EP0790406A2 - Système d'allumage électronique pour moteurs à combustion interne - Google Patents

Système d'allumage électronique pour moteurs à combustion interne Download PDF

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Publication number
EP0790406A2
EP0790406A2 EP97101844A EP97101844A EP0790406A2 EP 0790406 A2 EP0790406 A2 EP 0790406A2 EP 97101844 A EP97101844 A EP 97101844A EP 97101844 A EP97101844 A EP 97101844A EP 0790406 A2 EP0790406 A2 EP 0790406A2
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EP
European Patent Office
Prior art keywords
ignition
current
signal
circuit
ion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP97101844A
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German (de)
English (en)
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EP0790406A3 (fr
EP0790406B1 (fr
Inventor
Ulrich Dr. Bahr
Michael Daetz
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Volkswagen AG
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Deutsche Automobil GmbH
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Publication date
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Publication of EP0790406A3 publication Critical patent/EP0790406A3/fr
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Publication of EP0790406B1 publication Critical patent/EP0790406B1/fr
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    • 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
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • 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
    • 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
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F02P2017/125—Measuring ionisation of combustion gas, e.g. by using ignition circuits

Definitions

  • the invention relates to a method for controlling an electronic ignition system for internal combustion engines.
  • the high-voltage distribution to the individual cylinders does not take place via mechanical distribution systems, but via the ignition coil assigned to each cylinder with the associated output stage.
  • two-spark coils (double-spark coils) or four-spark coils are used, each of which supplies two or four cylinders with ignition sparks at the same time.
  • the output stage assigned to each ignition coil contains a power switching stage, for example a Darlington transistor, to which a control pulse for controlling or regulating the closing angle and for regulating the output stage current is supplied via a control circuit in order to set the ignition voltage, ignition energy and spark duration.
  • the value of the ignition energy to be made available to the engine which should be optimal for each operating point. For example, a large amount of ignition energy must be provided to ensure a safe cold start or to reliably ignite the fuel / air mixture in the cylinder even if the spark plugs are sooty. For normal operation, however, much less ignition energy is required.
  • An electronic ignition device for an internal combustion engine is known from DE 39 24 985 A1, in which a sequence of individual pulses is generated during the ignition cycle to supply ignition energy optimized for each operating point, each pulse leading to an ignition spark, with a high-voltage capacitor at the same time Ignition device takes over the task of applying high voltage to the individual ignition coils with precise timing.
  • the current amplitude of each individual pulse as well as the pulse repetition frequency can be controlled or regulated depending on machine parameters, such as engine speed, fuel-air ratio, load and knock.
  • This known ignition device which combines the advantages of a so-called programmable transistor ignition, namely that its ignition energy can be regulated or controlled depending on operating and environmental parameters, and combines the advantages of high-voltage capacitor ignition, namely the high-time application of high voltage, requires a large amount of components the consequence of high manufacturing costs of such an ignition.
  • DE-OS 24 44 242 an ignition system with a mechanical ignition distribution system is described in which the semiconductor power switch of the output stage is driven with a predetermined switching pulse repetition frequency, so that the semiconductor switch is switched on and off up to seven times during an ignition cycle.
  • an ignition voltage of, for example, 3 kV is generated, which is sufficient for ignition.
  • a voltage of approximately 800 V is then generated at the spark plug, which is required to maintain an arc.
  • the frequency as well as the switch-on time of the signal controlling the half-switch can be according to the requirements of the internal combustion engines, i. H. for example, depending on the ambient temperature, the ambient pressure, the machine temperature or the speed.
  • the disadvantage of this known ignition system is the choice of parameters for setting the pulse / duration ratio of the signal controlling the semiconductor switch. These parameters are set depending on the operating parameters of the internal combustion engine or depending on external conditions and do not depend on the current and voltage conditions on the ignition coil, so that ultimately a really optimal ignition energy - in the sense of just enough ignition energy to ignite the Air / fuel mixture - is not feasible with this known ignition system.
  • the duty cycle must be selected such that re-ignition is ensured even in the case of a previously extinguished ignition spark, but on the other hand a shorter charging time on the primary coil would be sufficient if the ignition spark did not go out.
  • Another disadvantage of this known ignition system relates to the use of a mechanical ignition distribution system.
  • EP 0 281 528 A1 describes an electronic ignition system with static high-voltage distribution, in which the semiconductor switch of an output stage is controlled by a control unit as a function of machine parameters and as a function of the primary current.
