EP0596471A2 - Système d'allumage à courant alternatif pour un moteur à combustion avec réglage de l'énergie d'allumage - Google Patents

Système d'allumage à courant alternatif pour un moteur à combustion avec réglage de l'énergie d'allumage Download PDF

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Publication number
EP0596471A2
EP0596471A2 EP93117813A EP93117813A EP0596471A2 EP 0596471 A2 EP0596471 A2 EP 0596471A2 EP 93117813 A EP93117813 A EP 93117813A EP 93117813 A EP93117813 A EP 93117813A EP 0596471 A2 EP0596471 A2 EP 0596471A2
Authority
EP
European Patent Office
Prior art keywords
ignition
input
current
output
voltage
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.)
Withdrawn
Application number
EP93117813A
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German (de)
English (en)
Other versions
EP0596471A3 (fr
Inventor
Udo Mai
Ekkehard Kollmann
Johann Wandl
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.)
Vogt Electronic AG
Original Assignee
Vogt Electronic AG
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 Vogt Electronic AG filed Critical Vogt Electronic AG
Publication of EP0596471A2 publication Critical patent/EP0596471A2/fr
Publication of EP0596471A3 publication Critical patent/EP0596471A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/045—Layout of circuits for control of the dwell or anti dwell time
    • F02P3/0453—Opening or closing the primary coil circuit with semiconductor devices
    • F02P3/0456—Opening or closing the primary coil circuit with semiconductor devices using digital techniques
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/10—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having continuous electric sparks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines

Definitions

  • a computer 1 is provided in all circuits, in the memory of which motor-specific data relating to the necessary ignition voltage and current are stored in the form of a characteristic field. After this, z. B. the required ignition voltage with increasing speed, but increases with increasing load.
  • the ignition voltage and the ignition current are controlled as a function of this characteristic field and of measured values recorded by the sensor 2, which correspond to current operating parameters.
  • the control takes place by means of the computer 1, its outputs 3 and 4 or 8 control signals for controlling the IGBT transistor 12 and thus for determining the duration of the alternating ignition current and the ignition coil energy deliver.
  • the operating frequency is preferably in the range from approximately 8 kHz to 17 kHz, but can, with appropriate circuit dimensions, also extend down to approximately 100 Hz and up to the MHz range.
  • the output 3 of the computer 1 is connected to the control input of the IGBT transistor 12 via the first input of an AND gate 29 and the downstream driver stage 17.
  • the output 3 delivers a determine the duration of the alternating ignition current the impulse.
  • the second output 4 which supplies a signal determining the ignition coil energy, is connected to the first input, the (-) input, of the comparator 27, the output of which is connected via a monoflop 28 to the second input of the AND gate 29.
  • the switching transistor namely the IGBT transistor 12 is located in the circuit of the primary winding 10b of the ignition coil 10 fed from the DC voltage source 5.
  • the spark plug 11 with its symbolically indicated electrodes is located in the circuit of the secondary winding 10a of the ignition coil 10.
  • a resonant circuit capacitor 13 and an energy recovery diode 15 are connected parallel to the output of the switching transistor 12, that is to say parallel to the collector-emitter path of this transistor.
  • An ohmic resistor 31 is arranged in the working circuit of the IGBT transistor 12, namely between the emitter and ground. The voltage falling across it and proportional to the ignition coil current is fed to the second input, namely the (+) input of the comparator 27.
  • This circuit works as follows. By means of the signal supplied at the output 3 of the computer for determining the duration of the ignition spark, which reaches the base of the IGBT transistor via the driver stage 10 when the AND gate 29 is open, the latter is switched through, as a result of which the current in the primary winding 10b of the ignition coil 10 increases linearly . Proportional to this current, a voltage drops across the emitter resistor 31, which voltage is fed via line 6 to the (+) input of the comparator 27. As long as the voltage applied to this (+) input is below the energy control voltage supplied by output 4 of the computer, the AND gate controlled by the output of comparator 27 via monoflop 28 remains open.
  • the output of the comparator 27 becomes positive and triggers the monoflop 28, which blocks the AND gate 29 for the duration of the pulse generated by it .
  • the result is that the IGBT transistor 12 is blocked.
  • the energy stored in the ignition coil 10 generates a semi-sinusoidal voltage on the capacitor 13, which voltage, transformed to the secondary winding 10a, represents the ignition voltage for the spark plug 11.
  • the excess energy is returned to the ignition coil via the energy recovery diode 15.
  • the duration of the pulse supplied by the monoflop 28 is dimensioned such that the transistor 12 is safely blocked during the duration of the semi-sinusoidal voltage across the capacitor 13.
  • the pulse of the monoflop ends during the current flow time of the energy recovery diode 15.
  • Fig. 2 works in the same way as the circuit explained above. Fig. 1.
  • the circuit acc. Fig. 2 is only compared to that according to. 1 is simplified because the functions of the comparator 27, the monoflop 28 and the AND gate 29 are replaced by calculations in the computer 1.
  • the energy stored in the coil must be varied in order to implement the proposed invention by changing the switch-on time of the transistor. After switching off, that is to say blocking, the transistor for a predetermined time, the switching transistor is to be switched through again, that is to say to open.
  • switching acc. Fig. 1 ensures the monoflop 28.
  • this predetermined switch-off time is determined by the computer. Otherwise, the operation of the circuit corresponds to. 2 of those of FIG. 1st
  • the connection 7 shown in FIG. 2 is not required. However, if there is no constant operating voltage available over time, its value is to be fed to computer 1 as a further operating parameter via input 7.
  • Fig. 3 is a control circuit constructed with further discrete components acc. presented the invention.
  • control output 3 of the computer is also connected to an input of an AND gate 22, which, however, has two further inputs.
  • This AND gate 22 is connected to the first input, the S input, of an RS flip-flop 18.
  • the second control output 4 of the computer 1 is connected to the (-) input of a comparator 26, the output of which leads to the R input of the RS flip-flop.
  • the Q output of the RS flip-flop 18 controls the IGBT transistor 12 via a driver stage 17, which is in the circuit of the primary winding 10b of the ignition coil 10 fed from the voltage source 5.
