CN111247331A - Engine - Google Patents
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- CN111247331A CN111247331A CN201880061537.5A CN201880061537A CN111247331A CN 111247331 A CN111247331 A CN 111247331A CN 201880061537 A CN201880061537 A CN 201880061537A CN 111247331 A CN111247331 A CN 111247331A
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- ground electrode
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- spark plug
- ground
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- 230000001737 promoting effect Effects 0.000 claims abstract description 14
- 230000004044 response Effects 0.000 claims description 67
- 238000004804 winding Methods 0.000 claims description 13
- 239000012212 insulator Substances 0.000 claims description 7
- 230000005684 electric field Effects 0.000 abstract description 21
- 230000006866 deterioration Effects 0.000 abstract description 7
- 239000007789 gas Substances 0.000 description 33
- 239000000446 fuel Substances 0.000 description 28
- 238000002485 combustion reaction Methods 0.000 description 21
- 230000008859 change Effects 0.000 description 16
- 239000002737 fuel gas Substances 0.000 description 16
- 239000000203 mixture Substances 0.000 description 13
- 238000002347 injection Methods 0.000 description 9
- 239000007924 injection Substances 0.000 description 9
- 238000010586 diagram Methods 0.000 description 7
- 230000000694 effects Effects 0.000 description 5
- 238000012986 modification Methods 0.000 description 5
- 230000004048 modification Effects 0.000 description 5
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 4
- 229910052799 carbon Inorganic materials 0.000 description 4
- 230000015572 biosynthetic process Effects 0.000 description 3
- 239000003990 capacitor Substances 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical group [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- 229910000990 Ni alloy Inorganic materials 0.000 description 1
- 239000000919 ceramic Substances 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000010891 electric arc Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 238000005979 thermal decomposition reaction Methods 0.000 description 1
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Classifications
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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
- 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
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
- H01T13/00—Sparking plugs
- H01T13/20—Sparking plugs characterised by features of the electrodes or insulation
- H01T13/22—Sparking plugs characterised by features of the electrodes or insulation having two or more electrodes embedded in insulation
-
- 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
- F02P9/00—Electric spark ignition control, not otherwise provided for
- F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
- F02P9/007—Control of spark intensity, intensifying, lengthening, suppression by supplementary electrical discharge in the pre-ionised electrode interspace of the sparking plug, e.g. plasma jet ignition
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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)
Abstract
The engine (1) is provided with an ignition device (200). An ignition device (200) is provided with: a center electrode (231); a ground electrode (232), wherein the ground electrode (232) is provided corresponding to the center electrode (231) and is connected to the Ground (GND); and a potential rise promoting section (250), wherein the potential rise promoting section (250) is disposed between the Ground (GND) and the ground electrode (232). According to this configuration, the electric field in the discharge region formed by the center electrode (231) and the ground electrode (232) can be intensified before spark discharge occurs by raising the potential on the ground electrode (232) side. As a result, the voltage at the start of spark discharge can be suppressed, and deterioration of the electrode unit formed by the center electrode (231) and the ground electrode (232) can be suppressed.
Description
Technical Field
The present invention relates to an engine provided with an ignition device.
Background
Conventionally, it is known that: an ignition plug is disposed in a combustion chamber of an engine, a voltage generated by an ignition coil is applied to an electrode portion composed of a center electrode and a ground electrode, and arc discharge is performed in a discharge region of the electrode portion, thereby igniting a mixture gas supplied to the combustion chamber of the engine.
For example, patent document 1 discloses an ignition device that: the device comprises a main electrode composed of a main high voltage electrode and a main grounding electrode; and an auxiliary electrode composed of an auxiliary high voltage electrode and an auxiliary ground electrode. In the ignition device of patent document 1, a high voltage of a secondary coil connected to a battery is applied to an auxiliary electrode, and a switch is switched after a certain time has elapsed, so that a spark discharge is generated by applying a high voltage to a main electrode.
Further, patent document 2 discloses an ignition device that: in order to calculate discharge energy easily by waveform observing means using an oscilloscope, a discharge voltage waveform observing terminal is provided on one of discharge electrodes, and a discharge current waveform observing resistor (R3) is provided on the other of the discharge electrodes.
Patent document
Patent document 1, Japanese patent laid-open No. 2007-032349
Patent document 2 Japanese laid-open patent application No. 2005-185027
Disclosure of Invention
In the conventional ignition devices disclosed in patent documents 1 and 2, the ground electrode is always connected to the Ground (GND), and the voltage on the ground electrode side is maintained at approximately 0V. In the case of such a structure, there are problems as follows: the voltage of the main electrode or the auxiliary electrode required for generating the spark discharge is relatively large, and the voltage required for generating the spark discharge is relatively large.
In order to solve the main technical problem, according to the present invention, there is provided an engine including an ignition device, wherein the ignition device includes: a center electrode; a ground electrode provided corresponding to the center electrode and connected to a ground line; and a potential rise promoting portion disposed between the ground line and the ground electrode.
Can be as follows: the potential increase promotion unit includes: a power supply to which the ground electrode provided corresponding to the center electrode is connected via a 1 st switch; and a control unit that causes the ignition device to generate spark discharge, wherein the ground electrode is connected to a ground via a 2 nd switch, and wherein the control unit performs the following potential increase control: in a state where the 2 nd switch is turned off, the 1 st switch is turned on to connect the ground electrode and the power supply, and the potential of the ground electrode is increased, and in a state where the potential of the ground electrode is increased after the potential increase control is performed, a voltage is applied between the center electrode and the ground electrode to generate a spark discharge.