  • the primary circuit contains a load resistor in series with the semiconductor switch, the voltage drop occurring at this load resistor being fed to a comparator due to the primary current flow, which compares this value with a reference value.
  • the control unit receives a corresponding signal when the voltage drop across this load resistor exceeds the set reference value. This stops the charging process in the primary coil if the value of the primary current exceeds a certain value.
  • this known ignition system provides a sensor in the secondary circuit of the ignition coil, which provides a signal indicating the quality of the ignition spark to the control unit.
  • a voltage divider can be used here to generate a signal proportional to the generated ignition voltage. Depending on this value, the final value provided for the primary current can be reduced or increased.
  • the ignition energy made available on the spark plug can be optimized, not only as a function of the operating states of the machine, but also as a function of states of the ignition system.
  • the object of the present invention is to present a further method for controlling an electronic ignition system for internal combustion engines, with which the ignition energy provided on the spark plug is also optimized with regard to the operating parameters of the internal combustion engine and also with regard to the operating state of the actual ignition system. Furthermore, a device for carrying out such a method is to be specified, which can be manufactured inexpensively.
  • the first object is achieved with the features of claim 1. Thereafter, several successive ignition sparks are generated during an ignition cycle by an ignition pulse being supplied to the output stage to initiate the ignition cycle, whereby the charging of the primary coil is initiated and if a certain value of the primary current is exceeded, the latter is terminated and then further charging processes over the remaining period of the ignition cycle be initiated after the ignition current flowing after an ignition is interrupted.
  • the recharges are also ended when the respective primary current has reached a certain value.
  • the ignition energy packets supplied to the spark plug during an ignition cycle are determined in terms of their energy value by the detection and evaluation of the primary current and in terms of their chronological order by the detection and evaluation of the secondary current, so that the ignition energy provided on the spark plug with regard to the operating state of the ignition coil is optimized.
  • the duration of an ignition cycle is specified by a control unit as a function of operating parameters. This results in a simple procedure since the control unit no longer has to specify the times for the individual ignition pulses and the times for the charging processes.
  • this ignition coil can be built with a smaller volume.
  • a leakage circuit branch is proposed for the detection of the ignition current, which is constructed from a series circuit, a semiconductor diode and a leakage resistance.
  • the voltage drop occurring at the bleeder resistor is fed to an ignition current evaluation unit as an ignition current signal.
  • This ignition current evaluation unit is preferably constructed as a threshold circuit which generates a first recharge signal after the ignition current has been terminated.
  • a further development of the invention relates to the detection of the primary current by means of a measuring resistor through which this primary current flows, the voltage drop of which is fed to a primary current evaluation unit as a primary current signal.
  • This primary current evaluation unit preferably also consists of a threshold value circuit, which ends the charging process when the value of the primary current exceeds a certain value and generates a second reload signal with a time delay when the primary current has fallen below the certain value again.
  • the first and second recharge signals are fed to an AND circuit which generates a control signal for the output stage, so that the charging processes are ended or recharges are initiated.
  • the duration of an ignition cycle is specified by means of a cycle signal generated by the control unit and fed to the AND circuit.
  • an ion current signal is generated by means of a differential amplifier which is connected in parallel with the diverting circuit branch and which is constructed as an inverting amplifier, a reference voltage serving as an ion measuring voltage being supplied to one input of the comparator.
  • the ion current signal is preferably fed to an ion current evaluation circuit, which in turn is connected to the control unit.
  • FIG. 1 shows an electronic transistor ignition system for a four-cylinder internal combustion engine, each with a cylinder-associated ignition output stage, only two ignition output stages, each with a spark plug Zk 1 and Zk 4 , being shown for the sake of simplicity.
  • Each ignition output stage comprises an ignition coil Tr 1 ... Tr 4 with a primary and secondary winding P 1 ... P 4 or S 1 ... S 4 , and a spark plug Zk 1 ... Zk 4 and one with the primary winding connected output stage E 1 ... E 4 , constructed as a semiconductor power switch.
  • Each primary winding P 1 ... P 4 is connected with its one connection to an on-board battery voltage U B of 12 V, for example, and with its other connection to the semiconductor power switch E 1 ... E 4 , which is also referred to as an ignition transistor , connected.
  • the ignition pulses U E1 ... U E4 generated by a control circuit 2 and distributed to the output stages are each supplied via a control line to the control electrode of these ignition transistors.
  • the primary current I prim carried in the switched-on state of these ignition transistors E 1 ... E 4 is derived to ground potential via a measuring resistor R 4 .
