EP2119906B1 - Verfahren zur Bereitstellung von Mehrladungszündung - Google Patents

Verfahren zur Bereitstellung von Mehrladungszündung Download PDF

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EP2119906B1
EP2119906B1 EP08156187A EP08156187A EP2119906B1 EP 2119906 B1 EP2119906 B1 EP 2119906B1 EP 08156187 A EP08156187 A EP 08156187A EP 08156187 A EP08156187 A EP 08156187A EP 2119906 B1 EP2119906 B1 EP 2119906B1
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event
ignition
current
primary
primary current
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EP2119906A1 (de
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Peter Weyand
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Delphi Technologies Inc
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Delphi Technologies Inc
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Priority to DE602008005272T priority Critical patent/DE602008005272D1/de
Priority to AT08156187T priority patent/ATE500418T1/de
Priority to EP08156187A priority patent/EP2119906B1/de
Priority to PL08156187T priority patent/PL2119906T3/pl
Publication of EP2119906A1 publication Critical patent/EP2119906A1/de
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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
    • 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

Definitions

  • the present invention generally relates to the control of ignition in an internal combustion engine, and more particularly, to the production of repetitive sparks for ignition of the combustion mixture.
  • Multicharge ignition systems are designed to generate multiple spark events during a combustion event. Such ignition systems provide a sequence of (preferably fast) spark breakdowns to ensure ignition of a combustible air/fuel mixture introduced in a cylinder of an internal combustion engine. According to the multicharge ignition strategy, a series of sparks is provided to increase the probability of combustion of the air/fuel mixture by extending the time and total energy available for ignition.
  • an ignition coil undergoes an initial charge (i.e., initial dwell) wherein a primary current is established in a primary winding of the ignition coil.
  • the initial dwell is immediately followed by an initial discharge of the ignition coil wherein a secondary current in a secondary winding thereof discharges through a spark plug to generate a first spark.
  • Subsequent recharge intervals/events i.e., subsequent dwell periods
  • respective discharge intervals/events i.e., spark events.
  • the number of sparks produced is generally determined by a predetermined operating strategy (e.g., a fixed number of sparks, or, the greatest number of sparks that can be initiated before the end of a predetermined angle of engine rotation or a predetermined fixed time).
  • US 6,378,513 describes such a current-controlled multicharge ignition system, which permits to minimise or eliminate the variability in the amount of energy delivered to the combustion chamber.
  • the ignition system includes an ignition coil having a primary winding and a secondary winding that is coupled to a spark plug in a combustion chamber of the engine.
  • the system further includes a switch responsive to an ignition control signal for causing a primary current to flow through the primary winding circuit.
  • a control circuit is configured to generate the ignition control signal so as to repetitively interrupt the primary current, creating pulses of secondary current to produce a plurality of sparks at the spark plug.
  • a sensing circuit is designed to determine the level of the current in both the primary winding and the secondary winding; this allows controlling the amount of energy that is stored in said ignition coil and delivered to the combustion chamber, respectively.
  • DE 10 2004 056 844 describes time control with additionally a maximum current control.
  • a primary current threshold and a secondary current threshold are set.
  • the recharge event is performed until the level of primary current sensed in the primary winding reaches the primary current threshold.
  • the discharge is conducted until the level of secondary current sensed in the secondary winding drops down to the secondary current threshold.
  • a disadvantage of all multicharge systems is the interruption of the spark during the recharge interval of the coil. During this time the plasma may extinguish and the flame kernel can be blown out, before a new spark can be established.
  • the providers of multicharge ignition systems try to reduce the recharge time as much as possible, for instance by using very fast charging coils that charge up to very high primary currents in the range of 20 to 30 A.
  • a supply voltage above the normal level of a car battery of about 14 V is used.
  • the threshold of the secondary current can be set close to the starting value of the secondary current, so that the threshold is rapidly reached and the coil stays almost fully charged.