The configuration may be such that: the control unit turns on the 1 st switch to perform the potential increase control, and then turns off the 1 st switch from on before spark discharge is generated.
Further, the following configuration is possible: the control unit generates spark discharge in a state where the 1 st switch is turned on to perform the potential increase control.
Further, it may be: the control unit turns on the 2 nd switch for a predetermined time in a state where the 1 st switch is turned off after spark discharge is generated.
Can be as follows: the potential rise promoting portion is a response delay generating portion provided between the ground line and the ground electrode, and includes: and a ground electrode provided corresponding to the center electrode and connected to a ground line.
The response delay generating section includes a winding section.
The configuration may be such that: the engine further includes a cylinder head having a mounting hole for mounting a spark plug having the center electrode and the ground electrode, the spark plug having a conductive shell, the ground electrode being formed in the shell, the spark plug being mounted in the mounting hole via an insulator, and the shell and the cylinder head being connected via the response delay generating portion. The response delay generating portion may be formed as a shim when the spark plug is mounted to the mounting hole.
The configuration may be such that: the engine further includes a cylinder head having a mounting hole for mounting a spark plug having the center electrode and the ground electrode, and the response delay generating unit includes: a resistor; and a winding portion disposed between the resistor and the cylinder head, wherein the spark plug has a conductive shell, and the ground electrode is formed in the shell and attached to the attachment hole via the resistor.
The configuration may be such that: the engine further includes a cylinder head having a mounting hole for mounting a spark plug having the center electrode and the ground electrode, the spark plug having the center electrode and the ground electrode includes a conductive shell, the ground electrode is formed on the shell, and the response delay generating unit is disposed between the shell and the mounting hole.
The configuration may be such that: the engine further includes a cylinder head having a mounting hole for mounting a spark plug having the center electrode and the ground electrode, the spark plug having a conductive shell, the ground electrode being formed in the shell and the shell being mounted in the mounting hole, the ground electrode being connected to the shell via the response delay generating portion.
The configuration may be such that: the engine further includes a cylinder head having a mounting hole for mounting a spark plug having the center electrode and the ground electrode, the spark plug having a shell and being mounted in the mounting hole via the shell, the shell being insulated from the center electrode and the ground electrode, and a terminal of the ground electrode being connected to the cylinder head via the response delay generating portion.
ADVANTAGEOUS EFFECTS OF INVENTION
The engine of the present invention is provided with an ignition device. The ignition device is provided with: a center electrode; a ground electrode provided corresponding to the center electrode and connected to a ground line; and a potential rise promoting portion disposed between the ground line and the ground electrode. According to this configuration, by increasing the potential on the ground electrode side, the electric field in the discharge region formed by the center electrode and the ground electrode can be intensified before spark discharge occurs. As a result, the voltage at the time of starting the spark discharge can be suppressed, and deterioration of the electrode portion including the center electrode and the ground electrode can be suppressed.
The potential rise promoting unit of the engine of the present invention may include a power supply and a control unit. A ground electrode provided corresponding to the center electrode is connected to the power supply via a 1 st switch. The ground electrode is connected to the ground via the 2 nd switch. And a ground electrode connected to a ground line via a 2 nd switch, wherein the control unit performs the following potential rise control: when the 2 nd switch is turned off, the 1 st switch is turned on to connect the ground electrode to the power source, thereby increasing the potential of the ground electrode, and when the potential of the ground electrode is increased after the potential increase control is performed, a voltage is applied between the center electrode and the ground electrode, thereby generating spark discharge. According to this structure, the electric field in the discharge region formed by the center electrode and the ground electrode can be intensified before the spark discharge occurs. As a result, deterioration of the electrode portion including the center electrode and the ground electrode can be suppressed.
The potential rise promoting unit of the engine according to the present invention may include: a center electrode, a ground electrode, and a response delay generating section. The grounding electrode is arranged corresponding to the central electrode and is connected with the ground wire. The response delay generating section is provided between the ground line and the ground electrode. This makes it possible to strengthen the electric field in the discharge region formed by the center electrode and the ground electrode before spark ignition, and to reduce the voltage for generating a spark. As a result, deterioration of the electrode portion including the center electrode and the ground electrode can be suppressed. Further, since the electric field of the electrode portion before the spark discharge is performed is intensified, the formation of the initial ignition nuclei at the time of igniting the gas mixture can be promoted, and the combustion time can be shortened.
Drawings
Fig. 1 is a schematic diagram of an engine according to embodiment 1 of the present invention.
Fig. 2 is a block diagram showing a schematic configuration of an ignition device provided in the engine shown in fig. 1.
Fig. 3 is a timing chart showing changes in the secondary voltage, the 1 st switch, and the 2 nd switch in the ignition control of embodiment 1.
Fig. 4 is a timing chart showing changes in the secondary voltage, the 1 st switch, and the 2 nd switch in the ignition control of embodiment 2.
Fig. 5 is a diagram showing the history of pressure change in the case where the mixed gas is ignited according to embodiment 1, embodiment 2, and the related art.
Fig. 6 is a schematic diagram of an engine including the ignition device according to embodiment 3.