  • the low potential sides of the secondary windings S 1 ... S 4 are connected to a common circuit node S, which is connected on the one hand to generate an ion current signal with an inverting amplifier, consisting of a differential amplifier 4 with an ion current measuring resistor R 1 fed back to the inverting input, and on the other hand a pnp transistor T to ground potential for deriving the ignition current I sec arising after ignition at a spark plug via a discharge circuit branch, composed of a series connection of an ignition current measuring resistor R 2 , a semiconductor diode D 1 and the emitter-collector path.
  • the base electrode of this transistor T is driven by the output of the differential amplifier 4.
  • both an ignition current signal U I, Zünd and an ion current signal U I, Ion are available at this output of the differential amplifier 4.
  • a constant reference voltage U ref2 preferably 5 V, is applied to the non-inverting input of the differential amplifier 4 , this constant reference voltage U ref2 being generated by a constant voltage source.
  • This constant reference voltage U ref2 is fed via this differential amplifier 4 to the secondary windings S 1 ... S 4 of the ignition coils T r1 ... T r4 and thus reaches the spark plugs Z k1 ... Z k4 .
  • a further diverting circuit branch consisting of a semiconductor diode D 2 is provided, which at the moment of a high voltage breakdown at one of the spark plugs Zk 1 ... Zk 4 derives the resulting negative voltage peaks via the circuit node S to ground potential.
  • the actual ignition current is, as already mentioned above, derived via the series circuit consisting of the ignition current measuring resistor R 2 of the semiconductor diode D 1 and the transistor T, which can also be constructed without this transistor T, which only serves to increase the current carrying capacity of the differential amplifier 4. If such a transistor T is dispensed with, the cathode of the semiconductor diode D 1 is connected directly to the output of the differential amplifier 4, so that the diverting circuit branch is connected in parallel with the ion measuring resistor R 1 .
  • FIG. 4 A further possibility for generating an ignition current signal is shown in FIG. 4, where the ignition current measuring resistor R 2 is arranged not in the emitter branch of the transistor T but in its collector branch, so that the measurement signal U I, ignition against ground potential can be tapped, which is for further processing this measurement signal is advantageous.
  • a resistor R 4 in the supply line to the base of the transistor T limits the measurement error resulting from a base current to small values.
  • the already mentioned measuring resistor R 4 is provided, whose primary current signal U i, pr is supplied to the inverting input of a comparator 9, while a reference voltage U ref1 is applied to its non-inverting input.
  • the value of this reference voltage U ref1 is chosen so that a high signal is present at the output of the comparator 9, as long as the value of the primary current I pr is less than 30 A.
  • the signal U 30A present at the output of this comparator 9 is fed to an AND circuit 3, the output of which is connected to the control circuit 2.
  • the ignition current signal U I, Zünd available at the output of the differential amplifier 4 is evaluated by a threshold circuit 5, which serves as an ignition current evaluation unit, and generates a first charging signal U I, sek as a high signal if the value of the secondary current I sek is greater than - 10 mA, that is almost zero.
  • This ignition current signal U I, Zünd is also fed to the AND circuit 3.
  • this ion current signal U I, Ion generated by the differential amplifier connected as an inverting amplifier is carried out subsequently an ignition phase in that this ion current signal U I, Ion is supplied to an ion current evaluation circuit 11.
  • this signal U I, Ion is first processed by a low-pass filter 6, which is supplied as a raw ion current signal U Ion, TP directly to a control unit 1, in order to determine on the basis of this signal whether combustion has actually taken place.
  • this raw ion current signal U Ion, TP is integrated by means of an integrator 7, which is reset before the measurement, and is also supplied to the control unit 1 for detecting misfires as an ion current integral signal U Ion, int .
  • this raw ion current signal is also fed to a high-pass filter 8 with a cut-off frequency of 5 kHz, which also feeds this high-pass filtered ion current signal U Ion, HP to the control unit 1 for knock detection.
  • This control unit 1 assumes the function of an engine management system by supplying ignition signals for the individual cylinders to the control circuit 2 via four lines 1a, which in turn together with the control signals U B / nL ignition pulses U obtained via the AND circuit 3 and a negative circuit 10 connected downstream thereof E1 ... U E4 to control the output stages E 1 ... E 1 . deduce. To generate these ignition signals, this control unit 1 is supplied with engine parameters such as load, speed and temperature via an input E. Corresponding actuators are controlled via outputs A.
  • an OR circuit 12 connected to lines 1a derives an ignition cycle signal U st , which defines the duration of each ignition cycle via AND circuit 3.
  • a sequence of several individual pulses is generated, each of which leads to an ignition spark.
  • Such a sequence of charging and burning cycles during an ignition cycle is shown with the pulse-shaped curve 2 in the pie chart according to FIG. 3.
  • This representation corresponds to an operating point of the internal combustion engine at a speed of 2000 1 / min at an ignition point of 30 ° before top dead center TDC.
  • the small radius of this curve 2 corresponds to a charging cycle and the large radius of this curve 2 corresponds to a burning phase.
  • the charging and burning phase of a conventional transistor ignition is shown with curve 1a and 1b, where the charging phase according to curve 1a is approximately 90 ° before top dead center and the burning phase according to curve 1b at 30 ° before top dead center OT starts.
  • the firing phase has ended 20 ° before top dead center OT, while the charging and firing cycles are continued in the ignition according to the invention up to top dead center OT.
