EP1815131A1 - Allumage multiple rapide - Google Patents

Allumage multiple rapide

Info

Publication number
EP1815131A1
EP1815131A1 EP05803688A EP05803688A EP1815131A1 EP 1815131 A1 EP1815131 A1 EP 1815131A1 EP 05803688 A EP05803688 A EP 05803688A EP 05803688 A EP05803688 A EP 05803688A EP 1815131 A1 EP1815131 A1 EP 1815131A1
Authority
EP
European Patent Office
Prior art keywords
ignition
transformer
spark
timing
control logic
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Withdrawn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
EP05803688A
Other languages
German (de)
English (en)
Inventor
Dietmar Bertsch
Wilfried Schmolla
Harald Winter
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler 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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1815131A1 publication Critical patent/EP1815131A1/fr
Withdrawn legal-status Critical Current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
    • 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
    • F02P15/08—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 multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders
    • 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 a method and an ignition system for generating a plurality of sparking openings on a spark plug.
  • the radio breakthroughs are generated several times in succession within an ignition time window.
  • the control for generating the spark break-through works here with a complex measuring sensor, with which the secondary current is measured and monitored. Falls after the 44
  • the monitored threshold value is a function of the engine speed and the ambient temperature.
  • the secondary current threshold already mentioned in DE 100 34 725 B4 is defined as a function of the energy which has already been taken from the secondary coil of the ignition coil.
  • the solution succeeds with a rapid multiple ignition, in which the maximum breakdown voltage for the spark gap during a Zündzeithui novels is several times available.
  • the ignition system uses a DC-DC converter, which boosts the vehicle electrical system voltage and allows its minimized ignition coils to be quickly recharged with bar ignition transformers.
  • the ignition electronics operate with a power output stage which charges the bar ignition transformer by switching a circuit breaker in the ground path of the primary winding.
  • the triggering of the output stage power switch takes place with a time controller which clocks the circuit breaker for charging the rod ignition transformer and switches the primary side of the ignition transformer for a predetermined period of time to ground in order to achieve spark breakdown after the ignition transformer has been charged.
  • the Zeitsteue ⁇ tion can be implemented in a separate ignition control device, which takes over the control of the power output stage ofkulturerschal ⁇ device for charging the ignition transformer.
  • the ignition controller is from a parent T / EP2005 / 012144
  • the ignition control can be implemented in an already present in the motor vehicle control unit.
  • the Motor Tavern ⁇ device offers here. If the ignition control is implemented in the engine control unit, not only can a separate ignition control unit be dispensed with, but also the signals for the ignition timing window and for the control of the power output stage can be combined and unified. This considerably simplifies signal processing.
  • the adapted small coils of the rod ignition transformers together with the DC-DC converter allow rapid recharging.
  • the DC-DC converter which sets the vehicle electrical system voltage for the purpose of ignition as a boost converter, provides an input voltage on the primary side of the Stabzünd ⁇ transformer well above the usual board voltage of nominally 14 V. Has proven to be a primary-side input voltage of at least 28 volts. Basically, the higher the primary-side input voltage, the faster the recharge of the ignition coils.
  • the circuit breaker with associated An horrintro ⁇ technology for firing the spark plug integrated in a Stabzünd transformer in addition to the ignition transformer and the ignition electronics, i.
  • the functions of the ignition electronics are combined in an integrated circuit.
  • the motor electronics can then address this integrated circuit with a deterministic bus system.
  • Existing engine electronics then do not need to be revised and, as before, can only transmit the ignition timing window to the ignition electronics.
  • the advantages achieved by the invention lie in the improved ignitability of hardly ignitable fuel injections.
  • the possible operating points of direct injection gasoline engines can be extended to lower speeds and to previously unachieved low load ranges. Misfires are reliably avoided in these hitherto largely inaccessible operating points of gasoline direct injection.
  • Fig. 2 an ignition system according to the invention
  • Fig. 3 shows a first time diagram for an embodiment of the ignition method according to the invention
  • Fig. 4 shows a second time diagram for an exemplary embodiment of the ignition method according to the invention.
  • Fig. 5 A preferred ignition system based on integrated rod ignition transformers according to the invention.
  • the aforementioned engine types introduce the fuel 2 via an injection valve 1 under high pressure into the combustion chamber 3 of the engine.
  • the ignition of the fuel is tuned to the position of the piston 4 in the Zylinderboh ⁇ tion and to the respective power stroke, in which the engine is currently tor.
  • the ignition point is to be able to be determined as much as possible and takes place with an auxiliary ignition energy which is introduced into the internal combustion engine by a spark of a spark plug 5.
  • a spark plug extends between a central anode 6 and one or more ground straps 7, which are connected to the cathode. It has now been found that the position of the ground yoke in critical operating points of the internal combustion engine becomes decisive for the successful ignition of the injected fuel. Especially when a spark plug has been installed such that one of its Mas ⁇ sebügel shields the anode against the injected fuel, it comes at low engine speeds and in Nied ⁇ riglast Jardin the internal combustion engine to misfiring. Die ⁇ se misfires could not be reliably prevented with the previously known multiple ignition systems. At this point, the invention begins.
  • Fig. 2 shows a schematic representation of the invention.
  • a transformer which is designed as an ignition transformer 8 having a primary winding Ll and a secondary winding L2
  • the vehicle electrical system voltage of nominally 14 volts generated by an electrical system generator 9 with integrated rectifier bridge 10 and an on-board battery 11, which in turn with ei ⁇ nem DC voltage converter 12 to a Voltage is raised over 14 v, applied via a semiconductor power stage 13 and a diode Dl to ground.
  • the secondary side L2 of the ignition transformer is connected to the electrodes of a spark plug 5 via a switch-on suppression diode D2. Spark plug and ignition transformer are shown in the illustratedariessbei ⁇ play as integrated Stabzündtransformator. This is an advantageous embodiment of the invention.
  • the ignition transformer and the spark plug can also be designed as von ⁇ separate components, which are connected via elec ⁇ cal lines.
  • the primary side Ll of the ignition transformer is connected with its one side to the positive voltage rail of the vehicle electrical system voltage and is connected on its second side with a Halbleiterleis ⁇ processing stage and a current sensor, which is here as Messwider ⁇ stand R, connected to the ground line of Bordnetz ⁇ voltage.