Fig. 7 is a block diagram showing a schematic configuration of an ignition device provided in the engine shown in fig. 6.
Fig. 8 is a diagram showing an example of a circuit of the response delay generating unit of the ignition device shown in fig. 7.
Fig. 9 is a timing chart showing the center electrode side voltage, the ground electrode side voltage, and the current when the ignition control is performed by the conventional ignition device and the ignition device of each embodiment.
Fig. 10 is a view showing another example of the spark plug and the mounting structure of the spark plug.
Fig. 11 is a diagram showing the history of pressure change in the case where the mixed gas is ignited according to embodiment 3 and the conventional technique.
Detailed Description
Hereinafter, embodiment 1 of an engine according to the present invention will be described in detail with reference to the drawings.
(embodiment 1)
Fig. 1 schematically shows a configuration of engine 100 including ignition device 200. The gas engine 100 is, for example, an engine using city gas supplied from a pipeline as fuel. Engine 100 is a type of engine that supplies a mixture of fuel gas G and air to combustion chamber M described later and ignites by spark plug 230.
The engine 100 includes: an engine main body portion 10; an air intake system 20; an exhaust system 30; and an ignition device 200 including an ecu (engine Control unit)50 and a spark plug 230 as a Control unit. The spark plug 230 has a center electrode 231 and a ground electrode 232.
The engine body 10 includes a cylinder head 70, a cylinder block 80, and the like. The engine main body 10 includes a plurality of cylinders 11. In fig. 1, only 1 cylinder of the plurality of cylinders 11 is shown. Each cylinder 11 is communicated through an intake system 20 and through an exhaust system 30. The intake system 20 is constituted by an intake port 21 formed in the cylinder head 70 and an intake manifold 22. The exhaust system 30 is composed of an exhaust port 31 and an exhaust manifold 32.
A gas injector 42 is provided on the intake manifold 22. An intercooler, a main throttle, a compressor of a supercharger, and the like (not shown) are disposed on the upstream side of the intake system 20. A turbine of a supercharger or the like (not shown) is disposed downstream of the exhaust manifold 32 in the exhaust system 30.
The ECU50 has the following functions: ignition control, which will be described later, is performed on the ignition device 200, and the main throttle and the like are controlled so that the intake manifold pressure, which is the air flow rate, becomes the target intake manifold pressure, and the entire engine 100 is controlled.
Referring to fig. 1, the structure of the cylinder head 70 will be further described.
The cylinder head 70 is disposed in an upper portion of the cylinder block 80. The cylinder head 70 is provided with an intake valve 71, an exhaust valve 72, and an ignition plug 230 facing a combustion chamber M described later.
A piston P is slidably accommodated in a cylinder 12 of the cylinder 11. The combustion chamber M is formed by the inner wall of the block 12 of the cylinder 11, the lower surface of the cylinder head 70, and the top of the piston P.
A fuel supply pipe 41 is connected to the intake manifold 22 via a gas injector 42, and an intake manifold pressure sensor 54 is disposed. A fuel gas pressure sensor 55 for detecting the fuel gas pressure and a fuel gas pressure regulator 56 are disposed in the fuel supply pipe 41.
A fuel injection amount map is set in the ECU 50. The fuel injection quantity map gives a correlation between the engine speed Ne, the engine output W, and a command fuel injection quantity Q as a fuel flow quantity, which is determined for the engine speed Ne and the engine output W. The ECU50 controls the gas injector 42 based on the command fuel injection quantity Q.
A target intake manifold pressure map is also set in the ECU 50. The target intake manifold pressure map gives a correlation between the engine speed Ne, the engine output W, and the target intake manifold pressure Pi, which is determined for the engine speed Ne and the engine output W. The ECU50 controls the main throttle so that the intake manifold pressure becomes the target intake manifold pressure Pi.
With the above configuration, the ECU50 controls the fuel gas pressure regulator 56, the gas injector 42, the main throttle valve, and the like, and supplies the air-fuel mixture obtained by mixing the fuel gas G with air to the intake manifold 22. The mixture gas is supplied to the combustion chamber M via the intake manifold 22 and ignited by the ignition plug 230.
Referring to fig. 2 in addition to fig. 1, the ignition device 200 will be further described.
The ignition device 200 is configured to: including the ECU50 and the spark plug 230 described above.
The ignition plug 230 is disposed in the cylinder 11.
As shown in fig. 2, the ignition device 200 includes: an ignition coil including a primary coil 241, a secondary coil 242, and a core 243; and an igniter 244. The primary coil 241 is wound around a core 243. One end of the primary coil 241 is connected to a power supply 245, and the other end of the primary coil 241 is connected to an igniter 244. Secondary coil 242 is wound around core 243. One end of the secondary coil 242 is connected to the primary coil 241, and the other end of the secondary coil 242 is connected to the terminal 231a of the center electrode 231.
The igniter 244 is formed of, for example, a transistor, and switches the supply and stop of the electric power from the power supply 245 to the primary coil 241 by the energization signal from the ECU50 described above. The high voltage application unit 240 is a circuit widely known as a circuit for applying a voltage to a spark plug, and various modifications are conceivable. For example, although the igniter 244 is formed of a transistor in the present embodiment, the igniter is not limited to this, and may be replaced with a point (contact) type distributor (distributor) or the like.