  • the actual state of pressure, temperature and mixture of air and fuel in the combustion chamber determines the energy rate that is being taken from the coil. In cases where this energy rate is very low and a very short burn time has been chosen to minimize the interruption of the spark, the total energy loss per firing of the coil is only marginal. Under such circumstances the recharge time can be very short.
  • the primary current level is measured and compared to a primary current threshold. When this value is reached the recharging is stopped and the coil fires again.
  • the switch which can e.g. be a transistor or an IGBT, is opened and closed within microseconds without any chance to restore energy to the coil.
  • a method for providing multicharge ignition to an internal combustion engine comprises a first charging event of an ignition coil followed by a first discharge event to produce a spark, and at least one recharging event followed by a corresponding discharge event to produce a further spark.
  • the recharging/discharge cycle may be repeated as often as necessary depending on the desired multicharge strategy.
  • the recharging event of the ignition coil includes determining a level of primary current, and the subsequent interruption of the primary current is triggered based on the amount of energy stored in the ignition coil.
  • the recharging event takes place for at least a predetermined minimum recharging period regardless of the amount of energy stored in the ignition coil.
  • the level of primary current in the primary winding is used as an indication of the amount of energy stored in the ignition coil.
  • the method of the present invention employs a timer feature that sets a minimum recharging period during which the coil recharging is to take place, and this regardless of the amount of energy stored in the ignition coil (as indicated e.g. by the current level in the primary winding).
  • This minimum recharging period starts with the beginning of each recharging event, i.e. when the current is re-established in the primary winding. Once the minimum recharging period has elapsed, the current-controlled recharge of the primary coil is resumed and the charging will then be stopped once the desired amount of energy is stored in the coil.
  • the duration of the minimum recharging period is set to be greater than the time interval during which the overshoot in the primary current (typically at the beginning of the recharging event) may occur. In doing so, should an overshoot in the primary occur before the minimum recharging period has elapsed, it would not stop the recharging event.
  • the minimum recharging period may be a fixed value, over the ignition cycle of a combustion chamber. It can be easily determined by testing. However, the minimum recharging period can also be designed as a variable parameter, e.g. corresponding to a given percentage of the starting current of the recharging event and/or variable with the spark order number.
  • the minimum recharging period is applied to the recharging events of the coil, because in the customary practice of current-controlled multicharge ignition the initial (first) charging of the primary coil is set by the engine control unit that determines the start and end of this charge, as well as the primary current level (which may be higher than the threshold level for the recharging events).
  • the discharge event is stopped depending on the amount of energy remaining in the coil.
  • the level of secondary current in the secondary winding is determined, and the discharge event is stopped when the secondary current level reaches a predetermined threshold.
  • the primary current level threshold at which the primary current is interrupted can be fixed for a given combustion event, or can be made variable from combustion event to event, or even variable between recharge events within the combustion event.
  • the method according to this invention is particularly interesting for performing multicharge ignition in an engine having an ignition system equipped with so-called “slow coils” that can store more energy than “fast coils".
  • “Slow coils” are coils that require dwell times well above 1 ms to be fully charged. It is thus possible to operate the recharge/discharge events very close to the primary current threshold level (trip) without experiencing recharging interruptions due to the overshoot phenomenon (which is ignored).
  • the present method makes it possible to operate slow coils at fast switching rates. For example, in the case of a recharge/discharge cycle (recharge event plus discharge event) may be in the range of 100 to 200 ⁇ s, the minimum recharging period may be in the order of 5 to 30 ⁇ s.
  • the present invention also concerns an ignition system for an internal combustion engine as claimed in claim 9.
  • Fig.3 illustrates an ignition system 10 for an internal combustion engine (not shown) designed to operate the present multicharge ignition method.
  • the engine is of the type having a rotating crankshaft to which are connected a plurality of pistons disposed in respective cylinders in a manner understood to those skilled in the art.
