Source: http://www.patentsencyclopedia.com/app/20100282199
Timestamp: 2016-12-03 12:01:31
Document Index: 167144204

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DEVICE HAVING A FIRST GEARING PART FOR MESHING WITH A SECOND GEARING PART, IN PARTICULAR A STARTING DEVICE HAVING A PINION FOR MESHING WITH A RING GEAR OF AN INTERNAL COMBUSTION ENGINE, AND METHOD OF OPERATING SUCH A DEVICE - Patent application
Patent application title: DEVICE HAVING A FIRST GEARING PART FOR MESHING WITH A SECOND GEARING PART, IN PARTICULAR A STARTING DEVICE HAVING A PINION FOR MESHING WITH A RING GEAR OF AN INTERNAL COMBUSTION ENGINE, AND METHOD OF OPERATING SUCH A DEVICE
Klaus Heyers (Reutlingen, DE)
Jie Ge (Stuttgart-Hausen, DE)
Apostolos Tsakiris (Ludwigsburg, DE)
Jochen Heusel (Reutlingen, DE)
Martin Neuburger (Geislingen, DE)
Patent application number: 20100282199
Klaus Heyers
Apostolos Tsakiris
Jie Ge
Martin Neuburger
USPC Class: Publication date: 11/11/2010
A device having a first gearing part for meshing with a second gearing
part, in particular a starter device having a pinion for meshing with a
ring gear of an internal combustion engine, in which at least one
arrangement is provided whereby a motion state of the first gearing part
and a motion state of the second gearing part are ascertainable. A method
for operating a device having a first gearing part for meshing with a
second gearing part, in particular a starter device having a pinion for
meshing with a ring gear of an internal combustion engine, in which at
least one arrangement is provided whereby a motion state of the first
gearing part and a motion state of the first gearing part and a motion
state of the second gearing part are ascertained.Claims:
27. A system, comprising:a starter device having a first gearing part, the
first gearing part being a pinion;an internal combustion engine having a
second gearing part, the second gearing part being a ring gear, wherein
the pinion meshes with the ring gear; andat least one arrangement to
determine a motion state of the pinion and a motion state of the ring
28. The system of claim 27, wherein the at least one arrangement is also
for determining the rotational speed of the ring gear as a characteristic
of the motion state thereof, and for determining the rotational speed of
the pinion as a characteristic of the motion state thereof.
29. The system of claim 28, wherein the at least one arrangement is also
for determining, from the rotational speed of the ring gear and the
rotational speed of the pinion, a motion state which enables or does not
enable an engagement of the first pinion with the ring gear.
30. The system of claim 27, wherein the arrangement includes a control
31. The system of claim 27, further comprising:a rotational speed sensor
for determining a rotational speed of the ring gear.
32. The system of claim 27, wherein the device includes a drive motor
which can impart a rotary motion to the pinion.
33. The system of claim 27, wherein the device includes an actuator, which
is an electric solenoid, whereby the pinion can be moved in an axial
34. The system of claim 27, wherein a toe-in and a rotary motion of the
pinion are independently controllable.
35. The system of claim 27, wherein the pinion has a toothed structure,
individual teeth on the end of the pinion facing the ring gear, each
having at least one bevel which facilitates meshing of the pinion with
the second gearing part.
36. The system of claim 27, wherein the starter device has a bearing
flange to which both the actuator and the control unit are attached.
37. The system of claim 27, wherein a characteristics map, in which at
least one characteristic of the system is assigned to at least one other
characteristic, is stored in a control unit.
38. The system of claim 37, wherein a rotational speed of the pinion is
assigned to a characteristic of the electric flux through the drive
motor, the characteristic being a voltage.
39. The system of claim 38, wherein a voltage which is present across a
conductor connected to the drive motor in generator mode of the drive
motor is ascertainable by the control unit.
40. A method for operating a system of a starter device and an internal
combustion engine, the method comprising:determining a motion state of a
pinion using at least one arrangement; anddetermining a motion state of
the ring gear using the at least one arrangement, wherein the starter
device has a first gearing part and the internal combustion engine has a
second gearing part, the first gearing part being the pinion and the
second gearing part being the ring gear, and wherein the pinion is meshed
with the ring gear.
