the motor generator 11 is in a reference angular position that outputs each of both the rising and falling edges of each of the U, V, and W-phase pulse voltages from the magnetic pole sensor 48 . Each position between two adjacent reference angle positions can be determined by counting the number of rising and falling edges that are detected for a unit time so as to calculate the average speed of the rotor of the magnetic pole sensor 48 , the elapsed time from the last detection of both the rising as well as the falling edges is measured, and taking into account a prepared rotor speed to angular position ratio table, which is stored in a memory of the hybrid control unit 17 with respect to the measured past time units.

The duty cycle of a PWM signal from the inverter of the motor drive 15 can be determined by dividing the time interval (ie π / 3 in electrical degrees) between the last two edges of the pulse signal (ie the U-, V- or W-phase pulse voltage), which is output from the magnetic pole sensor 48 through M to determine a unit clock time and to determine a target phase voltage of each armature winding of the motor generator 11 , which matches the target value of the armature winding current of the motor generator 11 and is also determined by the motor characteristic of the motor generator 11 to calculate the duty cycle of each unit cycle time.

In this embodiment, the phase of the rotor 31 of the motor generator 11 is set with the three-phase armature winding current so that a maximum engine torque of the motor generator 11 is generated.

The output torque of the motor generator can be modified by changing the PWM duty cycle as a function of the pedal force measured by the acceleration sensor 8 or by controlling the time interval between the edges of each of the U, V and W phase pulse voltages and of the zero crossing point corresponds to one of the three-phase armature winding currents.

The above-mentioned unit clock time can alternatively be determined by multiplying the change rate of a time interval (ie t / 3 in electrical degrees) between two successive ones of several edges of the pulse signals (ie the U-, V- and W-phase pulse voltages) which are generated by the magnetic pole sensor 48 are output during the time interval T between the last two edges (ie π / 3 in electrical degree).

FIG. 6 shows a control program that is executed by the hybrid control device 17 for controlling the operation of the motor generator 11 when the machine 1 is stopped.

When an engine stop command signal is input to the hybrid controller 17 , the routine proceeds to step S100, the hybrid controller 17 sets the PWM duty cycle for the inverter of the motor driver 15 to zero (0) (or a regenerative braking mode is performed as necessary), and also the idle control valve 6 as well as the throttle valve 5 completely closes and thereby the amount of fuel injected into the engine 1 is also brought to zero (0) in order to decelerate the engine 1 .

The sequence program then proceeds to step S102, the reciprocal value being calculated from a time interval between the edges of the pulse signals from the magnetic pole sensor 48 for determining the machine speed.

The flow routine then goes to step S104, where there is a difference between the machine speed determined in step S102 and that value of a previous program cycle is calculated to determine a delay rate the machine speed.

The flow routine then goes to step S106, setting the time at which the speed of the machine 1 will reach zero (0), mathematically using the amount of deceleration derived from step S104, and a stop angle position of the motor generator 11 at the estimated one Time is determined.

The flow routine then goes to step S108, wherein the difference between the stop angle position derived from step S106 and a preselected value of a reference stop angle position is matched with this or the immediately preceding rising edge of the U-phase pulse voltage, which of the Magnetic pole sensor 48 is output.

The flow routine then goes to step S110, where the hybrid controller 17 operates the motor generator 11 and controls its speed so as to bring the difference to the value derived in step S108 to zero (0).

The flow routine then goes to step S112 to determine whether or not one of the preselected edges of the pulse signals output from the magnetic pole sensor 48 (ie, a falling edge of the V-phase pulse voltage in this embodiment) has already occurred immediately before the preselected reference stop angle position of the motor generator 11 when the engine speed is below a predetermined threshold. If a NO answer is obtained, the flow routine returns to step S102. On the other hand, if a YES answer is obtained, it means that the motor generator 11 must stop at the reference stop angle position, and then the routine proceeds to a main control program (not shown).