The ignition device 200 further includes: a power supply 251, a 1 st switch 252, and a 2 nd switch 253. The ground electrode 232 of the spark plug 200 is connected to a power source 251 via a 1 st switch 252. The 1 st switch 252 connects and disconnects the power source 251 to and from the ground electrode 232. The ground electrode 232 is connected to GND via the 2 nd switch 253. The 2 nd switch 253 connects and disconnects the ground electrode 232 to and from GND. The 1 st switch 252 and the 2 nd switch 253 preferably can respond at high speed and respond to a high voltage. The 1 st switch 252 and the 2 nd switch 253 are operated by an instruction signal from the ECU50 and controlled at predetermined appropriate timing. The potential rise promoting unit is constituted by a power source 251 connected to the ground electrode 232 provided corresponding to the center electrode 231 through a 1 st switch 252, and an ECU50 provided as a control unit for causing the ignition device 200 to generate spark discharge. By increasing the potential on the ground electrode side by the potential increase promoting portion, the electric field in the discharge region formed by the center electrode and the ground electrode can be intensified before spark discharge occurs.
As shown in fig. 1, the spark plug 230 includes a screw portion 233. The screw portion 233 is used to attach the spark plug 230 to the attachment hole 73 formed in the cylinder head 70.
Next, ignition control performed by the ignition device 200 will be described with reference to fig. 3. Fig. 3 (a) shows a change in the secondary voltage from the ignition coil, fig. 3 (b) shows an on/off state of the 1 st switch 252, and fig. 3 (c) shows an on/off state of the 2 nd switch 253.
When spark discharge is generated by the spark plug 230, the ECU50 performs control for increasing the potential of the ground electrode 232. Specifically, first, as shown in fig. 3 (b), in a state where the 2 nd switch 253 is turned off, the 1 st switch 252 of the ground electrode voltage application unit 250 is turned on for a predetermined time by an instruction signal from the ECU 50. Then, before the voltage is applied to the spark plug 230 to cause the spark discharge, the 1 st switch 252 is turned off (see fig. 3 (b)). Thus, the potential rise control is performed on the ground electrode 232, and the state in which the electric field formed by the center electrode 231 and the ground electrode 232 is strengthened is maintained.
In parallel with the above-described potential rise control, an energization signal is transmitted from the ECU50 to the igniter 244 at a timing that takes into account the ignition timing determined by the operating state of the engine. Accordingly, a current is supplied from the power supply 245 to the primary coil 241, and a magnetic field is formed around the core 243. As described above, even after the 1 st switch 252 is turned off, the state in which the electric field formed by the center electrode 231 and the ground electrode 232 is strengthened continues. In this state, the ECU50 turns off the energizing signal to the igniter 244. Accordingly, the energization of the primary coil 241 from the power supply 245 is stopped. When the energization of the primary coil 241 is stopped, an electromotive force is generated on the secondary coil 242 side due to the mutual inductance action, and a negative secondary voltage is generated as shown in fig. 3 (a). The time at which this secondary voltage is generated is denoted by ST in fig. 3. Then, a voltage is applied to a discharge region formed between the center electrode 231 and the ground electrode 232 by the secondary voltage, so that spark discharge is generated at a timing indicated by BD in fig. 3, and the air-fuel mixture compressed in the combustion chamber M is ignited. After the spark discharge is generated, the 2 nd switch 253 is turned on for a predetermined time (see fig. 3 (c)), whereby the ground electrode 232 is connected to GND, and the potential of the ground electrode 232 is set to the initial state (0V). The time when the 2 nd switch 253 is turned on is stored in the ECU50 in advance, for example. Although not particularly limited, the 2 nd switch 253 may be turned on for 1 to 10 msec. Such ignition control is repeatedly performed in accordance with the ignition timing of each cylinder 11.
In the present embodiment, before the spark discharge is generated by the spark plug 230, the electric field in the discharge region formed between the center electrode 231 and the ground electrode 232 is intensified by performing the electric potential increase control for increasing the electric potential of the ground electrode 232 in advance. Accordingly, the secondary voltage for generating the spark discharge in the spark plug 230 can be reduced as compared with the conventional art, and as a result, deterioration of the center electrode 231 and the ground electrode 232 can be suppressed.
The present invention is not limited to the configuration shown in embodiment 1 described above, and various modifications are conceivable. The following describes example 2.
(embodiment 2)
Embodiment 2 is common to embodiment 1 in that the engine 100 and the ignition device 200 shown in fig. 1 and 2 are used, and the common points are not described. In embodiment 2, the timings of instruction signals from the ECU50 to the 1 st switch 252 and the 2 nd switch 253 are different from those in embodiment 1. Here, the difference from embodiment 1 will be mainly described with reference to fig. 2 and 4.
In embodiment 2, when a high voltage is applied to the spark plug 230, first, the 1 st switch 252 is turned on by an instruction signal from the ECU50, and the on state is maintained, thereby performing potential rise control for maintaining the potential of the ground electrode 232 at a high level (see fig. 4 (b)). At this time, the 2 nd switch 253 becomes an off state. Accordingly, the following states are achieved: the electric field of the discharge region formed by the center electrode 231 and the ground electrode 232 is further enhanced as compared with embodiment 1.