41. The method of claim 40, wherein the at least one arrangement is used
for ascertaining a rotational speed of the ring gear as a characteristic
of the motion state thereof, and for ascertaining a rotational speed of
42. The method of claim 41, wherein the at least one arrangement is used
for ascertaining, from the rotational speed of the ring gear and the
rotational speed of the pinion, a suitable motion state which enables or
does not enable an engagement of the pinion with the ring gear.
43. The method of claim 40, wherein to engage the first gearing part with
the ring gear, a peripheral velocity other than zero of the first gearing
part is brought into proximity with a peripheral velocity other than zero
of the ring gear, and wherein the first gearing part is subsequently
brought into engagement with the ring gear.
44. The method of claim 43, wherein to achieve proximity between
peripheral velocities of the pinion and the ring gear, the internal
combustion engine is shut down and the peripheral velocity of the ring
gear is thereby reduced, and the peripheral velocity of the pinion is
45. The method of claim 40, wherein with regard to a sequence in which the
internal combustion engine is shut down and the drive motor is started
up, one of the following options is selected:a) first activate the drive
motor, then shut down the internal combustion engine;b) first shut down
the internal combustion engine, then start up the drive motor;c)
simultaneously shut down the internal combustion engine and activate the
46. The method of claim 40, wherein the pinion is meshed with the ring
gear after the peripheral velocities and of the pinion and the ring gear
have achieved a sufficient proximity.
47. The method of claim 46, wherein the peripheral velocities are other
48. The method of claim 46, wherein a positive driving torque is
transmitted to the ring gear by the pinion after the pinion has meshed
49. The method of claim 48, wherein the pinion and the ring gear together
achieve a peripheral velocity of zero in the meshed state before the
positive driving torque is transmitted.
50. The method of claim 40, wherein rotational speeds of the pinion and
the ring gear are ascertained at specified points in time for the purpose
of ascertaining a suitable motion state of the ring gear and the pinion.
51. The method of claim 50, wherein peripheral velocities of the pinion
and ring gear are ascertained from the rotational speeds, and the
rotational speeds of the pinion and the ring gear are compared with one
52. The method of claim 51, wherein the rotational speeds of the pinion
and the ring gear are compared with values which are stored in a
characteristics map of a control unit, suitable rotational speeds for
meshing the pinion with the ring gear being assigned to one another in
the characteristics map.Description:
[0001]The present invention relates to a device having a first gearing
part for meshing with a second gearing part, including a starter device
having a pinion for meshing with a ring gear of an internal combustion
[0002]A starter device having a pinion for meshing with a ring gear of an
internal combustion engine is discussed in unexamined patent application
DE 197 02 932 A1. The starter device discussed therein is suitable, in
particular, for being operated in so-called start/stop mode. This means
that the number of starts which this starter device is technically
capable of is increased to five to ten times a customary value for a
starter device. This is made possible by operating the so-called latching
relay of this starter device timed in a special manner. This special
timing of this latching relay makes it possible to accelerate the pinion
at a slower rate prior to meshing with the ring gear and thereby reduce
the impact forces of the pinion or the forces between the pinion and the
ring gear, compared to a customary starter device. This greatly reduces
the wear associated with use and increases the service life.
[0003]If a starter device of this type is operated in the so-called
start/stop mode of the vehicle, situations arise in which meshing of the
pinion and cranking of the internal combustion engine must take place
relatively rapidly. This is the case, in particular, when, for example, a
vehicle comes to a standstill at a traffic light set to "Stop," yet, for
example, the internal combustion engine is clearly and unequivocally to
be set into operation even while the internal combustion engine is still
coasting, for example because the light has switched to "Go." In such a
case, it is necessary to wait for the internal combustion engine to come
to a standstill so that the pinion of the starter device may be meshed
with the ring gear. In an operating mode of this type, it is therefore
not possible to rule out a loss of safety and comfort with regard to
immediate resumption of travel.
[0004]The device according to the present invention, having the features
of the main claim, has the advantage that the at least one means may be
used to ascertain a motion state of the first gearing part (pinion) and a
motion state of the second gearing part (ring gear) and thereby ascertain
an overall state which enables the first gearing part to mesh with the
second gearing part while both gearing parts are rotating. This resulting
capability makes it possible to remesh a first gearing part even before
an internal combustion engine, and thus the second gearing part, has come
to a stop. As a result, a vehicle in start/stop mode may begin moving
again earlier than in the case of previous approaches. The vehicle may be
operated more comfortably, and any safety-critical phases in which the
vehicle is unable to be maneuvered are avoidable.