  • the control of the Halbleit Vietnameses- stage 13 is carried out by an ignition controller 14.
  • the separate training of ignition controller, semiconductor power stage and current sensor are a possible embodiment of the invention. The invention is not limited to this embodiment.
  • As a current sensor a current clamp, with the current in the primary coil 'is measured, are used.
  • the power stage does not necessarily have to be designed as a semiconductor power stage.
  • the division between the ignition control unit and the engine control unit ME is of more conceptual nature and is based on practical applications.
  • ignition control unit and engine control unit can be designed as a unit.
  • a signal Zl is sent as an identifier for the Zündzeittician possess to the control unit 14 of Zünd ⁇ electronics.
  • the charging of the ignition transformers 8 is triggered.
  • the charging takes place according to the flyback converter principle via the primary coil Ll and the diode Dl by means of a clocked by the control unit of the ignition circuit power switch Ql in the power output stage 13.
  • the clock signal in Fig. 4 is also denoted by Ql net.
  • the power switch is preferably a semiconductor switch, in particular a MOSFET or an IGBT. In its switched-through position (on), the primary coil Ll T / EP2005 / 012144
  • the primary current Ip rises up to a maximum value Ipmax. Once the maximum primary current has been reached, no further energy can be stored in the ignition transformer.
  • the ignition transformer must be matched with its two coils and their transmission ratio and their coupling factor to the electrode pair of the connected spark plug. Energy content of Zünd ⁇ transformer and transmission ratio of the two coils must each be sufficient to reach the breakdown voltage for the spark break and a sufficient burning time of the spark. In the case of a known supply voltage through the DC-DC converter 12 and with known coil constants of the ignition transformer, it is possible in principle to calculate after which time the maximum primary current is reached. Incidentally, you can also determine the charging time experimentally by measurements.
  • the time span taus is therefore chosen to be sufficiently small, so that there is no reason to fear that the spark will go out due to insufficient ignition voltage.
  • the WegZeit ⁇ points for the timing of the circuit breaker Ql can be optimized.
  • the reloading process can be optimized.
  • Sparks consumed energy and the energy consumed depends on the conditions, such as temperature, pressure, humidity, in the combustion chamber. In particular, the energy consumed depends crucially on whether it came to a spark break at all on the first attempt. If only a small amount of energy has been removed from the ignition transformer, the recharging process will not take as long as a full charge. With a pure time control to achieve the radio breakthrough, however, it is not possible to determine for the recharging process from which earliest point in time the primary current has again reached its maximum value, from which it can be ignited again. It is therefore advantageous to add an additional maximum current monitoring for the primary current and to trigger the time for switching off the circuit breaker and thus the ignition timing to the time for reaching the maximum primary current.
  • the recharge processes can thus be optimally adapted to the residual energy content of the ignition transformer, which shortens the recharging times and thus allows more after-ignition within the ignition timing window.
  • a secondary current determination or an ion current measurement can additionally take place at the electrodes of the spark plug, so that it can also be determined whether the ignition spark is still burning. If it has prematurely extinguished, this can be detected by the secondary current determination and immediately, before the time period has elapsed from the time control started with the recharging of the ignition transformer.
  • the voltage curve is applied to the electrodes of the spark plug by way of example, as it results in the control of the ignition electronics.
  • the maximum ignition voltage Umax for the achievement of the radio breakthrough. This maximum ignition voltage Umax is achieved multiple times within one ignition-timing window. In the case of the embodiment shown in FIG. 2, 3 times.
  • FIG. 5 shows a more highly integrated embodiment of an ignition system according to the invention.
  • the vehicle electrical system voltage is raised with a step-up converter to a voltage level well above 14 volts and thus fed to the rod ignition transformers primary side.
  • the distribution of the functions for the ignition control are, however, integrated higher than in the exemplary embodiment of FIG. 2.
  • the functions for charging the bar ignition transformers and the functions for achieving the spark breakdown are combined on an integrated circuit IC and into the housing of the rod ignition transformers integrated. These are mainly the power output stage with the power switch Ql and the Sperr ⁇ converter diode Dl and the control logic of bathend ⁇ stage.
  • the control of the integrated circuits is signaled via data lines of a bus system or via serial data lines. About these data lines, the integrated circuits of the ignition electronics with the engine control unit ME in communication.
  • both the inte ⁇ grated circuits and the engine control unit have their own intelligence in the form of application programs, each in executable form in a microprocessor of the Integrated circuits are implemented and certainly in the Motor Kunststoff ⁇ device. This makes it possible, via the application programs, to optimally adapt the distribution of the control functions and thus the distribution of the method steps for achieving a successful ignition via the programming of the application programs to the given hardware requirements.
  • the ignition system according to FIG. 5 both an ignition method as already discussed in connection with FIG. 4 can be implemented and an ignition method as discussed in connection with FIG. 3 can be implemented.
  • the ignition method according to the timing diagram of FIG. 3 differs from the ignition method of FIG. 4 nch ⁇ neuter by the combination of the two signals Zl for the Zündzeittician coin and Ql for the timing of the circuit breaker in the output of the power output stage.
  • the signal Zl according to the method of FIG. 3 contains both the information about the Zündzeittician novel as the information for ignition of the spark plug and recharging the ignition transformer.
  • the control signal is applied, for example, to the power switch of the integrated circuit IC, with which the ground current path of the primary winding of the bar ignition transformer is connected.
  • the signal itself is preferably generated in the integrated circuit.
  • the information on the structure of the signal such as the beginning and end of the Zündzeitpunk seedss and location of Aus ⁇ switching times taus to generate the spark breaks after charging the ignition transformer are preferably determined in the engine control unit and in coded form via the data line between the engine control unit and integrated circuit to this for further Processing transmitted.
  • the summary of the signals to the ignition window, Charging the ignition coil and ignition of the spark break in a signal reduces the otherwise necessary coordination effort of the individual signals to each other.