In a state where the electric field formed by the center electrode 231 and the ground electrode 232 is strengthened, an energizing signal is sent from the ECU50 toward the igniter 244. The ECU50 sends an energization signal to the igniter 244 at a timing that takes into account the ignition timing determined by the operating state of the engine. When an energization signal is sent from the ECU50 to the igniter 244, a current is supplied from the power supply 245 to the primary coil 241, and a magnetic field is formed around the core 243. After a predetermined time has elapsed, the ECU50 turns off the energization signal to the igniter 244 at a time indicated by ST in fig. 4. Accordingly, the energization of the primary coil 241 from the power supply 245 is stopped. When the energization of the primary coil 241 is stopped, an electromotive force is generated on the secondary coil 242 side due to the mutual inductance action, and a negative secondary voltage is generated as shown in fig. 4 (a). Then, spark discharge is generated in a discharge region formed between the center electrode 231 and the ground electrode 232 by the secondary voltage at a timing shown by BD in fig. 4, and the air-fuel mixture compressed in the combustion chamber M is ignited. After the spark discharge is generated, the 1 st switch 252 is turned off, the 2 nd switch 253 is turned on for a predetermined time, the ground electrode 232 is connected to the ground, and the potential of the ground electrode 232 is set to the initial state (0V). In the present embodiment, the 1 st switch 252 is turned off and the 2 nd switch 253 is turned on, but the 2 nd switch 253 may be turned on after the 1 st switch 252 is turned off. That is, the 2 nd switch 253 may be turned on for a predetermined time while the 1 st switch 252 is turned off.
In embodiment 2, as in embodiment 1, before the spark discharge is generated by the spark plug 230, the electric field in the discharge region formed between the center electrode 231 and the ground electrode 232 is intensified by performing the electric potential increase control for increasing the electric potential of the ground electrode 232 in advance. In embodiment 2, since the on state of the 1 st switch 252 is maintained with the timing of the spark discharge, the potential of the ground electrode 232 can be maintained in a high state even after the spark discharge, and the electric field in the discharge region can be maintained in a state of being increasingly intensified. Accordingly, the secondary voltage for generating the spark discharge in the spark plug 230 can be further reduced as compared with the conventional art, and as a result, the deterioration of the center electrode 231 and the ground electrode 232 can be suppressed.
The influence of the history of pressure change in the combustion chamber M when the mixed gas is ignited by the ignition device 200 will be described with reference to fig. 5. The data shown in FIG. 5 represents: the history of pressure change in a sealed container having a predetermined volume, in the case where a mixed gas having an equivalence ratio of 0.7 was charged into the sealed container and ignition was performed in a state where the internal pressure of the container was set to 1 MPa. The dotted lines in the figure indicate: the history of the pressure change in the container when spark discharge was performed by a conventional ignition device (conventional example) in which potential rise control was not performed. The solid line indicates: the history of pressure change in the container when spark discharge is performed by the ignition control of embodiment 1 described above is indicated by a single-dot chain line: the history of the pressure change in the container when spark discharge is performed by the ignition control of embodiment 2. In fig. 5, the ignition timing (0ms) at which the spark discharge occurs is aligned, and the subsequent pressure change histories in the container are compared.
As is apparent from fig. 5, according to the ignition control of embodiment 1 shown by the solid line, the pressure rise after the spark discharge can be made faster than that of the conventional example. This indicates that: before the spark discharge is generated, the electric field between the center electrode 231 and the ground electrode 232 is intensified, and the electric field is maintained in the intensified state when the air-fuel mixture is ignited and combusted, so that the formation of initial flame nuclei is promoted, the combustion of the air-fuel mixture is favorably performed, and the combustion time can be shortened.
According to the ignition control of embodiment 2 shown by the one-dot chain line, the pressure rise can be made faster and the combustion time can be made shorter than in embodiment 1. This is presumably because: in the ignition control of embodiment 2, the on state of the 1 st switch 252 is maintained from before the spark discharge is generated to after the spark discharge is generated, and the electric field in the discharge region is intensified more and more during the spark discharge and the combustion time thereafter.
Hereinafter, embodiment 3 of an engine provided with an ignition device will be described in detail with reference to the drawings.
(embodiment 3)
Fig. 6 schematically shows the configuration of engine 100 including ignition device 200 according to the present embodiment. The engine 100 is, for example, an engine using city gas supplied from a pipe as fuel, and is a type of engine in which a mixed gas of fuel gas G and air is supplied to a combustion chamber M described later and is ignited by an ignition plug 230.
The engine 100 includes: an engine main body portion 10; an air intake system 20; an exhaust system 30; an ecu (engine Control unit)50 as a Control unit; and an ignition device 200 including an ignition plug 230 and a response delay generating section 260. The spark plug 230 has a center electrode 231 and a ground electrode 232.
The engine body 10 includes a cylinder head 70, a cylinder block 80, and the like. The engine main body 10 includes a plurality of cylinders 11. Only 1 cylinder of the plurality of cylinders 11 is shown in fig. 6. Each cylinder 11 is communicated through an intake system 20 and through an exhaust system 30. The intake system 20 is constituted by an intake port 21 formed in the cylinder head 70 and an intake manifold 22. The exhaust system 30 is constituted by an exhaust port 31 and an exhaust manifold 32.
A gas injector 42 is provided on the intake manifold 22. An intercooler, a main throttle, a compressor of a supercharger, and the like (not shown) are disposed on the upstream side of the intake system 20. A turbine of a supercharger or the like (not shown) is disposed downstream of the exhaust manifold 32 in the exhaust system 30.