[0005]To ascertain the suitable motion state of both the first and the
second gearing parts, it is provided that the means include, for example,
a control unit in which various variables are evaluated. A control unit
of this type makes it possible to ascertain the suitable motion state
particularly quickly and ultimately to also decide particularly quickly
when the first gearing part is to engage with the second gearing part.
[0006]If a rotational speed sensor for ascertaining a rotational speed of
the second gearing part is provided, it is possible to ascertain a
particularly accurate resolution and therefore make a particularly
accurate determination of the rotational speed of the second gearing
part. A particularly gentle engagement of both gearing parts may
therefore take place. A further improvement is achieved if separate
rotational speed sensors are available for the first and the second
gearing parts.
[0007]It is particularly advantageous if, on the one hand, the device
having the first gearing part includes a drive motor which enables a
rotary motion to be imparted to the first gearing part and, on the other
hand, the device includes an actuator, in particular an electric solenoid
which enables the first gearing to be moved, in particular to be moved
axially, and to do this independently of a rotary motion or an activation
of the drive motor. This avoid forced situations which result in
unsuitable motion states.
[0008]To produce a particularly compact device, it is provided that a
bearing flange, which is frequently referred to as a so-called drive
bearing, is used both as a fastener for the toe-in actuator and for the
[0009]It is also provided that a characteristics map, in which at least
one characteristic of the device is assigned to at least one other
characteristic, is stored in the control unit. A characteristic may be,
for example, an electric voltage level from which a rotational speed and
thus also an angular velocity are derived, the latter being the other
characteristic. This has the advantage that information indicating the
angular velocity of the first gearing part may be quickly obtained
without arithmetic operations.
[0010]Alternatively, the characteristics may also be mapped by a physical
model. For example, the model may be mapped by the equation
n23=C*U45. In this model, rotational speed n23 of the
second gearing part is ascertained from the measurement of generator
voltage U45 of the drive. In this case, C is a constant to be
[0011]Exemplary embodiments of a device according to the present invention
as well as a method for operating a device of this type are illustrated
[0012]FIG. 1 shows a symbolic representation of a device having a first
gearing part for meshing with a second gearing part, in particular a
starter device having a pinion for meshing with a ring gear of an
[0013]FIG. 2 shows a side view of a device having a first gearing part
prior to meshing with a second gearing part.
[0014]FIG. 3 shows a diagram with regard to the curve of the peripheral
velocities of the first and second gearing parts over the course of time
and also, associated therewith, the curve of three different signals.
[0015]FIG. 4 shows a further diagram with regard to the curve of the
peripheral velocities of the first and second gearing parts over a
slightly different course of time.
[0016]FIG. 5 shows a first and a second gearing part.
[0017]FIG. 1 shows a device 20 having a first gearing part 23, which is
provided for meshing with a second gearing part 26. Device 20 is
provided, in particular, as a starter device, so that first gearing part
23 is customarily designed as a pinion. It does not matter whether the
starter is a so-called open-mouth starter, in which radial forces are
supported by bearings axially on both sides of gearing part 23, or
whether it is a so-called freely disengaging starter, in which axial
forces are supported on only one side of gearing part 23. Second gearing
part 26, usually a ring gear, in this case is part of an internal
combustion engine 29, which is also illustrated only symbolically, just
like starter device 20. This internal combustion engine 29 supports an
engine shaft 32, to which second gearing part 26 is at least indirectly
attached and thus is able to rotate together with engine shaft 32. In
contrast to previously known devices 20, whose first gearing part 23 is
usually able to engage only with stationary second gearing parts 26, it
is provided within the framework of the description to demonstrate how a
device 20 according to the present invention is able to mesh its first
gearing part 23 with a moving, that is rotating, second gearing part 26.
