EP1103720A2 - Procédé et dispositif pour la commande du courant d'un circuit d'allumage de moteur à combustion - Google Patents

Procédé et dispositif pour la commande du courant d'un circuit d'allumage de moteur à combustion Download PDF

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Publication number
EP1103720A2
EP1103720A2 EP00125290A EP00125290A EP1103720A2 EP 1103720 A2 EP1103720 A2 EP 1103720A2 EP 00125290 A EP00125290 A EP 00125290A EP 00125290 A EP00125290 A EP 00125290A EP 1103720 A2 EP1103720 A2 EP 1103720A2
Authority
EP
European Patent Office
Prior art keywords
current
primary current
primary
ignition
control signal
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
EP00125290A
Other languages
German (de)
English (en)
Other versions
EP1103720A3 (fr
EP1103720B1 (fr
Inventor
Christoph Nohtse
Alfredo Hoffmann
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.)
Volkswagen AG
Original Assignee
Volkswagen 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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP1103720A2 publication Critical patent/EP1103720A2/fr
Publication of EP1103720A3 publication Critical patent/EP1103720A3/fr
Application granted granted Critical
Publication of EP1103720B1 publication Critical patent/EP1103720B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • 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

Definitions

  • spark ignition occurs Air-fuel mixture.
  • the electrical spark required for this is generated by a Ignition system that ensures that the fuel-air mixture at all Operating conditions are ignited at the right time.
  • Ignition voltage is usually used coil ignition systems through which the Battery voltage, which is usually 12 V, to the ignition voltage, which is in the kV range lies, is transformed. This is done in the ignition coil by a current flow in the Primary winding built up a magnetic field, usually reinforced by an iron core. In this way, electrical energy in the form of a magnetic field is in the primary winding saved.
  • the current flow in the primary winding is interrupted at the time of ignition. So the magnetic field breaks down very quickly and is generated by induction in the Secondary winding of the ignition coil the ignition voltage.
  • the ignition voltage then leads to the Spark plug for sparking and thus for igniting the fuel-air mixture.
  • Closing angle controls or closing angle controls are known, which ensure that the Primary current only flows as long as it builds up the magnetic field in the primary winding is required. This is to ensure that changes in the Speed, the battery voltage or the resistance of the primary winding on the one hand constant ignition voltage is available and on the other hand the heat loss in the Ignition coil is limited at low engine speeds.
  • the closing angle is electronically proportional to the Speed changed so that the closing time, d. H. the time during which the primary current flows remains approximately constant.
  • closed-angle control there is also an acquisition of the actually flowing primary current, so that when voltage drops or at a Increasing the primary coil resistance of the closing angle can also be increased can.
  • the primary winding of the ignition coil is usually dimensioned so that one is possible rapid increase in the primary current and, as a result, the fastest possible Generation of the magnetic field is possible.
  • the ignition coil does not affect the this coil dimensioning resulting quiescent current is designed Current limitation made.
  • a regulation of the Current limiting system on when a predetermined closing angle and thus a predetermined target primary current is reached.
  • Such a regulation can in particular in that the output stage in the control unit increases its resistance or the Primary current is clocking.
  • the invention has for its object a method for controlling the current Specify ignition system for an internal combustion engine, which has the aforementioned disadvantage avoids. Furthermore, the invention has for its object a device for To indicate implementation of this procedure.
  • the control signal is preferably pulse-width modulated, the pulse duty factor being the signals the desired setpoint of the primary current. This has several advantages. So pulse width modulated signals can be easily generated. Pulse width modulated are also Signals insensitive to faults that can occur in the engine compartment.
  • the desired charging time can be particularly advantageous through the duration of the Control signal are signaled.
  • the regulation of the primary current can preferably be carried out after the setpoint has been reached mutual switching on and off of the current flow between the battery and the ground respectively.
  • a device is characterized in that control means are provided, which limit the primary current to a setpoint, which by a Control signal is reproduced.
  • the control signal is preferably pulse-width modulated, the pulse duty factor signals the desired setpoint of the primary current.
  • the desired charging time can preferably be signaled by the duration of the control signal become.
  • the control means preferably have switching means which are connected to the primary winding of the Ignition coil are connected in series, by opening and closing the switching means charging of the coil is interrupted and continued.
  • the switching means have a transistor.
  • a diode is connected in parallel to the primary winding, which during a Interrupting the charging process closes the primary circuit.
  • a capacitor is preferably provided, which is arranged on the secondary side in this way is that it is charged by an ignition pulse and as a voltage source for a ion current measurement can serve in the discharge.
  • the engine control unit M supplies the ignition output stage E with a pulse-width-modulated signal PMW in , the pulse duty factor signaling the desired primary current I 1set and the duration of the signal representing the desired charging time.
  • a signal in digital form with a corresponding information content can also be fed to the ignition stage.
  • the ignition output stage E then regulates the primary current to the value specified by the control signal.
  • a charging transistor L is driven, which is arranged on the primary side in front of the ignition coil.
  • a further transistor Z is provided, which is also controlled by the ignition output stage E. If the primary current is interrupted by the transistor Z, the primary-side magnetic field collapses very quickly and generates a high voltage by induction in the secondary winding S. If this exceeds the breakdown voltage, a spark jumps over the spark plug and the fuel-air mixture is ignited between the electrodes of the spark plug.
  • a capacitor K is also provided on the secondary side, which is provided as a voltage source for an ion current measurement between the electrodes of the spark plug. The capacitor is charged by the ignition pulses.
  • the ion current is then tapped via a voltage divider formed from the resistors R1 and R2 and fed to an amplifier V, which can also be arranged on the ignition coil in order to minimize the signal path up to the amplifier V.
  • the signals are then amplified to such an extent that they are not noticeably disturbed on the way to the engine control unit M by any interference signals that may occur.
  • the evaluation of the ion current signal I ion by the engine control unit M then enables, for example, detection of the knocking of the corresponding engine or detection of misfires.
  • the engine control unit M has, inter alia, a characteristic curve which indicates the switch-on time depending on the battery voltage.
  • a map is also provided, which indicates the charging current as a function of load and speed.
  • a Speed dynamic compensation as is usually provided in engine control units, is provided on the other hand, no longer necessary if the time of regulated operation is long enough. Furthermore, load dynamic compensation is provided as a factor, with one Multiplication by the charging current from the basic map is carried out.
  • Fig. 2 are the control signal originating from the engine control unit, the Control signals for the charging transistor L and the ignition transistor Z and the course of the Primary current shown.
  • the control signal 1 is pulse-width modulated, the Duty cycle signals the desired primary current and the duration of the signal indicates the desired charging time.
  • the primary coil is charged.
  • the Charging transistor L temporarily temporarily blocked during the period L1 and switched through.
  • the primary current 4 After the primary current 4 is switched on in a damped manner, this initially rises approximately linearly up to a setpoint specified by the control signal 1. After reaching this setpoint, the primary current is then regulated during the Time L2 by suitable control of the charging transistor L. Disables the Charging transistor L, the primary current drops. However, in this case the primary circuit is closed via the diode D, the current can initially according to Lenz's rule continue to flow so that the current drop is dampened. Then the charging transistor L switched through again so that the primary current again up to the predetermined setpoint can increase. With this regulation, the primary current until the ignition at the time Z2 limited to the specified setpoint.
  • the invention has several advantages. So can by regulating the primary current Power loss can be significantly reduced. Furthermore, the switch-on spark suppression possible without using an HV diode. This in turn makes it easy to and way to make an ion current measurement. Finally, the charging current Independent of battery voltage, and there is no need for speed dynamic compensation.