  • the spark plug 11 lies with its electrodes on the secondary winding 10a of the ignition coil 10.
  • the arrangement of the resonant circuit capacitor 13 and the energy recovery diode 15 corresponds to that in the circuit according to FIG. Fig. 1. On ders than in the circuit according.
  • a signal is derived from the current flowing through the diode 15 by means of a current converter 14 which, after differentiation with the differentiating stage 16 and reversal by means of the inverter 19, is fed to the second input of the AND gate 22.
  • the current transformer consists of a converter 14, the primary winding 14a of which is in the circuit of the diode 15 and the secondary winding 14b is terminated with an ohmic resistor 33.
  • the third input of the AND gate 22 is fed with a signal which is derived from the voltage induced in the ignition coil.
  • a second secondary winding 10c is inductively coupled to the primary winding 10b of the ignition coil 10, into which the ignition voltage induces a control voltage which is supplied to the third input of the AND gate 22 after rectification by means of the rectifier 20 and reversal by means of the inverter 21.
  • the linearly increasing voltage supplied to the second input of the comparator 26 is derived from the switching transistor current, a separate DC voltage source is used for this purpose in the circuit according to FIG. 3.
  • This consists of the direct current source 23, at the output of which is a capacitor 24 which is bridged by the switching transistor 25. This is controlled by the Q output of the flip-flop 18. If the switching transistor 25 is blocked, the capacitor 24, which is connected to the plus input of the comparator 26, can charge linearly. If this voltage reaches the value predetermined by the voltage at output 4 of computer 1, comparator 26 generates a signal toggling the flip-flop at its output connected to the R input of flip-flop 18.
  • the pulse supplied by the output 3 and determining the spark duration sets the RS flip-flop 18 via the AND gate 22, insofar as signals switching through the AND gate 22 are present at the two further inputs.
  • the IGBT transistor 12 is switched through via the now positive Q output of the flip-flop 18 and the driver stage 17.
  • the switching transistor 25 is blocked via the Q output of the flip-flop 18, so that a linear voltage 1 is present across the capacitor 24 in the manner described above.
  • This voltage U1 and the energy control voltage 4 supplied by the computer 1 via the output 4 are fed to the inputs of the comparator 26. If the capacitor voltage U1 exceeds the control voltage 4, the voltage at the output of the comparator becomes positive, as a result of which the flip-flop 18 is reset.
  • the AND gate 22 is generated on the one hand via the secondary winding 10c, the diode 20 and the inverter 21 and on the other hand via the current transformer 14, the differentiating circuit 16 and the inverter 19, a signal blocking the AND gate 22.
  • the flip-flop 18 cannot be set, so that the transistor 25 remains switched on, that is to say conductive, and the charging of the capacitor 24 is prevented. If both processes have subsided, the gate 22 is released again, the flip-flop 18 is set and the cycle begins again.
  • This measure makes it possible to adapt the ignition current to the respective conditions and thus to achieve a maximum candle life.
  • this ignition energy control extends the life of the catalyst. Since gasoline is known to destroy the catalytic converter, the ingress of gasoline must be prevented. To achieve this, a signal is fed to the computer 1 by means of a sensor as soon as the ignition has taken place.
  • sensors can e.g. B. knock sensors or motion sensors, which detect the differential angular velocity of the crankshaft.
  • a specific ignition energy is specified by means of the computer 1, starting from the characteristic field. If the ignition or ignition is determined, the ignition process can be stopped immediately. If, on the other hand, no ignition is detected after a predetermined time, the computer can ignite the z. B. continuously increase until the ignition occurs. If no ignition is achieved within the intended ignition period, the ignition energy can be set to the maximum value and the ignition can remain switched on until the next top dead center (TDC) is reached. This measure ensures that the largest possible proportion of the gasoline-air mixture present in the cylinder space is burned, which leads to a maximum catalyst life.
  • TDC top dead center
  • the fuel supply of the special cylinder can be interrupted by computer 1 and an alarm signal can be given to the driver.
  • the proposal according to the invention for ignition energy control as a function of a characteristic curve field and of measured operating parameters in combination with a ignition sensor which monitors or ascertains the ignition process leads to optimum candle protection and catalyst life.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
EP93117813A 1992-11-04 1993-11-03 Système d'allumage à courant alternatif pour un moteur à combustion avec réglage de l'énergie d'allumage. Withdrawn EP0596471A3 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4237271 1992-11-04
DE4237271A DE4237271A1 (de) 1992-11-04 1992-11-04 Zündsteuerung für Verbrennungskraftmaschinen
US08/434,378 US5505175A (en) 1992-11-04 1995-05-03 Ignition system for internal combustion engine