[0018]FIG. 2 shows an enlarged representation of a section of internal
combustion engine 29, or as a projection thereof, engine shaft 32, second
gearing part 26 and the rotation axis of second gearing part 26, which is
identified here by reference numeral 35. Device 20, which in this case is
designed as a so-called freely disengaging starter, is shown on the left
side of FIG. 2. It should be noted at this point that it is equally
possible to design this device 20 as a so-called open-mouth starter; the
design does not impair the function of the invention described herein. In
this case, this device 20 shows first gearing part 23 in the so-called
non-meshed state, that is, in the idle state of device 20. A bearing
flange 38, which represents a load-carrying element of device 20, is
shown after first gearing part 23. Bearing flange 38 is often also
referred to as a so-called drive bearing. An actuator 41, which performs
a specified function with regard to an axial movement of first gearing
part 23, is attached at the back and top of this bearing flange 38. A
housing 44, which is, for example, a so-called pole housing, is shown
below actuator 41. A rotor 47, which interacts with housing 44 or pole
housing 44 to form a drive motor 50, is situated within pole housing or
housing 44. A control unit 53, which is also attached to bearing flange
38, is shown below drive motor 50.
[0019]The control unit may also be designed as a removable device.
However, the design of the mounted control unit illustrated here is more
advantageous, since this enables the manufacturer of device 20 to
manufacture, deliver and mount a compact unit without having to enable
other non-secure connection processes to take place in the vehicle plant.
In addition, this unit may be tested complete in the plant of the
manufacturer of device 20 without having to subsequently disassemble it
again. A rotational speed sensor 56 is also shown to the right of second
gearing part 26. Rotational speed sensor 56 has the function of
ascertaining the rotational speed of second gearing part 26 or of acting
as an aid thereto. Actuator 41 is used to move first gearing part 23 from
its idle position in the axial direction during the operating state and
to thereby mesh the first gearing part with second gearing part 26. As in
the case of common starter systems, drive motor 50 is used to cause first
gearing part 23 to rotate and to apply a torque to second gearing part
26. A second rotational speed sensor 51 for ascertaining rotational speed
n23 is optional, while a required data line between sensor 51 and
control unit 53 is not illustrated. Control unit 53 switches a switch 54
via a control line 52, enabling current to be supplied to device 20 to
via battery 55.
[0020]The functions of the device and its fundamental mode of operation
are illustrated below:
[0021]It is assumed, for example, that internal combustion engine 29 is
initially in the activated state, that is, engine shaft 32, designed for
example as a crankshaft, is rotating. This applies, for example, to a
vehicle being driven on a road. If the vehicle then stops at a traffic
light, for example, internal combustion engine 29 in a vehicle having the
so-called start/stop system provided is shut down in the presence of
certain conditions, for example an open drivetrain (interruption in the
transmission of torque from internal combustion engine 29 to a gearbox by
opening a clutch), or in the case of a minimum vehicle velocity v<7
km/h or a battery charge state<70%. Of course, two or all three
conditions may also be met at the same time. To prevent loss of comfort
and safety during this so-called start/stop mode, it is provided that the
internal combustion engine may be restarted very quickly. For this
purpose, it is provided that first gearing part 23 is meshed very early
with second gearing part 26. In this case, this means that first gearing
part 23 is meshed with second gearing part 26 as early as the so-called
coasting phase of internal combustion engine 29; also see FIG. 3.
[0022]FIGS. 3a through 3d, in principle, show related curves in connection
with the meshing of a first gearing part 23 with a second gearing part
26. If the start/stop system provided on board the vehicle decides that
the internal combustion engine should be shut down, signal S, which is
used for transmitting the signal for meshing first gearing part 23 with
second gearing part 26, is set to "1" (FIG. 3a). As a result of this
activation signal at point in time t0, drive motor 50 of device 20
is activated so that a current I50 flows through drive motor 50 and
thereby imparts a rotary motion to rotor 47. At the same time, a rotary
motion is imparted to first gearing part 23 (FIG. 3c). The representation
of the curve of the current in FIG. 3b is idealized.
[0023]This activation signal (FIG. 3a) first imparts a rotary motion to
gearing part 23. After a certain time t1, which is not determined
more precisely, this first gearing part reaches a maximum peripheral
velocity v23 of first gearing part 23, which is illustrated in an
idealized manner in FIG. 3c.
[0024]At the start of point in time t0, a time Δt1 begins
running in control unit 53. Upon expiry of this time Δt1 at
point in time t2, internal combustion engine 29 is actually shut
down; that is, its rotational speed n26 or peripheral velocity
v26 at second gearing part 26 begins to slow down (also see FIG.
