EP1280993A2 - Systeme d'allumage pour moteur a combustion interne - Google Patents

Systeme d'allumage pour moteur a combustion interne

Info

Publication number
EP1280993A2
EP1280993A2 EP01923517A EP01923517A EP1280993A2 EP 1280993 A2 EP1280993 A2 EP 1280993A2 EP 01923517 A EP01923517 A EP 01923517A EP 01923517 A EP01923517 A EP 01923517A EP 1280993 A2 EP1280993 A2 EP 1280993A2
Authority
EP
European Patent Office
Prior art keywords
ignition
voltage
switching means
ignition system
spark
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
EP01923517A
Other languages
German (de)
English (en)
Other versions
EP1280993B1 (fr
Inventor
Horst Meinders
Wolfgang Feiler
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1280993A2 publication Critical patent/EP1280993A2/fr
Application granted granted Critical
Publication of EP1280993B1 publication Critical patent/EP1280993B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/0407—Opening or closing the primary coil circuit with electronic switching means
    • F02P3/0435—Opening or closing the primary coil circuit with electronic switching means with semiconductor devices
    • 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

Definitions

  • the invention relates to an ignition system for an internal combustion engine with the features mentioned in the preamble of claim 1.
  • Ignition systems of the generic type serve to ignite a compressed fuel-air mixture in the internal combustion engine.
  • an arc discharge is generated between two electrodes of the spark plug by means of an ignition device, usually a spark plug.
  • an ignition voltage in the high voltage range must be provided.
  • the ignition coil works here as an energy store and as a transformer. During the closing time of the primary-side switching device, the electrical energy provided by the voltage source is see energy stored and made available at the time of ignition as a high-voltage ignition pulse.
  • a certain minimum ignition energy is required to ignite the compressed fuel-air mixture.
  • the level of this minimum ignition energy depends on the stoichiometric composition of the fuel-air mixture. In the case of lean fuel-air mixtures in particular, ie air is in a stoichiometric excess, an increased minimum ignition energy is necessary. If this minimum ignition energy is not provided, incomplete combustion of the fuel-air mixture or misfiring can occur.
  • Known possibilities for influencing the burning process consist in the variation of the spark burning duration and / or the spark burning current.
  • To increase the spark duration and / or the spark current it is known to increase the energy stored in the ignition coil on the primary side, for example by increasing the primary current on the primary side.
  • a correspondingly large design of an ignition coil must be selected. This stands in the way of optimizing the installation volume.
  • the ignition system according to the invention offers the advantage that a high ignition energy can be provided in a simple manner, which in particular also for igniting lean fuel-air mixtures in any operating mode. Situation of the internal combustion engine is adequately dimensioned. Characterized in that two ignition coils are provided, the secondary windings of which are each connected to a spark plug and the primary windings can be supplied with the supply voltage by a respective switching means, and a control circuit is provided via which the switching means and thus the ignition coils are actuated at different times , is advantageously possible to switch on the second ignition coil exactly at the point in time in which the switch-off voltage in the voltage circuit of the first ignition coil leads to the secondary-side development of the high voltage.
  • a positive switch-on voltage is formed on the high-voltage side of the second ignition coil, which is added to the negative operating voltage of the spark generated by the first ignition coil and thus increases, in particular more than doubles, the operating voltage applied to the ignition electrodes of the spark plug.
  • This high ignition energy is suitable for safely igniting even lean fuel-air mixtures at any time.
  • Figure 1 shows schematically an ignition system in a circuit diagram
  • FIG. 1 shows an ignition system, designated overall by 10, in an equivalent circuit diagram.
  • the ignition system 10 comprises a spark plug 12, to which a first ignition coil 14 and a second ignition coil 16 are assigned.
  • An electrode 18 of the ignition coil 12 is connected to the secondary winding 20 of the first ignition coil 14.
  • the second electrode 22 of the spark plug 12 is connected to the secondary coil 24 of the second ignition coil 16.
  • An ignition path 26 is formed between the electrodes 18 and 22.
  • a resistor R] _ or R2 is connected between the electrodes 18 and 22 and the secondary coils 20 and 24, respectively.
  • the primary coil 28 of the first ignition coil 14 is on the one hand to a supply voltage source V ⁇ ⁇ J BKU, in motor vehicles in the Rule of the automobile battery, connected.