Therefore, whenever the engine 1 stops, the motor generator 11 stops at the reference angular position at which the rising edge of the U-phase pulse voltage is output from the magnetic pole sensor 48 or immediately before it is output, taking the phase of the current which is first supplied from the three-phase winding of the motor generator 11 when the machine 1 starts and coincides with a desired angular position (e.g. a field flux) supplied by the rotor 31 of the motor generator 11 . In particular, it becomes possible for the hybrid control device 17 to start supplying the three-phase current to the motor generator 11 at an angular position (which will also be referred to as a zero electrical angle hereinafter) at which the U-phase armature current becomes positive the zero crossing point changes when it is necessary to start the machine 1 , thereby avoiding an undesired phase shift. This enables the motor generator 11 to output an effective torque when a larger torque is required to start the engine 1 , thereby avoiding the need for a bulky motor generator.

The angular position at which the machine 1 is to be stopped can be a position which immediately follows the electrical zero angle (preferably within an electrical angle of 5 ° following the electrical zero angle). In this case, when the engine 1 has stopped, the hybrid controller 17 has already recognized the rising edge of the U-phase pulse voltage and can thus determine that the time at which the rising edge of the U-phase pulse voltage was detected is zero -Crossing point of the rising U-phase armature winding current coincides and the phase of the current must be applied to the motor generator 11 if the machine 1 is to be started based on this time.

The hybrid control device 17 can also hold the machine 1 at an angular position at which the U-phase armature current reaches a maximum. This enables the current to be applied to the motor generator 11 at a phase in which the U-phase armature current is maximized at the start of the machine 1 (ie under the condition that a U-phase upper arm element and a V- and W-phase lower arm member are turned on) so that the phase is in accordance with the motor generator 11 immediately after the engine 1 starts.

The hybrid control unit 17 can - as described above - bring the electrical angular position of the motor generator 11 into agreement when the machine 1 is stopped at the preselected reference stop angular position. In general, the machine 1 stops at the substantially same angular position with a higher probability than 90% or more. Therefore, the reference stop angular position of the motor generator 11 can be set to exactly this or an immediately following angular position at which the engine 1 usually stops with the highest probability, and the load on the motor generator 11 that is required to the angular position is minimized as to change in step S110 of FIG. 6.

While the present invention, including preferred embodiments, is disclosed to provide a better understanding, it should be appreciated that the invention can be implemented in various ways without departing from the principle of the invention. Therefore, the invention should be understood to include all possible embodiments and modifications that are possible to those shown by those skilled in the art without departing from the principle of the invention, which is characterized in the appended claims. For example, the magnetic pole sensor 48 can be replaced by another known type of sensor that includes a rotation inverter or a Hall element.

Claims (16)