  • an ignition cycle begins at time t 1 with a first charging process on the primary coil (compare FIG. 2b).
  • the further course is determined by the levels of the primary current signal U 30A and the first recharge signal U -10mA , which are processed by the AND circuit and the negative circuit 12 connected downstream thereof to form a signal U B / nL- , as shown in FIG. 2f .
  • a secondary current I sek is generated according to FIG. 2d, which flows as an ignition current from the circuit node S into the secondary coil. Since the value of this ignition current is now less than -10 mA, the first charging signal U -10 mA is reset to the low level at the output of the threshold circuit 5 (cf. FIG. 2e).
  • the primary current signal U 30A returns to its high level with a time delay of a few ⁇ s (cf. FIG. 2C).
  • the ignition current decays, reaching a value that is above -10 mA.
  • the second charging signal again assumes its high level, so that all the input levels present at the input of the AND circuit 3 are high, which means that a further charging process begins at time t 2 (see FIG. 2b), which is stopped again if the primary current I pr has exceeded the value of 30 A.
  • the time t 3 is exceeded, as a result of which the ignition cycle signal U st is reset to the low level, so that no further charging phase can be initiated.
  • FIG. 2g shows the course of the ignition signal U E4 of the associated output stage E 4 , the rising and falling edge of which is determined by the level of the output signal U B / nL at the negator circuit 12.
  • the rising edge is determined either by the rising edge of the ignition cycle signal U st or by the first charging signal U -10mA
  • the falling edge is determined by the falling edge of the primary current signal U 30A .
  • the duration of an ignition cycle is specified, the duration of which can be set between 0.2 ms and any period of time, as a result of which the ignition energy to be supplied to the spark plugs not only with regard to the current operating parameters of the internal combustion engine, but also with regard to the operating states present directly on the ignition coils. Since these operating parameters on the ignition coils detect both the primary current and the secondary current, one can speak of an energy-controlled ignition.
  • the circuit used for ion current and secondary current measurement has the advantage that a measurement voltage of less than 40 V is required.
  • the measurement voltage generation and ion current evaluation can therefore be carried out in a simple manner using inexpensive low-voltage components. Due to the circuit topology, normal semiconductor diodes can be used to derive the ignition currents, which have significantly lower leakage currents than the Zener diodes commonly used.
  • a dissipation resistor R 3 should be pointed out, which is between the circuit node S and the low potential side of each secondary coil S 1 ... S 4 is inserted.
  • This dissipation resistor R 3 two antiserially connected Zener diodes Z 1 and Z 2 are connected in parallel. These components serve to quickly dissipate the residual energy still remaining in the secondary winding or in the secondary capacitances after the ignition spark has broken off, that is to say at the end of the burning time.
  • Such a parallel connection substantially shortens the duration of the swing-out after the ignition spark has broken off, so that an ion current measurement which is not impaired by the swing-out behavior can be carried out immediately thereafter.
  • the value of this dissipation resistance R 3 will usually be in the range between 10 k ⁇ and 100 k ⁇ and thus causes the energy to dissipate rapidly.
  • the two Zener diodes Z 1 and Z 2 are necessary to limit the voltage drop occurring across the dissipation resistor R 3 , which would otherwise result in a considerable reduction in the ignition energy.
  • an ignition current of 100 mA at a resistor of 50 k ⁇ would cause a voltage drop of 5000 V.
  • the Zener voltages of the Zener diodes Z 1 and Z 2 are therefore chosen so that only a slight reduction in the ignition energy occurs, for example in the amount of 50 V.
  • Zener diode Z 2 instead of using two Zener diodes Z 1 and Z 2 , it is also possible to provide only the Zener diode Z 2 and to dispense with the Zener diode Z 1 . However, this would cause the swing-out behavior to be asymmetrical and the swing-out duration to be extended somewhat. On the other hand, it would be advantageous that the voltage loss in ignition mode would be less than 1 V.
  • Zener diodes are in series with the secondary winding ignition coils Tr 1 ... Tr 4 and the ion measuring resistor R 1 , their leakage currents have no negative effect in the subsequent ion measurement.
  • the reference voltage U ref2 serving as measurement voltage U Meß is applied by the inverting differential amplifier 4 to the secondary windings S 1 ... S 4 , which then generates an ion current at the corresponding spark plug.
  • the inverting differential amplifier 4 converts this ion current into the already mentioned ion current signal U I, Ion , which is fed as a measurement signal of the ion current to the already mentioned ion current evaluation unit 6.
  • the measuring voltage U Meß which is supplied to the secondary winding S 1 ... S 4 of the ignition coils Tr 1 ... Tr 4 and which can be between 5 and 30 V, preferably 20 V, is constant during the entire ion current measuring period . Since the ion current is in the ⁇ A range, a differential amplifier 4 with a low input current is used, which is available inexpensively today.
  • a further resistor (not shown in the figure) can be provided in the feed line to its inverting input.
  • control unit 1 The division of the functions between the control unit 1 and the adjacent circuit parts can also be implemented differently. So it is also possible that the control unit 1 further functions, such as. B. the integration of the ion current signal (instead of the integrator 7), the function of the comparators 5 and 9, the AND function of the AND circuit 3 or the control circuit 2 takes over the control of the output stages E 1 to E 4 .