  • the primary winding 28 is connected to the secondary winding and a switching means 30.
  • the switching means 30 is a three-stage Darlington transistor.
  • the secondary winding 20 can also be connected via a switch-on suppression diode D with the anode to the secondary winding and the cathode to ground.
  • the emitter of the switching means 30 is grounded.
  • the base of the switching means 30 is connected to a control circuit, not shown in more detail, and a control signal 32, indicated schematically here, is applied to it.
  • the primary winding 34 of the second ignition coil 16 is also connected to the supply voltage source U ß ATT on the one hand and on the other hand to a switching means 36, which is also designed as a three-stage Darlington transistor.
  • the emitter of the switching means 36 is grounded, while the base of the switching means 36 is connected to the control circuit and a control signal 38 can be applied to it.
  • the switching means 30 and 36 are actuated with the control signals 32 and 38, the course of which is shown in FIG. 2.
  • the Control signals 32 and 38 are provided by the control circuit with a time delay. That is, the control signal 38 is connected to the switch-off time of the control signal 32, that is to say when it drops from the "HIGH” level to the "LOW” level, that is to say it rises from its "LOW” level to the "HIGH” level. on. It can be provided that each of the switching means 30 and 36 is acted upon by a control pulse, or the switching means 30 and 36 are alternately acted upon by their control pulses 32 and 38, respectively, the level "HIGH” being time-shifted.
  • switching means 30 By supplying the switching means 30 with the control signal 32, this is turned on during the switch-on period, so that the primary coil 28 of the first ignition coil 14 is energized.
  • a switching-off voltage (clamp voltage) arises in the collector of switching device 30, which leads to induction of a high voltage at secondary coil 20. This high voltage is present across the resistor R_ at the electrode 18 and leads to the formation of an ignition spark between the electrodes 18 and 22 of the spark plug 12.
  • the switching means 36 Exactly at this point in time, the switching means 36 is activated by control with the control signal 38, so that the primary coil 34 second ignition coil 16 is energized.
  • the high voltage supplied by the first ignition coil 14 is in the range from 800 V to 1200 V, while the positive switch-on voltage of the second ignition coil is in the range from 1200 V to 1700 V.
  • the operating voltage applied to the electrodes 18 and 22 is more than doubled by switching on the second switching means 36 and thus the second ignition coil 16. This increased ignition voltage increases the duration of the spark and the spark current, so that higher energy can be transferred to the burning spark.
  • FIG. 3 shows the profile of the collector current of the switching means 30 (characteristic curve 40), the collector current of the switching means 36 (characteristic curve 42), the profile of the ignition current (characteristic curve 44) on the spark plug 12 and the profile of the clamp voltage of the switching means 30 (characteristic curve 46). shown.
  • the characteristic curves make it clear that on the high-voltage side of the ignition coil 14 and the high-voltage side of the ignition coil 16, which are connected when an ignition current is closed, in the primary Winding 34 of the second ignition coil 16 a voltage is induced, which leads to a current commutation on the primary side of the ignition coil 16. This current commutation takes place suddenly when the ignition spark is fired into the previously not yet energized - i.e. cold - primary winding 34.
  • the characteristic curve curve 42 shows that the ignition spark ignites at the time of switching off t of the first switching means 30 and thus that which flows at the primary winding 34 of the ignition coil 16 commutated current rises abruptly with a steep flank, then falls and then rises again.
  • the characteristic curve 40 illustrates that the charging current of the ignition coil 14 drops at the time t £ of the switching device 30 is switched off.
  • the characteristic curve is clear that according to the charging current 40 in the primary circuit of the ignition 'reel 14 with a relatively flat loading ramp rises slowly, while the charging current in the primary circuit of the ignition coil 16 - as explained - abruptly increases.
  • the ignition current at the spark plug 12 (characteristic curve 44) suddenly rises to a maximum value when the switching means 30 is switched off and drops over the duration of the ignition spark up to the point in time tß.
  • the primary circuit of ignition coil 16 is switched off, so that the combustion current flows in the opposite direction and initially drops to a negative maximum value, in order then to rise again to zero.