Landscapes

  • 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)
EP00125290A 1999-11-29 2000-11-27 Procédé et dispositif pour la commande du courant d'un circuit d'allumage de moteur à combustion Expired - Lifetime EP1103720B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19957350 1999-11-29
DE19957350 1999-11-29

Publications (3)

Publication Number Publication Date
EP1103720A2 true EP1103720A2 (fr) 2001-05-30
EP1103720A3 EP1103720A3 (fr) 2002-06-05
EP1103720B1 EP1103720B1 (fr) 2007-05-16

Family

ID=7930687

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00125290A Expired - Lifetime EP1103720B1 (fr) 1999-11-29 2000-11-27 Procédé et dispositif pour la commande du courant d'un circuit d'allumage de moteur à combustion

Country Status (2)

Country Link
EP (1) EP1103720B1 (fr)
DE (1) DE50014331D1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6837230B2 (en) * 2002-07-22 2005-01-04 Mitsubishi Denki Kabushiki Kaisha Ignition device for an internal combustion engine
WO2011113431A1 (fr) * 2010-03-17 2011-09-22 Motortech Gmbh Procédé d'allumage et installation d'allumage pour ce procédé

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59171219A (ja) * 1983-03-17 1984-09-27 Nec Corp レベル検出回路
JPH02245478A (ja) * 1989-03-20 1990-10-01 Mitsubishi Electric Corp 内燃機関点火装置
US5723916A (en) * 1996-05-17 1998-03-03 Delco Electronics Corporation Electrical load driving device including load current limiting circuitry

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6837230B2 (en) * 2002-07-22 2005-01-04 Mitsubishi Denki Kabushiki Kaisha Ignition device for an internal combustion engine
WO2011113431A1 (fr) * 2010-03-17 2011-09-22 Motortech Gmbh Procédé d'allumage et installation d'allumage pour ce procédé
US8893692B2 (en) 2010-03-17 2014-11-25 Motortech Gmbh Ignition method and ignition system therefor

Also Published As

Publication number Publication date
DE50014331D1 (de) 2007-06-28
EP1103720A3 (fr) 2002-06-05
EP1103720B1 (fr) 2007-05-16

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