  • Engine may be of the type having a direct ignition system for initiating combustion.
  • Control system 10 relates generally to an ignition system for generating repetitive spark during a combustion event of an internal combustion engine.
  • Systems of this type are commonly known as “multicharge” systems, since an ignition coil portion must be charged and recharged multiple times to produce a corresponding number of sparks.
  • Such systems may be characterized by the amount of energy delivered by the ignition system in a specified time frame (i.e., during the combustion event).
  • the present method is advantageously based on the current-controlled multicharge ignition principle, as illustrated in Fig.1 , which gives the primary current (Ip), secondary current (Is) and secondary voltage Us for a single combustion event in a combustion chamber to which an ignition coil is associated.
  • multicharge ignition involves:
  • the recharging and discharge events are triggered on the basis of the amount of energy stored in the coil, respectively discharged from the coil. This may be done in practice by comparing the current level in the primary and secondary windings to preset thresholds. This can be clearly understood from Fig.1 .
  • the initial charge event (which is typically controlled differently from the recharging events, as explained further below) is followed by a first discharge event that starts with the interruption of the primary current Ip. This produces a first spark and a secondary current Is is generated, which discharges through the spark plug gap.
  • the discharge event is stopped when the secondary current Is reaches a threshold known as Secondary Current Trip.
  • a first recharging event is initiated by reestablishing the current in the primary winding, until the primary current Ip reaches a threshold referred to as Primary Current Trip.
  • Primary Current Trip a threshold referred to as Primary Current Trip.
  • the primary current Ip is interrupted, marking the start of the corresponding (second) discharge event.
  • a spark is produced and energy is accordingly discharged from the coil as can be seen in Fig.1 .
  • This sequence of recharging/discharge events may be repeated as often as necessary, based on the levels of the primary and secondary currents Ip and Is to initiate a discharge or recharge event, respectively.
  • conventional current-controlled multicharge systems perform the coil recharging until a predetermined constant or variable (based on predetermined algorithm) primary current level (Trip) is reached. Then the coil fires again.
  • the Primary Current Trip can also vary from combustion event to event or even within the same multicharge cycle (i.e. within the same combustion event). For instance, the Primary Current Trip can increase from recharge to recharge period by a value or a factor or decrease in the same way, or follow any other algorithm.
  • the actual state of pressure, temperature and mixture of air and fuel in the combustion chamber determines the energy rate that is being taken from the coil. In cases where this energy rate is very low and a very short burn time has been chosen to minimize the interruption of the spark, the total energy loss per firing of the coil is only marginal. Under such circumstances the recharge time would be very short.
  • To determine when to stop the recharge the primary current Ip is measured and compared to the primary current trip level that is given by the ignition control circuit. When this value is reached the recharging is stopped and the coil fires again. Unfortunately, the primary current Ip is not just jumping back to the value that corresponds to the energy that remained in the coil: it is overshooting while jumping back. For the described case of very short burn times, the peak value of the overshoot can be above the primary current trip level, which is suggesting a fully loaded coil to the control circuit that would consequently stop charging.
  • Fig.2 shows a part of a multicharge ignition cycle where the recharge primary current hits the Primary Current Trip threshold and switches off four times before a "proper" recharging event takes place (overshoots are indicated O 1 ..O 4 ).
  • the leading edge of the "proper" recharge is showing the overshoot (however not exceeding the Trip level) that is causing this behavior.
  • spark current (here negative) is being interrupted several times for a few microseconds before a proper recharge takes place.
  • the described phenomenon can repeat often, once the coil has being charged to the Primary Current Trip and then firing very shortly.
  • This phenomenon is putting significant thermal stress on the electric switch, typically an IGBT, that is used to open or close the primary current flow path through the primary winding. It causes the IGBT to be switched on and off within microseconds without any chance to restore energy to the coil. Consequently, the IGBT runs through its linear range twice without any effect on the system. But this linear range is the most significant contributor to the so-called switching losses. Hence, not only is the overshooting phenomenon problematic with respect to ignition control, but there is a risk of thermal destruction of the IGBT, i.e. of the ignition control system itself.