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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)
EP97101844A 1996-02-16 1997-02-06 Système d'allumage électronique pour moteurs à combustion interne Expired - Lifetime EP0790406B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19605803 1996-02-16
DE19605803A DE19605803A1 (de) 1996-02-16 1996-02-16 Schaltungsanordnung zur Ionenstrommessung

Publications (3)

Publication Number Publication Date
EP0790406A2 true EP0790406A2 (fr) 1997-08-20
EP0790406A3 EP0790406A3 (fr) 1999-01-27
EP0790406B1 EP0790406B1 (fr) 2003-07-02

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EP97101844A Expired - Lifetime EP0790406B1 (fr) 1996-02-16 1997-02-06 Système d'allumage électronique pour moteurs à combustion interne
EP97101843A Expired - Lifetime EP0790409B1 (fr) 1996-02-16 1997-02-06 Circuit de mesure pour courant ionique dans des dispositifs d'allumages pour moteurs à combustion interne
EP97101842A Expired - Lifetime EP0790408B1 (fr) 1996-02-16 1997-02-06 Circuit de mesure pour courant ionique dans des dispositifs d'allumages pour moteurs à combustion interne

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EP97101843A Expired - Lifetime EP0790409B1 (fr) 1996-02-16 1997-02-06 Circuit de mesure pour courant ionique dans des dispositifs d'allumages pour moteurs à combustion interne
EP97101842A Expired - Lifetime EP0790408B1 (fr) 1996-02-16 1997-02-06 Circuit de mesure pour courant ionique dans des dispositifs d'allumages pour moteurs à combustion interne

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US (3) US6043660A (fr)
EP (3) EP0790406B1 (fr)
DE (4) DE19605803A1 (fr)
ES (1) ES2166479T3 (fr)

Cited By (7)