The ECU50 performs ignition control of the ignition device 200 and controls the main throttle and the like so that the intake manifold pressure, which is the air flow rate, becomes the target intake manifold pressure.
The structure of the cylinder head 70 will be further described with reference to fig. 6.
The cylinder head 70 is disposed in an upper portion of the cylinder block 80. The cylinder head 70 is provided with an intake valve 71, an exhaust valve 72, and an ignition plug 230 facing a combustion chamber M described later. The cylinder head 70 has a mounting hole 73 for mounting the spark plug 230 to the cylinder head 70.
A piston P is slidably accommodated in a cylinder 12 of the cylinder 11. In the cylinder head 70, a combustion chamber M is formed by an inner wall of the block 12 of the cylinder 11, a lower surface of the cylinder head 70, and a top of the piston P.
A fuel supply pipe 41 is connected to the intake manifold 22 via a gas injector 42, and an intake manifold pressure sensor 54 is disposed. A fuel gas pressure sensor 55 for detecting the fuel gas pressure and a fuel gas pressure regulator 56 are disposed in the fuel supply pipe 41.
A fuel injection amount map is set in the ECU 50. The fuel injection amount map shows a correlation between the engine speed Ne, the engine output W, and a command fuel injection amount Q as a fuel flow rate, and the command fuel injection amount Q is determined for the engine speed Ne and the engine output W. The ECU50 controls the gas injector 42 based on the command fuel injection quantity Q.
A target intake manifold pressure map is also set in the ECU 50. The target intake manifold pressure map shows a correlation between the engine speed Ne, the engine output W, and the target intake manifold pressure Pi, which is determined for the engine speed Ne and the engine output W. The ECU50 controls the main throttle so that the intake manifold pressure becomes the target intake manifold pressure Pi.
By employing the configuration described above, the ECU50 controls the fuel gas pressure regulator 56, the gas injector 42, the main throttle valve, and the like, and supplies the air-fuel mixture obtained by mixing the fuel gas G with air to the intake manifold 22. The mixture gas is supplied to the combustion chamber M via the intake manifold 22 and ignited by the ignition plug 230.
The ignition device 200 will be further described with reference to fig. 7 and 8 in addition to fig. 6.
The ignition device 200 is configured to: the ECU50, the ignition plug 230, and the response delay generating unit 260 that functions as a potential increase promoting unit in the present embodiment are included. In fig. 6 and 7, the ignition device 200 applies a voltage for generating a spark discharge between the center electrode 231 and the ground electrode 232 via the terminal 231a connected to the center electrode 231 of the spark plug 230. The response delay generating unit 260 is disposed between the ground electrode 232 and GND. The response delay generating unit 260 has the following functions: the potential of the ground electrode 232 before spark discharge is maintained in a high state, and a response delay is generated in the change in the potential of the ground electrode 232 in order to enhance the electric field in the discharge region formed between the center electrode 231 and the ground electrode 232. By increasing the potential on the ground electrode side by the response delay promoting portion 260 functioning as the potential increase promoting portion, the electric field in the discharge region formed by the center electrode and the ground electrode can be intensified before the spark discharge is generated.
As shown in fig. 7, the ignition device 200 includes: an ignition coil including a primary coil 241, a secondary coil 242, and a core 243; an igniter 244; and a power supply 245. The primary coil 241 is wound around a core 243. One end of the primary coil 241 is connected to a power supply 245, and the other end of the primary coil 241 is connected to an igniter 244. Secondary coil 242 is wound around core 243. One end of the secondary coil 242 is connected to the primary coil 241, and the other end of the secondary coil 242 is connected to the terminal 231a of the center electrode 231 of the spark plug 230.
The igniter 244 is formed of a transistor, for example. The igniter 244 switches the supply of electric power from the power supply 245 to the primary coil 241 and stops the supply of electric power by the energization signal from the ECU 50. The circuit described above is a circuit widely known as a circuit for applying a voltage to a spark plug, and various modifications are conceivable. For example, although the igniter 244 is formed of a transistor in the present embodiment, the present invention is not limited thereto, and may be replaced with a point (contact) type distributor (distributor) or the like.
As shown in fig. 7, the response lag generating unit 260 is disposed between the ground electrode 232 of the spark plug 230 and GND. The response delay generating unit 260 has the following functions: after spark discharge is generated in a discharge region formed between the center electrode 231 and the ground electrode 232, the potential of the ground electrode 232 is prevented from being lowered. The response delay generating unit 260 preferably includes a winding unit (coil). The response delay generating unit 260 generates an electromotive force by an excessive response due to the provision of the winding unit, thereby realizing the above-described function.
Fig. 8 shows an example of a circuit constituting the response delay generating unit 260. As shown in fig. 8, the response delay generating unit 260 may include an inductor as a winding unit. More specifically, as the configuration of the response delay generating unit 260, it is possible to adopt: a configuration including the inductor 261 (see fig. 8 a), a configuration including the resistor 262 and the inductor 263 arranged in series (see fig. 8 b), a configuration including the resistor 264 and the inductor 265 arranged in series, and the capacitor 266 arranged in parallel with them (see fig. 8 c), and the like. The structure shown in fig. 8 (c) can be realized by a carbon film resistor, for example. The carbon film resistor is formed on the surface of a ceramic rod as a pure carbon film which is tightly fixed by thermal decomposition at a high temperature under a high vacuum, and a winding structure is formed by spirally cutting a groove on the carbon film, thereby obtaining a desired resistance value. The excessive response characteristic of the response delay generating unit 260 can be adjusted by adjusting the inductance of the winding unit (inductor 261), the resistance values of the resistors 262 and 264, the capacitance of the capacitor 266, and the like provided in fig. 8 (a) to (c). The excessive response characteristic of the response delay generating unit 26 is determined by an appropriate experiment or the like. Further, an ignition plug 230 constituting the ignition device 200 is provided for each cylinder 11.