  • the present method employs a timer function that sets a minimum recharging period during which the coil recharging is to take place, and this regardless of the primary current level Ip in the primary winding.
  • the minimum recharging period starts with the beginning of the recharge event, and as long as the minimum recharge period has not elapsed, the recharge is continued regardless of the primary current Ip level, i.e. even if Ip goes above the Primary Current Trip.
  • the minimum recharging period is predefined so as to be greater than the time window during which the overshoot is expected to occur after the IGBT switch on.
  • the efficiency of the minimum recharge period feature of the present method is illustrated in Fig.4 .
  • the start of the minimum recharge period starts with the recharging event (i.e. at IGBT switch-on); its duration is greater than the potential overshoot in Ip. Accordingly, the overshoot does not interrupt the charging event although it exceeds the Trip level.
  • the recharging event i.e. at IGBT switch-on
  • the current-controlled operation is resumed and the recharging event is stopped as soon as the primary current reaches the Primary Current trip.
  • this timer function permits to simply ignore the primary current trip during the overshoot time, when the IGBT is switching on again to reestablish the current in the primary winding.
  • the coil would charge slightly above the Primary Current Trip.
  • the next spark would burn a bit longer since it would start at a higher primary current level. This is acceptable and even beneficial since the spark duration is increased.
  • a coil discharge at high energy rates would be stopped immediately when the Secondary Current Trip has been reached.
  • the recharge time is not affected by the minimum recharge timer function since the high-energy rate has been discharging the coil deep enough to avoid interference between the overshoot and the desired trip.
  • the present timer function setting the Minimum Recharge Period can be implemented by hardwiring, e.g. in a customized IC (ASIC) or as a software function on a microcontroller-based system. Also possible are CPLDs, customized programmable logic devices. Furthermore, this timer function can be combined with various other features that may be found in an algorithm for operating an ignition coil to provide multicharge ignition to an internal combustion engine.
  • the ignition system 10 includes an ignition coil 16 comprising primary winding 18 and secondary winding 20, a switch 22, a spark plug 24 comprising a first electrode 26 and a second electrode 28 spaced therefrom to define a gap, primary and secondary sensing circuits comprising a resistor R1 and R2 respectively, and an ignition Control Unit 30.
  • system 10 may include a diode D1, avoiding a so-called spark-on-make, which is a spark that occurs already during the initial charge of the coil due to the secondary voltage induced by the turns ratio of the transformer.
  • Ignition coil 16 is configured to function as a selectively controllable step-up transformer.
  • One end, such as the high side end, of primary winding 18 is connected to a supply voltage provided by a power supply, such as a vehicle battery 32. Supply voltage may nominally be approximately 12 to 14 volts.
  • a second end of primary winding 18 opposite the high side end is connected to switch 22.
  • a first end of secondary winding 20, namely the high side end, is coupled to spark plug 24.
  • a second end of secondary winding 20 opposite the high end, namely the low side end, is connected to a ground node through diode D1 and sensing resistor R2.
  • the Diode D1 is optional and can also be placed on the high side end.
  • Primary winding 18 and secondary winding 20 are matched in a predetermined manner known in the art. In the present embodiment, one ignition coil 16 is provided per plug 24.
  • Switch 22 is provided to selectively connect primary winding 18 to ground, in accordance with a control voltage SCS applied by control unit 30. Such a connection to ground, as is known generally in the art, will cause a primary current Ip to flow through primary winding 18.
  • Switch 22 is illustrated in the Figure as an insulated gate bipolar transistor (IGBT) block diagram; however, it should be understood that switch 22 may comprise additional and/or alternative conventional components known to those of ordinary skill in the art to perform such switching operation.