Publications (2)

Publication Number Publication Date
EP0596471A2 true EP0596471A2 (fr) 1994-05-11
EP0596471A3 EP0596471A3 (fr) 1995-02-22

Family

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Family Applications (1)

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EP93117813A Withdrawn EP0596471A3 (fr) 1992-11-04 1993-11-03 Système d'allumage à courant alternatif pour un moteur à combustion avec réglage de l'énergie d'allumage.

Country Status (3)

Country Link
US (1) US5505175A (fr)
EP (1) EP0596471A3 (fr)
DE (1) DE4237271A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0674102B1 (fr) * 1994-03-23 1997-11-12 DAUG Deutsche Automobilgesellschaft mbH Dispositif d'allumage à courant alternatif avec un circuit électronique optimisé
EP0640761B2 (fr) † 1993-08-25 2004-01-02 Volkswagen Aktiengesellschaft Dispositif d'allumage commandable

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19608526C2 (de) * 1996-03-06 2003-05-15 Bremi Auto Elek K Bremicker Gm Verfahren zur Regelung der Mindestzündenergie bei einer Brennkraftmaschine
JP3191691B2 (ja) * 1996-08-13 2001-07-23 トヨタ自動車株式会社 ガス燃料内燃機関の制御装置
DE19643785C2 (de) * 1996-10-29 1999-04-22 Ficht Gmbh & Co Kg Elektrische Zündvorrichtung, insbesondere für Brennkraftmaschinen, und Verfahren zum Betreiben einer Zündvorrichtung
DE19720535C2 (de) * 1997-05-16 2002-11-21 Conti Temic Microelectronic Verfahren zur Erkennung klopfender Verbrennung bei einer Brennkraftmaschine mit einer Wechselspannungszündanlage
DE19817082A1 (de) * 1998-04-17 1999-10-21 Daimler Chrysler Ag Verfahren zur Ansteuerung wenigstens einer Zündkerze einer Brennkraftmaschine
US6112730A (en) * 1999-02-26 2000-09-05 Thomas C. Marrs Ignition system with clamping circuit for use in an internal combustion engine
DE10003109A1 (de) * 2000-01-26 2001-08-02 Bosch Gmbh Robert Verfahren zur Erzeugung einer Folge von Hochspannungszündfunken und Hochspannungszündvorrichtung
GB0203582D0 (en) * 2002-02-15 2002-04-03 Smiths Group Plc Ignition circuits
US7080639B1 (en) 2005-06-30 2006-07-25 Visteon Global Technologies, Inc. Soft IGBT turn-on ignition applications
FR2943739B1 (fr) * 2009-03-24 2015-09-04 Renault Sas Procede d'allumage d'un melange de comburant pour moteur thermique
US8931457B2 (en) 2009-08-18 2015-01-13 Woodward, Inc. Multiplexing drive circuit for an AC ignition system with current mode control and fault tolerance detection
US8276564B2 (en) * 2009-08-18 2012-10-02 Woodward, Inc. Multiplexing drive circuit for an AC ignition system
ITUB20151983A1 (it) * 2015-07-08 2017-01-08 Eldor Corp Spa Sistema di accensione elettronica per un motore endotermico e metodo di pilotaggio dello stesso
CN115680961B (zh) * 2022-09-27 2025-10-21 浙江吉利控股集团有限公司 一种发动机控制方法、系统及电子设备

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0034787A1 (fr) * 1980-02-21 1981-09-02 Siemens Aktiengesellschaft Système d'allumage pour moteurs à combustion interne
EP0415240A2 (fr) * 1989-08-30 1991-03-06 VOGT electronic Aktiengesellschaft Système d'allumage pour un moteur à combustion

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US3945362A (en) * 1973-09-17 1976-03-23 General Motors Corporation Internal combustion engine ignition system
JPS55109760A (en) * 1979-02-19 1980-08-23 Hitachi Ltd Electronic ignition control
IT1151889B (it) * 1982-06-28 1986-12-24 Alfa Romeo Auto Spa Dispositivo di controllo dell'accensione per un motore a c.i.
US4829971A (en) * 1985-10-28 1989-05-16 Minks Floyd M Regulated power supply for a solid state ignition system
DE3601096A1 (de) * 1986-01-16 1987-07-23 Atlas Fahrzeugtechnik Gmbh Zuendsystem fuer einen verbrennungsmotor
IT1208855B (it) * 1987-03-02 1989-07-10 Marelli Autronica Sistema di accensione ad energia di scintilla variabile per motori acombustione interna particolarmente per autoveicoli
DE3714309A1 (de) * 1987-04-29 1988-11-10 Bayerische Motoren Werke Ag Zuendanlage fuer eine brennkraftmaschine
DE3821740A1 (de) * 1988-06-28 1990-01-11 Jan Thomas Dipl Ing Haas Zylinderautonome steuerung der zuendung/einspritzung bei verbrennungsmotoren
JP2569195B2 (ja) * 1990-03-29 1997-01-08 三菱電機株式会社 内燃機関用点火装置
US4998526A (en) * 1990-05-14 1991-03-12 General Motors Corporation Alternating current ignition system
JPH0454278A (ja) * 1990-06-22 1992-02-21 Mitsubishi Electric Corp 内燃機関用点火装置
US5183024A (en) * 1990-10-04 1993-02-02 Mitsubishi Denki Kabushiki Kaisha Ignition device for internal combustion engine
JPH05256235A (ja) * 1992-03-16 1993-10-05 Mitsubishi Electric Corp 内燃機関点火装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0034787A1 (fr) * 1980-02-21 1981-09-02 Siemens Aktiengesellschaft Système d'allumage pour moteurs à combustion interne
EP0415240A2 (fr) * 1989-08-30 1991-03-06 VOGT electronic Aktiengesellschaft Système d'allumage pour un moteur à combustion

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0640761B2 (fr) † 1993-08-25 2004-01-02 Volkswagen Aktiengesellschaft Dispositif d'allumage commandable
EP0674102B1 (fr) * 1994-03-23 1997-11-12 DAUG Deutsche Automobilgesellschaft mbH Dispositif d'allumage à courant alternatif avec un circuit électronique optimisé

Also Published As

Publication number Publication date
US5505175A (en) 1996-04-09
DE4237271A1 (de) 1994-05-05
EP0596471A3 (fr) 1995-02-22

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