3c). In the exemplary embodiment, the ascertainment of the rotational
speeds of second gearing part 26 and first gearing part 23 which are
relevant for the meshing operation of first gearing part 23 with second
gearing part 26 to be carried out begins at this point in time. Of
course, the rotational speed ascertainment may also begin, for example,
at point in time t0. In the exemplary embodiment, it is provided
that the rotational speed of second gearing part 26 is ascertained with
the aid of rotational speed sensor 56. The rotational speed with regard
to first gearing part 23 is ascertained at the start of point in time
t3 after second gearing part 26 has reached a preset rotational
speed threshold. At this point in time t3, drive motor 50 is shut
down (also see FIG. 3b).
[0025]As is generally known, a drive motor 50 which is no longer being
driven, i.e., in this case one which is no longer being supplied with
power, generates an output voltage U45 (in proportion to rotational
speed n23) at one of its terminals, which in this case is designed
"terminal 45" according to known standards (DIN 72552), this voltage
being produced by the now generator operation of device 20. By comparison
with comparison values stored in a characteristics map 59, an essentially
determined rotational speed and therefore peripheral velocity v23 of
first gearing part 23 may be derived from the voltage level of this
voltage U45. By further continuously monitoring the system over the
course of time and thereby detecting a suitable motion state of first
gearing part 23 and second gearing part 26, the system--represented by
control unit 53--finally infers a suitable motion state (i.e., peripheral
velocities v26 and v23 differ only slightly from each other and
enable meshing to take place) and controls actuator 41 at point in time
t4 in such a way that this actuator is supplied with current
(I41) and thus moves first gearing part 23 in the direction of
second gearing part 26. The curves in FIG. 3c) and FIG. 3d) are slightly
idealized in this respect. The axial motion of the pinion or first
gearing part 23 takes place in an actually delayed manner. Since a
suitable motion state is present with regard to first gearing part 23 and
second gearing part 26 (the peripheral velocities of both gearing parts
are essentially identical), first gearing part 23 meshes with second
gearing part 26 without difficulty and without any appreciable
resistance. Since, in the embodiment described here, peripheral velocity
v23 of first gearing part 23 is only insubstantially higher at point
in time t4 than that of second gearing part 26, the two peripheral
velocities v23 and v26 converge up to point in time t5,
that is, up to the form-locking engagement of both gearing parts
described herein by way of example, so that the two peripheral velocities
v23 and v26 are equal at point in time t5. From this point
in time t5 onward, the two gearing parts 23 and 26 mesh with each
other up to point in time tx and beyond. After point in time
t5, the current of actuator 41 is reduced at point in time t6
and finally, after a further time has elapsed, the current is switched
back to a lower level at point in time t7.
[0026]Current I41 is varied for the following reason: The goal is to
achieve a noise-optimized meshing, i.e., the actuator should not absorb
any excess energy, if possible. Since the magnetic circuit has a large
air gap and therefore a high magnetic resistance at the beginning of the
meshing process, the magnetomotive force and thus current I41 must
also be high. The magnetic energy is, in part, converted into spring
energy, but also to kinetic energy. This reduces the air gap in the
solenoid. To then prevent the solenoid armature from accelerating too
much, the current is reduced in the second phase between t6 and
t7. If the pinion is now completely meshed, the magnetomotive force
may be reduced, since the pinion prevents disengagement with gearing part
26 by the automatic interlocking of the steep-lead-angle thread between
rotor 47 and pinion 23. Starting at point in time t7, the current
may therefore, in principle, be reduced to zero amperes.
[0027]For the purpose of effective adaptation to the environmental
conditions, the current-path characteristic curve is stored in the
control unit as a function of the temperature and additional
[0028]The two gearing parts 23 and 26 ultimately come to a stop at point
in time tx and therefore no longer continue rotating. In this
exemplary embodiment, a further start operation of internal combustion
engine 29 may therefore take place after point in time tx. This
takes place, or would take place, after this point in time by supplying a
driving current I50 to drive motor 50, so that first gearing part 23
transmits a positive driving torque to second gearing part 26. However, a
further start operation of internal combustion engine 29 may also take
place prior to this point, provided that the two gearing parts 23 and 26
engage with each other to an adequate depth.