  • the course of the clamp voltage (characteristic curve 46) of the switching means 30 illustrates the Voltage jump at the switch-off time t which leads to the ignition of the ignition spark, and a voltage jump at time t3.
  • FIG. 4 shows the characteristic curve 46 (clamp voltage U " CE) of the switching means 30.
  • the profile of the clamp voltage Urg (characteristic curve 48) of the switching means 36 is also shown.
  • FIG. 5 shows the profile of the clamp voltages UQE of the switching means 30 and 36 from Time tß. Based on Figures 4 and 5 it is clear that according to the characteristic
  • FIGS. 6 and 7 show the profile of the switch-on voltage ücg (characteristic curve 50), the profile of the switch-on current I ⁇ (characteristic curve 52) of the switching means 30 and the profile of the secondary voltage (characteristic curve 54) of the ignition coil 14 in a standard ignition system (FIG. 6). and compared with the double coil ignition system 10 according to the invention (FIG. 7). It is clear that in the double coil ignition system 10 the switch-on voltage UCE has the same profile and the same stroke as in the known ignition system.
  • high-voltage diodes are used in the known ignition systems.
  • the use of such high-voltage diodes is not possible due to the coupling of the secondary sides of the two ignition coils 14 and 16.
  • separate circuit arrangements known per se for voltage reduction and not shown in the figures can be used.
  • FIG. 10 A modified circuit arrangement of the ignition system 10 is shown in FIG. The same parts as in Figure 1 are provided with the same reference numerals and not explained again.
  • the second switching means 36 is not actuated by the control circuit via a control signal 38, but the control of the switching means 36 is dependent on the operating voltage of the ignition spark of the spark plug 12.
  • the collector of the switching means 30 is connected to the cathode of a Zener diode 60 via a resistor R3.
  • the anode of the Zener diode 60 is connected on the one hand to the base of a transistor 62 and on the other hand to a first connection of a capacitance C, the further connection of which is connected to ground.
  • the emitter of transistor 62 is also grounded, while the collector of transistor 62 is connected to the base of a further transistor 64 and a resistor R4.
  • An emitter of the transistor 64 is connected to the supply voltage UB ⁇ T, while the collector of the transistor 64 is connected via a resistor R5 to the base of the switching means 36 (Zünddarlington).
  • a breakdown voltage of the Zener diode 60 is, for example, 20 V.
  • the circuit arrangement shown in FIG. 8 ensures that the transistor 62 is controlled by the transformed operating voltage of the ignition spark when it exceeds the breakdown voltage of the Zener diode 60, here 20 V.
  • the resistor R3 serves as a current limiting resistor. If the transistor 62 is turned on, it switches the transistor 64, which then connects the supply voltage OQ ⁇ & ⁇ ⁇ ⁇ to the base of the switching means 36, so that it also turns on.
  • the capacitance C serves to dampen the emitter-base path of the transistor 62 due to the fluctuating operating voltage that is present at the base of the transistor 62.
  • FIG. 9 shows a circuit variant modified compared to FIG.
  • the collector of the switching means 30 is connected to the cathode of a Zener diode 60 '.
  • the collector of the switching means 30 is connected to an emitter terminal of a transistor 66, the collector of which is connected to the base of the transistor 62 via the resistor R3.
  • the collector of transistor 66 is connected to ground via a resistor Rg.
  • the base of transistor 66 is connected to supply voltage UB TT via a resistor Rg.
  • the transistor 62 is turned on by the circuit arrangement shown in FIG. 9 when the transformed operating voltage rises above the supply voltage UBJY ⁇ .
  • the resistors Rg serve as high-resistance protective resistors for the transistor 62 when the switching means 30 is clamped.
  • the zener diode 60 ' has a breakdown voltage of, for example, 50 V, so that the maximum collector-emitter voltage of the transistor 66 is limited.
  • the spark plug 12 has two electrodes 18 and 22 which are insulated from one another and insulated from the earth.
  • FIG. 10 shows a circuit arrangement of the ignition system 10, in which a Electrode-owning spark plug 12 'can also be used with a double-coil ignition.
  • the electrode 18 'of the spark plug 12' is connected to a node K Q _, which is connected on the one hand via the resistor R] _ to the secondary winding 20 of the first ignition coil 14 and on the other hand via the resistor R2 to the secondary winding 24 of the second ignition coil 16 .
  • a high-voltage diode 68 can be connected to the secondary circuit of the ignition coils 14 or 16, which serves to suppress the so-called switch-on spark.
  • the function of the circuit arrangement 10 according to FIG. 10 is comparable to the circuit arrangements already explained.
  • the switching means 30, 36 and any other circuit components that may be present can be monolithically integrated in a component.