Referring back to fig. 6, a detailed configuration of the spark plug 230 and a configuration example of the response delay generating unit 260 will be described. A center electrode 231 and a ground electrode 232 are disposed at the tip end of the spark plug 230. The spark plug 230 also has an electrically conductive shell 234. The center electrode 231 is electrically connected to the upper terminal 231a via a copper core passing through the center of the spark plug 230 and surrounded by an insulator. The ground electrode 232 is formed on a conductive shell 234. The housing 234 is made of, for example, a special nickel alloy or the like. The housing 234 includes a screw portion 243a and a head portion 243 b. The threaded portion 243a is coupled to the mounting hole 73 of the cylinder head 70. The ground electrode 232 is locked to one end of the screw portion 243 a. The head 243b is connected to the other end of the screw portion 243 a.
In the present embodiment, a substantially cylindrical insulator 74 is disposed between the mounting hole 73 of the cylinder head 70 and the housing 234 of the spark plug 230. The insulator 74 cuts off electrical conduction between the cylinder head 70 and the ignition plug 230. The insulator 74 has a substantially cylindrical shape. The response delay generating portion 260 is disposed between the housing 234 of the spark plug 230 and the cylinder head 70. The housing 234 and the cylinder head 70 are connected by a response delay generating unit 260. With this structure, it is not necessary to machine the spark plug 230 to form the response delay generating portion 260. Therefore, a commonly used spark plug can be adopted as the spark plug 230 of the present embodiment.
The present embodiment is configured as described above, and ignition control by the ignition device 200 described above will be described with reference to fig. 6 to 9.
In order to generate spark discharge by the ignition plug 230, an energization signal is sent from the ECU50 to the igniter 244 at a timing that takes into account the ignition timing determined by the operating state of the engine. Accordingly, a current is supplied from the power supply 245 to the primary coil 241, and a magnetic field is formed around the core 243. Next, the energization of the primary coil 241 from the power supply 245 is stopped by cutting off the energization signal to the igniter 244. By stopping the energization of the primary coil 241, a negative secondary voltage is generated on the secondary coil 242 side due to the mutual inductance. Then, a voltage is applied to a discharge region formed between the center electrode 231 and the ground electrode 232 by the secondary voltage, thereby generating a spark discharge and igniting the air-fuel mixture compressed in the combustion chamber M. Such ignition control is repeatedly performed in accordance with the ignition timing of each cylinder 11.
Fig. 9 (a) is a timing chart showing the voltage on the center electrode side, the voltage on the ground electrode side, and the current when the ignition control is performed by the conventional ignition device. Fig. 9 (b) is a timing chart showing the center electrode side voltage, the ground electrode side voltage, and the current when the ignition control is performed by the ignition device 200 of the present embodiment. In fig. 9, the timing at which spark discharge occurs is denoted by BD.
In the conventional ignition device, the ground electrode is always connected to GND. Therefore, in the conventional ignition device, as shown by a broken line in fig. 9 (a), the ground electrode side voltage is maintained at substantially 0V. In the case of such a configuration, as indicated by a solid line in fig. 9 (a), the center electrode side voltage required for generating spark discharge is larger than the set electrode side voltage. Accordingly, as shown by the one-dot chain line in fig. 9 (a), when spark discharge occurs, a large current flows. Accordingly, the center electrode and the ground electrode are easily deteriorated.
On the other hand, in the ignition device 200 of the present embodiment, a response delay generating portion 260 is disposed between the ground electrode 232 and GND. Therefore, after the spark discharge is generated to ignite the gas mixture, the ground electrode side voltage is not temporarily decreased as shown by the broken line in fig. 9 (b). That is, the electric field in the discharge region formed between the center electrode 231 and the ground electrode 232 can be maintained in a strengthened state. By performing the ignition control in such a configuration, as shown by a solid line in fig. 9, the center electrode voltage for generating the spark discharge at the ignition plug 230 can be reduced as compared with the conventional ignition device. As a result, the value of the current flowing during the spark discharge can be suppressed, and the deterioration of the center electrode 231 and the ground electrode 232 can be suppressed. The response delay generator 260 according to the present embodiment may be configured by any one of the circuit examples of the response delay generator 260 shown in fig. 8 (a) to (c).
As shown in fig. 9 (b), in the ignition device 200 of the present embodiment, after the spark discharge is generated, the ground electrode side voltage is gradually decreased, not abruptly decreased. This phenomenon is referred to as response delay. The response delay generating unit 260 is a component for generating the response delay.
The present invention is not limited to the configuration shown in embodiment 3 described above, and various modifications can be conceived as long as they fall within the technical scope of the present invention. Other examples are explained below. In other embodiments described below, the structure for attaching the spark plug 230, the response delay generating portion 260, and the spark plug 230 to the mounting hole 73 of the cylinder head 70 is different from that of embodiment 3 described above, and the remaining structure is common, and therefore, detailed description of the common points will be omitted.