  • IGBT insulated gate bipolar transistor
  • Coil 16 and switch 22 together, define the means for selectively storing energy, preferably in a predetermined amount, and thereafter transferring the stored energy to spark plug 24.
  • Spark plug 24 is disposed in the engine proximate a cylinder thereof, and is configured to produce a spark across the gap between its electrodes 26, 28.
  • the spark as is generally understood by those of ordinary skill in the art, is provided to ignite an air and fuel mixture introduced into the cylinder.
  • a secondary current designated Is, flows across the gap through plug 24 through secondary winding 20 and hence to ground by way of diode D1 and resistor R2.
  • Control circuit 30 is configured generally to perform multicharge ignition as explained above in accordance with the present method.
  • the conditions for the first spark of the multicharge ignition cycle is conventionally given by an engine control unit, such as a powertrain control module (PCM) (not shown), in the form of a ignition control signal EST (engine spark timing).
  • the received EST signal conventionally defines the initial charging time (e.g., duration), and the relative timing (e.g., relative to cylinder top dead center) of when the initial, first spark is to occur.
  • the control circuit 30 is configured to drive switch 22 in accordance with the received ignition control signal EST, but is further configured to thereafter generate the drive signals to switch 22 required for subsequent recharge/discharge (spark) events of ignition coil 16. It may be noted that control circuit 30 may alternately be configured to determine the EST signal by itself.
  • Secondary current sensing circuit comprising sensing resistor R2 is illustrated as being coupled to secondary winding 20 and is configured to generate a secondary current signal, designated Vs.
  • the secondary current signal is representative of the level of secondary current Is in secondary winding 20.
  • the primary current sensing circuit comprises sensing resistor R1 and the level of current Ip through the primary winding is indicated by the voltage Vp across sensing resistor R1.
  • Control circuit 30, in the illustrated embodiment, is further configured to discontinue the signal SCS to switch 22. This action interrupts the primary current Ip and establishes a secondary voltage at secondary winding 20. This secondary voltage is configured to cause spark plug 24 to produce a spark across gap 30, whereby secondary current Is flows and energy is discharged from the coil.
  • Control circuit 30 is responsive to the secondary current signal Vs to terminate secondary current discharge when the secondary current Is reaches the secondary current threshold level, i.e. Secondary Current Trip.
  • Control circuit 30 is configured to achieve the described termination of the secondary current by generating an active ignition control signal C1 to switch 22, ostensibly in preparation of the next spark. This coincides with the beginning of a recharging event.
  • control circuit 30 is either an ASIC or preferably a programmed computing device that includes a controller, which has computing capability, and processing circuit.
  • Controller may comprise conventional components, and may include a standard processing core, input/output (I/O) circuitry, a random access memory, and a read only memory.
  • I/O input/output
  • ROM read only memory
  • Processing core element may be provided for reading and executing program instructions stored in ROM for carrying out the control established by the present invention, especially the recharging/discharge events and the timer function setting the Minimum Recharge Period.
  • RAM may be usefully employed for storage of data of the type, which may be cleared when, for example, ignition power is removed.
  • controller includes predetermined data stored in memory, such as ROM.
  • the predetermined data comprise, inter alia, Primary and Secondary Current Trip values as well as values of the Minimum Recharge Period, or data to determine the Minimum Recharge Period.