1. A machine starter or starter system for a vehicle in which an internal combustion engine is provided and with an electrically controllable throttle valve which is arranged in an intake pipe of the internal combustion engine, comprising:
a motor generator ( 11 ) provided for starting the internal combustion engine ( 1 ) and
a control device ( 17 ) which, depending on a machine stop command, causes the throttle valve ( 5 ) to close completely, the control device ( 17 ) completely stopping the internal combustion engine, so that at least one of the intake valves ( 21 ) and one of the exhaust valves ( 22 ) one each cylinder of the internal combustion engine ( 1 ) are completely closed after an internal pressure in the intake pipe has dropped below a predetermined negative pressure value and as a result of which the internal pressure in the intake pipe is kept below the predetermined negative pressure value. 2. Machine starter system according to claim 1, wherein the control device ( 17 ) stops the internal combustion engine ( 1 ) at an angular position of the crankshaft of the internal combustion engine, at least one of the intake valves ( 21 ) and one of the exhaust valves ( 22 ) of each cylinder of the internal combustion engine are completely closed. 3. Machine starter system according to claim 1 or 2, wherein the intake valves ( 21 ) and exhaust valves ( 22 ) are formed by a magnetically operated valve. 4. Machine starter system according to one of claims 1 to 3, comprising an angle sensor ( 48 ), with which an angular position of a crankshaft of the internal combustion engine ( 1 ) can be measured and which delivers a corresponding output signal and wherein the control device ( 17 ) from the angle sensor ( 48 ) supplied signal detected and the internal combustion engine ( 1 ) stops at a pre-given angular position of the crankshaft, in which at least one of the intake valves ( 21 ) and the exhaust valves ( 22 ) of each cylinder of the internal combustion engine is completely closed. 5. Engine starter system according to one of claims 1 to 4, wherein the control device ( 17 ) controls the throttle valve ( 5 ) so that the internal pressure of the intake pipe is maintained at a predetermined negative pressure level until a predetermined parameter associated with the machine operating conditions a certain target value is reached. 6. Machine starter system according to claim 5, wherein the predetermined para meter corresponds to a speed of the internal combustion engine and the Target value corresponds to a speed that is required to reduce the ver to start or start the internal combustion engine. 7. Machine starter system according to one of claims 1 to 6, wherein the control device ( 17 ) in response to a machine start command causes the rotation of the motor generator ( 11 ) alternately in a normal direction and in a reverse direction to rotate with a predetermined cycle to one Moving the piston of the internal combustion engine up and down for a predetermined period of time. 8. Machine starter system according to claim 7, wherein the predetermined cycle equal to the reciprocal of a mechanical resonance frequency of the crankshaft corresponds to the internal combustion engine in its circumferential direction. 9. Machine starter system according to one of claims 1 to 8, wherein the control device, when the start of the internal combustion engine is desired, keeps the throttle valve ( 5 ) fully closed until a speed of the internal combustion engine, which is actuated by the motor generator ( 11 ) , reaches a given value that is required to start the internal combustion engine. 10. A machine starter or starter system for a vehicle in which an internal combustion engine is installed and an electrically controllable throttle valve is installed in an intake pipe of the internal combustion engine, comprising:
a motor generator ( 11 ) provided for starting the internal combustion engine and
a control device ( 17 ) which, depending on a machine stop command, causes the throttle valve ( 5 ) to close completely, and wherein the control device ( 17 ) changes a compression stroke and a working stroke of each piston of the internal combustion engine into an exhaust period and a suction period, respectively; during a time interval between the closing of the throttle valve and the stop of the internal combustion engine. 11. Machine starter system for a vehicle in which an internal combustion engine is installed and with an electrically controllable throttle valve which is installed in the intake pipe of the internal combustion engine, comprising:
a motor generator ( 11 ) provided for starting the internal combustion engine, and
a control device ( 17 ) which, depending on a machine start command, causes the motor generator to rotate alternately in a normal direction and in an opposite direction in a predetermined cycle in order to move a piston of the internal combustion engine up and down for a predetermined period of time oscillate. 12. The machine starter system of claim 11, wherein the predetermined cycle equal to a reciprocal of a mechanical resonance frequency of the crank shaft of the internal combustion engine in one of its circumferential direction. 13. Engine starting or starter system for a vehicle in which an internal combustion engine is installed, comprising:
a motor generator ( 11 ) mechanically connected to the internal combustion engine so that torque is transmitted therebetween, and
an angle sensor ( 48 ) which detects each of the reference angular positions of the motor generator ( 11 ) to generate a corresponding signal, the reference angular positions being determined at a predetermined angular interval, and
a controller that controls the operation of the motor generator ( 11 ) when it is necessary to stop the internal combustion engine ( 1 ), the controller ( 17 ) detects the signals output from the angle sensor ( 48 ) to the motor generator ( 11 ) stop at a predetermined stop angular position that is determined at a predetermined angular ratio to a certain one of the reference angular positions of the motor generator. 14. Machine starter system according to claim 13, wherein the internal combustion engine ( 1 ) has started to stop, the control unit ( 17 ) limits a stop time at which a speed of the internal combustion engine reaches zero and controls a deceleration value of the speed of the internal combustion engine in such a way that an angular position of the motor generator is brought into accordance with the stop angular position at a limited stop time. 15. Engine starting system for a vehicle in which an internal combustion engine is installed, comprising:
a motor generator ( 11 ) which is mechanically connected to the internal combustion engine in such a way that the internal combustion engine is started essentially without slippage; and
an angle sensor ( 48 ) which detects each of the reference angular positions of one of the motor generator and the internal combustion engine so that an angular position of the one of the motor generator and the internal combustion engine is determined to generate a corresponding signal, and
a controller ( 17 ) for controlling the operation of the motor generator when it is necessary to start the internal combustion engine, the controller controlling the phase of the current applied to the motor generator and based on a predetermined phase angle position of the motor generator in accordance a machine stop angle position at which the internal combustion engine is usually most likely to stop. 16. The engine start system of claim 15, wherein the predetermined Phase angle position in accordance with the following machines stop angle position is.