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DE19956032A1 (de) * 1999-11-22 2001-05-23 Volkswagen Ag Schaltung zur Zündaussetzererkennung bei einer Brennkraftmaschine
EP1854998A3 (fr) * 2006-05-12 2008-05-28 GE Jenbacher GmbH & Co OHG Dispositif d'allumage pour moteur à combustion interne
WO2009012836A1 (fr) * 2007-07-24 2009-01-29 Daimler Ag Procédé permettant de faire fonctionner un système d'allumage pour un moteur à combustion interne d'un véhicule automobile à allumage commandé et système d'allumage correspondant
WO2009012835A1 (fr) * 2007-07-24 2009-01-29 Daimler Ag Procédé de fonctionnement d'un système d'allumage pour un moteur à combustion interne d'un véhicule automobile à allumage commandé et système d'allumage
WO2012069316A1 (fr) * 2010-11-23 2012-05-31 Continental Automotive Gmbh Procédé pour faire fonctionner un dispositif d'allumage d'un moteur à combustion interne, et dispositif d'allumage d'un moteur à combustion interne pour la mise en oeuvre de ce procédé
WO2014146744A1 (fr) * 2013-03-19 2014-09-25 Daimler Ag Procédé pour faire fonctionner un moteur à combustion interne ainsi que moteur à combustion interne
CN111835323A (zh) * 2019-04-17 2020-10-27 联合汽车电子有限公司 内驱点火igbt过载保护方法和装置

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DE19605803A1 (de) * 1996-02-16 1997-08-21 Daug Deutsche Automobilgesells Schaltungsanordnung zur Ionenstrommessung
JP3129403B2 (ja) * 1997-05-15 2001-01-29 トヨタ自動車株式会社 イオン電流検出装置
DE19720535C2 (de) * 1997-05-16 2002-11-21 Conti Temic Microelectronic Verfahren zur Erkennung klopfender Verbrennung bei einer Brennkraftmaschine mit einer Wechselspannungszündanlage
DE19829583C1 (de) * 1998-07-02 1999-10-07 Daimler Chrysler Ag Verfahren und Vorrichtung zur Bestimmung der Durchbruchspannung bei der Zündung einer Brennkraftmaschine
US6357427B1 (en) 1999-03-15 2002-03-19 Aerosance, Inc. System and method for ignition spark energy optimization
DE19917268B4 (de) 1999-04-16 2005-07-14 Siemens Flow Instruments A/S Verfahren zum Überprüfen eines elektromagnetischen Durchflußmessers und elektromagnetische Durchflußmesseranordnung
DE19917261C5 (de) * 1999-04-16 2010-09-09 Siemens Flow Instruments A/S Elektromagnetische Durchflußmesseranordnung
US6378513B1 (en) * 1999-07-22 2002-04-30 Delphi Technologies, Inc. Multicharge ignition system having secondary current feedback to trigger start of recharge event
US6186130B1 (en) * 1999-07-22 2001-02-13 Delphi Technologies, Inc. Multicharge implementation to maximize rate of energy delivery to a spark plug gap
DE10031553A1 (de) * 2000-06-28 2002-01-10 Bosch Gmbh Robert Induktive Zündvorrichtung mit Ionenstrommeßeinrichtung
US6360587B1 (en) * 2000-08-10 2002-03-26 Delphi Technologies, Inc. Pre-ignition detector
AT409406B (de) * 2000-10-16 2002-08-26 Jenbacher Ag Zündsystem mit einer zündspule
DE10104753B4 (de) * 2001-02-02 2014-07-03 Volkswagen Ag Verfahren und Vorrichtung zum Erfassen des Verbrennungsablaufs in einem Brennraum eines Verbrennungsmotors
DE10125574A1 (de) * 2001-05-25 2002-11-28 Siemens Building Tech Ag Flammenüberwachungsvorrichtung
US6781384B2 (en) * 2001-07-24 2004-08-24 Agilent Technologies, Inc. Enhancing the stability of electrical discharges
DE10152171B4 (de) * 2001-10-23 2004-05-06 Robert Bosch Gmbh Vorrichtung zur Zündung einer Brennkraftmaschine
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EP0790408A2 (fr) 1997-08-20
DE59705316D1 (de) 2001-12-20
EP0790406A3 (fr) 1999-01-27
EP0790409A3 (fr) 1999-01-20
DE59710359D1 (de) 2003-08-07
EP0790408B1 (fr) 2001-11-14
EP0790409A2 (fr) 1997-08-20
DE59710592D1 (de) 2003-09-25
US5758629A (en) 1998-06-02
ES2166479T3 (es) 2002-04-16
EP0790408A3 (fr) 1999-01-20
EP0790409B1 (fr) 2003-08-20
US6043660A (en) 2000-03-28
DE19605803A1 (de) 1997-08-21
US5914604A (en) 1999-06-22
EP0790406B1 (fr) 2003-07-02

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