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)

Abstract

L'invention concerne un système d'allumage pour moteur à combustion interne, qui comporte un dispositif d'allumage qui nécessite une haute tension (tension d'allumage) pour produire une étincelle d'allumage. Ce dispositif comprend deux bobines d'allumage (14, 16) dont les enroulements secondaires (20, 24) sont chacun reliés à une électrode respective (18, 22) d'une bougie d'allumage (12, 12'), et dont les enroulements primaires (28, 34) peuvent être reliés, chacun par un moyen de commutation (30, 36) respectif, à une source de tension d'alimentation. Le dispositif comprend également un circuit d'amorçage, par l'intermédiaire duquel se fait un amorçage temporellement décalé des bobines d'allumage (14, 16).
EP01923517A 2000-04-29 2001-03-15 Systeme d'allumage pour moteur a combustion interne Expired - Lifetime EP1280993B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10021170A DE10021170A1 (de) 2000-04-29 2000-04-29 Zündanlage für eine Verbrennungskraftmaschine
DE10021170 2000-04-29
PCT/DE2001/000991 WO2001083982A2 (fr) 2000-04-29 2001-03-15 Systeme d'allumage pour moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1280993A2 true EP1280993A2 (fr) 2003-02-05
EP1280993B1 EP1280993B1 (fr) 2006-01-18

Family

ID=7640415

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01923517A Expired - Lifetime EP1280993B1 (fr) 2000-04-29 2001-03-15 Systeme d'allumage pour moteur a combustion interne

Country Status (6)

Country Link
US (1) US6684866B2 (fr)
EP (1) EP1280993B1 (fr)
JP (1) JP2003532024A (fr)
CZ (1) CZ20023503A3 (fr)
DE (2) DE10021170A1 (fr)
WO (1) WO2001083982A2 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7588021B2 (en) * 2006-04-14 2009-09-15 Federal-Mogul Worldwide, Inc Spark plug circuit
US20090029179A1 (en) * 2007-05-14 2009-01-29 Fujifilm Corporation Two-liquid composition, hydrophilic composition and hydrophilic member
DE102007060242A1 (de) * 2007-12-14 2009-06-18 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines elektrischen Antriebs mithilfe einer Phasenanschnittssteuerung
DE102011085957B4 (de) 2011-11-08 2025-05-08 Bayerische Motoren Werke Aktiengesellschaft Zündanlage mit sekundärseitig miteinander verbundenen Zündspulen
JP6170852B2 (ja) * 2014-03-10 2017-07-26 本田技研工業株式会社 内燃機関の燃焼制御装置
JP2015175249A (ja) * 2014-03-13 2015-10-05 本田技研工業株式会社 内燃機関の燃焼制御装置

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1557046A (en) * 1976-08-02 1979-12-05 Ford Research & Dev Ltd Eric H Ignition systems
JPS5337245A (en) * 1976-09-20 1978-04-06 Mitsubishi Motors Corp Ignition system
JPH0726607B2 (ja) * 1987-02-23 1995-03-29 株式会社日立製作所 多気筒内燃機関用電子配電式点火装置
JP2590995B2 (ja) * 1987-12-26 1997-03-19 アイシン精機株式会社 イグニッシヨン装置
JPH01224475A (ja) * 1988-03-01 1989-09-07 Mitsubishi Electric Corp 点火信号検出回路
US5370099A (en) * 1990-08-24 1994-12-06 Robert Bosch Gmbh Ignition system for internal combustion engines
KR950002633B1 (ko) * 1991-10-15 1995-03-23 미쯔비시 덴끼 가부시기가이샤 내연기관용 점화장치 및 방법

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0183982A2 *

Also Published As

Publication number Publication date
US6684866B2 (en) 2004-02-03
JP2003532024A (ja) 2003-10-28
EP1280993B1 (fr) 2006-01-18
WO2001083982A2 (fr) 2001-11-08
CZ20023503A3 (cs) 2003-04-16
US20030164165A1 (en) 2003-09-04
WO2001083982A3 (fr) 2002-05-23
DE50108751D1 (de) 2006-04-06
DE10021170A1 (de) 2001-10-31

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