[0029]Within the framework of this exemplary embodiment, therefore, a
method for operating a device 20 having a first gearing part 23 is
described, first gearing part 23 being provided for meshing with a second
gearing part 26. Device 20 is designed, in particular, as a starter
device and has a pinion as a possible embodiment of first gearing part
23, which is provided for meshing with a ring gear (second gearing part
26) of an internal combustion engine 29. According to the method
described herein, at least one arrangement (rotational speed sensor 56,
terminal 45, control unit 53, characteristic 59) is provided whereby a
motion state (rotational speed or peripheral velocity) of first gearing
part 23 and a motion state (rotational speed or peripheral velocity) of
second gearing part 26 is ascertained.
[0030]It is provided that the at least one arrangement (rotational speed
56, terminal 45, control unit 53, characteristics map 59) is used to
ascertain rotational speed n26 of second gearing part 26 as the
characteristic of the motion state of second gearing part 26 and
rotational speed n23 of first gearing part 23 as the characteristic
of the motion state of first gearing part 23.
[0031]Within the framework of the method described herein, it is provided
that the at least one arrangement (56, 45, 53, 59) is used to ascertain,
from rotational speed n26 of second gearing part 26 and rotational
speed n23 of first gearing part 23, a suitable motion state which
enables first gearing part 23 to mesh with second gearing part 26. The
expression "suitable motion state" means that first gearing part 23 is
able to mesh with second gearing part 26 without appreciable resistance
during the meshing of the two rotating gearing parts. The meshing
operation or the suitable motion state makes it possible for the two
gearing parts 23 and 26 to engage in a non-destructive manner while they
are rotating.
[0032]As described above, it is provided that, for the purpose of engaging
first gearing part 23 with second gearing part 26, a peripheral velocity
v23 other than zero of first gearing part 23 is brought into
proximity with a peripheral velocity v26 other than zero of second
gearing part 26 in one method step. In a further method step, first
gearing part 23 is subsequently engaged with second gearing part 26
(t4 to t5).
[0033]It is provided that, for the purpose of achieving proximity between
peripheral velocities v23 and v26 of first gearing part 23 and
second gearing part 26, on the one hand internal combustion engine 29 is
shut down (t2), thereby reducing peripheral velocity v26 of
second gearing part 26 (starting at t2) and, on the other hand, the
peripheral velocity of first gearing part 23 is increased (starting at
point in time t0).
[0034]According to this first exemplary embodiment, regarding the sequence
in which internal combustion engine 29 is shut down and drive motor 50 is
activated, drive motor 50 may be activated first, and internal combustion
engine 29 is shut down only thereafter.
[0035]As explained above, it is provided that first gearing part 23 is
meshed with second gearing part 26 after peripheral velocities V23
and V26 of first gearing part 23 and second gearing part 26 have
achieved a sufficient proximity. Peripheral velocities V23 and
V26 are other than zero in this case.
[0036]According to a further method step, it is provided that, following a
suitable starting signal (for example, depressing the gas pedal of the
motor vehicle) a positive driving torque Mn is transmitted by first
gearing part 23 to second gearing part 26 and thus to engine shaft 32
after first gearing part 23 meshes with second gearing part 26.
[0037]As explained according to this first exemplary embodiment, it is
provided that, prior to transmitting positive driving torque M23,
first gearing part 23 and second gearing part 26 together, and in the
meshed state of both gearing parts, achieve a state in which the
peripheral velocities of both gearing parts are zero (tx). However,
a driving torque M23 may also be transmitted at an earlier point
(after t5), the gearing parts in this case not achieving a
peripheral velocity of zero.
[0038]In monitoring the system of device 20 and internal combustion engine
29, it is provided that rotational speeds n23 and n26 of the
gearing parts are ascertained, in particular, after point in time
t2, for the purpose of ascertaining a suitable motion state of
second gearing part 26 and first gearing part 23.
[0039]Since the rotational speeds of the two gearing parts 23 and 26 do
not yet enable a statement to be made per se about a suitable motion
state--both gearing parts 23 and 26 usually have substantial differences
in their diameters in the range of a factor of 10--a peripheral velocity
v23 or v26 must be ascertained from the rotational speeds of
the two gearing parts for the purpose of ultimately ascertaining an
adequate equality between the two peripheral velocities.