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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)

Claims (12)

  1. Verfahren zum Liefern einer Mehrfachladungszündung an eine Verbrennungsmaschine, das aufweist ein erstes Ladeereignis einer Zündspule, gefolgt von einem ersten Entladungsereignis, um einen Funken zu erzeugen, und zumindest ein Wiederaufladeereignis, gefolgt von einem entsprechenden Entladungsereignis, um einen weiteren Funken zu erzeugen, wobei:
    das erste Ladeereignis, beziehungsweise das Wiederaufladeereignis, aufweist ein Laden einer Zündspule (16) durch Herstellen eines Primärstroms durch eine Primärwicklung (18) der Spule;
    wobei das Entladungsereignis aufweist ein Erzeugen eines Funkens durch Unterbrechen des Primärstroms, um dadurch einen Sekundärstrom in einer Sekundärwicklung (20) der Spule zu erzeugen;
    wobei die Unterbrechung des Primärstroms nachfolgend auf ein Wiederaufladeereignis basierend auf der Menge von Energie ausgelöst wird, die in der Zündspule gespeichert ist;
    dadurch gekennzeichnet, dass jedes Wiederaufladeereignis für zumindest eine vorgegebene Minimumwiederaufladezeitdauer stattfindet, unabhängig von der Menge von Energie, die in der Zündspule gespeichert ist.
  2. Verfahren gemäß Anspruch 1, wobei der Beginn der vorgegebenen Minimumwiederaufladezeitdauer mit dem Beginn eines Wiederaufladeereignisses zusammenfällt.
  3. Verfahren gemäß Anspruch 1, wobei die vorgegebene Minimumwiederaufladezeitdauer von Wiederaufladeereignis zu Ereignis oder zwischen Verbrennungsereignissen fest oder variabel sein kann.
  4. Verfahren gemäß Anspruch 1, 2 oder 3, wobei während eines Wiederaufladeereignisses der Pegel von Primärstrom in der Zündspule bestimmt wird, und der Pegel des Primärstroms als eine Anzeige der Menge von Energie verwendet wird, die in der Zündspule gespeichert ist.
  5. Verfahren gemäß Anspruch 4, wobei, nach Ablauf der Minimumwiederaufladezeitdauer, die Unterbrechung des Primärstroms nachfolgend einem Wiederaufladeereignis ausgelöst wird, wenn der Pegel des Primärstroms eine vorgegebene Primärstromschwelle erreicht.
  6. Verfahren gemäß einem der vorhergehenden Ansprüche, wobei das Ende eines Entladungsereignisses von der Menge von Energie abhängt, die von der Zündspule abgegeben wird.
  7. Verfahren gemäß Anspruch 6, wobei während jedes Entladungsereignisses der Pegel von Sekundärstrom in der Zündspule bestimmt wird, und der Pegel des Sekundärstroms als eine Anzeige der Menge von Energie verwendet wird, die von der Zündspule abgegeben wird.
  8. Verfahren gemäß Anspruch 6 oder 7, wobei jedes Entladungsereignis endet, wenn der Pegel des Sekundärstroms eine vorgegebene Sekundärstromschwelle erreicht.
  9. Zündsystem für eine Verbrennungsmaschine, das aufweist:
    eine Steuerungsschaltung, die konfiguriert ist, ein Zündsteuerungssignal zu erzeugen;
    eine Zündspule (16), die eine Primärwicklung (18) und eine Sekundärwicklung (20) hat, wobei die Primärwicklung ein erstes Ende umfasst, das mit einer Stromversorgung verbunden ist;
    einen Schalter (22), der mit einem zweiten Ende der Primärwicklung verbunden ist und konfiguriert ist, zu veranlassen, dass ein Primärstrom selektiv durch die Primärwicklung fließt in Reaktion auf die Zündsteuerung;
    wobei die Steuerungsschaltung konfiguriert ist, Lade- und
    Wiederaufladeereignisse der Zündspule zu betreiben durch Erzeugen des Zündsteuerungssignals, um zu veranlassen, dass Primärstrom durch die Primärwicklung fließt, wobei die Steuerungsschaltung weiter konfiguriert ist, zu veranlassen, dass der Schalter den Primärstrom unterbricht, um einen Sekundärstrom in der Sekundärwicklung herzustellen, der konfiguriert ist, zu veranlassen, dass eine Zündkerze, die mit der Sekundärwicklung verbunden ist, einen entsprechenden Funken erzeugt;
    dadurch gekennzeichnet, dass die Steuerungsschaltung derart konfiguriert ist, dass ein Wiederaufladeereignis stattfindet für zumindest eine Minimumwiederaufladezeitdauer, unabhängig von der Menge von Energie, die in der Zündspule gespeichert ist, und derart, um den Primärstrom zu unterbrechen nach einem Ablauf der Minimumwiederaufladezeitdauer basierend auf der Menge von Energie, die in der Zündspule gespeichert ist.