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 allumage multiple rapide où la tension de décharge maximale pour la décharge de l'étincelle est disponible plusieurs fois pendant une ouverture de point d'allumage. Le système d'allumage fonctionne avec un convertisseur continu-continu qui élève la tension du réseau de bord et avec des transformateurs d'allumage à tige dont les bobines d'allumage minimisées permettent une recharge rapide. Le système électronique d'allumage fonctionne avec un étage final de puissance qui charge le transformateur d'allumage à tige par commutation d'un sectionneur de puissance dans la voie de masse d'un enroulement primaire. La commande du sectionneur de puissance de l'étage final est réalisée par une synchronisation qui synchronise le sectionneur de puissance pour charger le transformateur d'allumage à tige et qui, pour la décharge de l'étincelle après la charge du transformateur d'allumage, commute la face primaire du transformateur d'allumage pour un intervalle de temps déterminé de manière conductrice contre la masse.
EP05803688A 2004-11-25 2005-11-12 Allumage multiple rapide Withdrawn EP1815131A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004056844A DE102004056844A1 (de) 2004-11-25 2004-11-25 Schnelle Vielfachfunkenzündung
PCT/EP2005/012144 WO2006056329A1 (fr) 2004-11-25 2005-11-12 Allumage multiple rapide

Publications (1)

Publication Number Publication Date
EP1815131A1 true EP1815131A1 (fr) 2007-08-08

Family

ID=35520778

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05803688A Withdrawn EP1815131A1 (fr) 2004-11-25 2005-11-12 Allumage multiple rapide

Country Status (5)

Country Link
US (1) US20080121214A1 (fr)
EP (1) EP1815131A1 (fr)
JP (1) JP2008522066A (fr)
DE (1) DE102004056844A1 (fr)
WO (1) WO2006056329A1 (fr)

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JP4640282B2 (ja) * 2006-01-31 2011-03-02 株式会社デンソー 内燃機関の点火制御装置
FR2904155B1 (fr) * 2006-07-21 2011-12-23 Peugeot Citroen Automobiles Sa Systeme d'allumage et moteur a combustion interne comportant un tel systeme d'allumage
JP2008088947A (ja) * 2006-10-04 2008-04-17 Toyota Motor Corp エンジンの点火制御装置
JP4803008B2 (ja) * 2006-12-05 2011-10-26 株式会社デンソー 内燃機関の点火制御装置
PL2119906T3 (pl) * 2008-05-14 2011-07-29 Delphi Tech Inc Sposób dostarczania zapłonu wielokrotnego
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DE102011089966B4 (de) 2011-12-27 2015-05-21 Continental Automotive Gmbh Verfahren zum Betreiben einer Zündvorrichtung für eine Verbrennungskraftmaschine
JP5474120B2 (ja) * 2012-04-09 2014-04-16 三菱電機株式会社 内燃機関の点火装置および点火方法
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Also Published As

Publication number Publication date
WO2006056329A1 (fr) 2006-06-01
JP2008522066A (ja) 2008-06-26
DE102004056844A1 (de) 2006-06-01
US20080121214A1 (en) 2008-05-29

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