[0040]Alternatively, it is not absolutely necessary to ascertain
peripheral velocities v23 and v26. It is equally possible to
store suitable rotational speeds of the two gearing parts 23 and 26, for
example in a characteristics map 62 of control unit 53. For example, for
a factor of 10 with regard to the difference in the diameters of the two
gearing parts, this means specifically that a rotational speed of 300
revolutions per minute is suitable for meshing a first gearing part 23
with a second gearing part 26 if the latter has a rotational speed of 30
revolutions per minute. Such rotational speeds of the two gearing parts,
which would enable a meshing to take place, are referred to herein as
[0041]FIG. 4 shows a slightly modified variant compared to the meshing
operation illustrated in FIG. 3c. The main difference here is that, while
first gearing part 23 still meshes with second gearing part 26 at point
in time t4, in this case, as is clearly apparent, velocity v26
is greater than velocity v23. In contrast to FIG. 3c, when first
gearing part 23 meshes with second gearing part 26, the latter must
therefore be slightly accelerated to ultimately complete the meshing
process at point in time t5. Ensuring rapid engagement may be
established by a number of different measures: For example, a current
pulse of short duration after t4 may be sufficient to achieve a
rotational speed n23 or peripheral velocity v23 which is not
checked to any further extent, yet is suitable. If rotational speed
n23 or peripheral velocity v23 is too high following the
current pulse, rotational speed n23 or peripheral velocity v23
may be achieved either by evaluating generatively ascertained (generated)
voltage U45 or by monitoring the rotational speed via sensor 51.
[0042]With regard to the previously described way in which the starter
rotational speed or the rotational speed of drive motor 50 is
ascertained, the rotational speed is ascertainable not only from the
generator voltage present at terminal 45, but it may also be ascertained
beyond this as a function of the operating temperature of device 20 or
its time of operation. In a further embodiment, such a dependency of
rotational speed n23 may also be stored in a characteristics map in
control unit 53 (or in a different control unit).
[0043]The starter rotational speed may also be ascertained using an
additional sensor 51 at pinion 23. Magnetic sensors which detect the
modulation of a magnetic field by the iron teeth of the ring gear may be
[0044]If rotational speed n23 of drive motor 50 is to be ascertained
in the energized state of drive motor 50, this may be carried out, for
example, using a characteristic or a characteristics map, it being
possible to take into account the temperature of device 20 and its supply
voltage at terminal 45. The starter current or driving current I45
is measured in control unit 53 for this purpose.
[0045]With regard to the sequence in which internal combustion engine 29
is shut down and drive motor 50 is activated, a sequence other than the
one described according to the first exemplary embodiment or the second
exemplary embodiment may be selected: For example, internal combustion
engine 29 may be first shut down and the starter motor or drive motor 50
subsequently activated. Likewise, it is also possible to simultaneously
shut down internal combustion engine 29 and activate drive motor 50. With
regard to the illustrations in FIGS. 3c and 4, the curves shift to the
left or to an earlier point with regard to the shift of point in time
t2 to point in time t0. Accordingly, point in time t3 and
subsequent points in time in such a case would also be shifted to an
earlier point in time, that is, in the direction of point in time
[0046]FIG. 5 shows a meshing for first gearing part 23, individual teeth
on the end of gearing part 23 facing second gearing part 26, each having
a bevel 60 which facilitates meshing of first gearing part 23 with second
gearing part 26.
[0047]The rotational speed of engine shaft 32 may also be supplied to
control unit 53, for example via a data system provided in the motor
vehicle, for example via the so-called CAN-bus.
[0048]In the system described herein, it is provided that the internal
combustion engine coasts when the throttle valve is closed to prevent the
internal combustion engine from shaking during coasting, which is
generally perceived as bothersome. This also prevents the engine from
swinging back, which would result in a loud coasting noise during
engagement of gearing part 23. Device 20 remains in the meshed state via
its first gearing part until the internal combustion engine is set into
rotation again.
[0049]Characteristics maps 59 and 62 may also be designed as a common
characteristics map (table).
Patent applications by Apostolos Tsakiris, Ludwigsburg DE
Patent applications by Jochen Heusel, Reutlingen DE
Patent applications by Klaus Heyers, Reutlingen DE
Patent applications by Martin Neuburger, Geislingen DE
Patent applications in class Condition responsive control of starting device Patent applications in all subclasses Condition responsive control of starting device User Contributions:
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1Ross Dykstra Pursifull
2Gopichandra Surnilla
3Joseph Norman Ulrey
4Thomas G. Leone
5Chris Paul Glugla