  10. Zündsystem gemäß Anspruch 9, das weiter aufweist eine Erfassungsschaltung in einer Erfassungsbeziehung zu der Primärwicklung, die konfiguriert ist, ein Primärstromsignal zu erzeugen, das für den Pegel des Primärstrom in der Primärwicklung repräsentativ ist; wobei die Steuerungsschaltung auf das Primärstromsignal reagiert und das Primärstromsignal als eine Anzeige der Menge von Energie verarbeitet, die in der Zündspule gespeichert ist.
  11. Zündsystem gemäß Anspruch 10, wobei nach einem Ablauf der Minimumwiederaufladezeitdauer der Primärstrom unterbrochen wird, wenn der Primärstrom eine Primärstromschwelle erreicht.
  12. Zündsystem gemäß Anspruch 9, 10 oder 11, das weiter aufweist eine Erfassungsschaltung in einer Erfassungsbeziehung zu der Sekundärwicklung, die konfiguriert ist, ein Sekundärstromsignal zu erzeugen, das für einen Pegel des Sekundärstroms in der Sekundärwicklung repräsentativ ist; wobei die Steuerungsschaltung auf das Sekundärstromsignal reagiert und konfiguriert ist, ein Wiederaufladeereignis zu initiieren durch Erzeugen des Zündsteuerungssignals, um so den Primärstrom wiederherzustellen in Vorbereitung auf einen weiteren Funken während eines Verbrennungsereignisses, wenn der Sekundärstrom eine Sekundärstromschwelle erreicht.
EP08156187A 2008-05-14 2008-05-14 Verfahren zur Bereitstellung von Mehrladungszündung Active EP2119906B1 (de)

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Application Number Priority Date Filing Date Title
DE602008005272T DE602008005272D1 (de) 2008-05-14 2008-05-14 Verfahren zur Bereitstellung von Mehrladungszündung
AT08156187T ATE500418T1 (de) 2008-05-14 2008-05-14 Verfahren zur bereitstellung von mehrladungszündung
EP08156187A EP2119906B1 (de) 2008-05-14 2008-05-14 Verfahren zur Bereitstellung von Mehrladungszündung
PL08156187T PL2119906T3 (pl) 2008-05-14 2008-05-14 Sposób dostarczania zapłonu wielokrotnego

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EP2119906B1 true EP2119906B1 (de) 2011-03-02

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JPS60204971A (ja) * 1984-03-29 1985-10-16 Nissan Motor Co Ltd デイ−ゼル機関用点火装置
US6378513B1 (en) * 1999-07-22 2002-04-30 Delphi Technologies, Inc. Multicharge ignition system having secondary current feedback to trigger start of recharge event
US6694959B1 (en) * 1999-11-19 2004-02-24 Denso Corporation Ignition and injection control system for internal combustion engine
EP1650429A3 (de) * 2001-07-02 2006-09-13 Hitachi, Ltd. Brennkraftmaschine mit Direkteinspritzung
DE102004056844A1 (de) * 2004-11-25 2006-06-01 Daimlerchrysler Ag Schnelle Vielfachfunkenzündung
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
US7404396B2 (en) * 2006-02-08 2008-07-29 Denso Corporation Multiple discharge ignition control apparatus and method for internal combustion engines

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PL2119906T3 (pl) 2011-07-29
DE602008005272D1 (de) 2011-04-14
ATE500418T1 (de) 2011-03-15
EP2119906A1 (de) 2009-11-18

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