(embodiment 4)
The 4 th embodiment will be described with reference to fig. 10 (a). The 4 th embodiment shown in fig. 10 (a) is configured to realize the circuit example shown in fig. 8 (b). The response delay generating unit 260 is composed of a resistor 262 and an inductor 261 (winding unit). The resistor 262 is disposed in the mounting hole 73 of the cylinder 70, and the resistor 262 has a substantially cylindrical shape. The spark plug 230 is mounted to the mounting hole 73 via a resistor 262.
In embodiment 4, the response delay generating section 260 is constituted by the inductor 261 and the resistor 262. In this case, it is not necessary to machine the spark plug 230 to form the response delay generating portion 260. Therefore, a commonly used spark plug can be used as it is. In addition, the resistance value of the resistor 262 can be appropriately selected.
(embodiment 5)
The 5 th embodiment will be described with reference to fig. 10 (b). In the 5 th embodiment shown in fig. 10 (b), an ignition plug 230 is attached to the mounting hole 73 of the cylinder head 70 via an insulator 74, as in the 3 rd embodiment. At this time, a gasket as the response delay generating portion 260 is disposed between the housing 234 of the ignition plug 230 and the mounting hole 73 of the cylinder head 70. The response delay generating unit 260 maintains airtightness between the ignition plug 230 and the cylinder head. The response delay generating unit 260 of the present embodiment has a through hole (not shown) formed in the center thereof, and the screw portion 243a of the ignition plug 230 is inserted into the through hole. Accordingly, the housing 234 of the ignition plug 230 and the cylinder head 70 are not directly connected, but are connected by the response delay generating unit 260. The response delay generator 260 of the present embodiment can be configured to, for example: the transformer includes a winding structure and an inductor. With this configuration, the present embodiment can also achieve the same operational effects as those of embodiment 3 described above. In this embodiment, as in embodiments 3 and 4, it is not necessary to machine the spark plug 230 to form the response delay generating unit 260.
(embodiment 6)
Embodiment 6 will be described with reference to fig. 10 (c). In embodiment 6 shown in fig. 10 (c), the response delay generating unit 260 including the winding unit is formed in a cylindrical shape. The threaded portion 243a of the spark plug 230 is inserted into the response delay generating portion 260. That is, the ignition plug 230 is attached to the attachment hole 73 of the cylinder head 70 via the response delay generating portion 260. With this configuration, the same operational effects as those of embodiment 3 described above can be achieved. In this embodiment, as in the case of embodiments 3 to 5, it is not necessary to machine the spark plug 230 to form the response delay generating portion 260.
(7 th embodiment)
Embodiment 7 will be described with reference to fig. 10 (d). The 7 th embodiment shown in fig. 10 (d) is different from the 3 rd to 6 th embodiments in the structure of the ground electrode 232. In the present embodiment, the ground electrode 232 is coupled to the housing 234 via the response delay generating unit 260. Such a response delay generating unit 260 can be formed of a small inductor, for example, and can achieve the same operational effects as those of embodiment 3 described above.
(8 th embodiment)
The 8 th embodiment will be described with reference to fig. 10 (e). In the 8 th embodiment shown in fig. 10 (e), the center electrode 231 and the ground electrode 232 are electrically insulated from the shell 234. The terminal 231a of the center electrode 231 is connected to the ignition coil, and the terminal 232a of the ground electrode 232 is connected to the cylinder head 70 via the response delay generating unit 260. The spark plug 230 of the present embodiment is directly attached to the attachment hole 73 of the cylinder head 70, but the shell 234 and the ground electrode 232 are insulated. The present embodiment can also achieve the same operational effects as those of the above-described embodiment 3. In addition, since the above-described embodiments 7 and 8 are improved on the spark plug 230 side, it is not necessary to largely change the cylinder head 70.
The influence of the history of pressure change in the combustion chamber M when the mixed gas is ignited by the ignition device 200 will be described with reference to fig. 11. The data shown in FIG. 11 represents: the history of pressure change in a sealed container when a mixed gas having an equivalence ratio of 0.7 was charged into the sealed container having a predetermined volume and ignition was performed with the internal pressure of the container set to 1 MPa. The dotted lines in the figure indicate: the history of the pressure change in the container when the mixed gas is ignited by a conventional ignition device (conventional example) not provided with the response delay generating unit 260. The solid lines in the figure indicate: the history of pressure change in the container when the mixed gas is ignited by the ignition device 200 according to embodiment 3 described above. In fig. 11, the ignition timing (0ms) at which spark discharge occurs is matched, and the subsequent pressure change histories are compared.
As can be seen from fig. 11: in embodiment 3 shown by the solid line, the pressure rise after ignition can be made faster than in the conventional example. This is because: the electric field between the center electrode 231 and the ground electrode 232 is strengthened by the response delay generating section 260. FIG. 11 shows that: in embodiment 3, even in the state where the mixed gas is ignited and burned, the electric field is maintained in a strengthened state, so that the formation of the initial flame kernel is promoted, the mixed gas is favorably burned, and the combustion time is shortened.
The present invention is not limited to the above-described embodiments, and various modifications can be included within the technical scope of the present invention. The above-described 1 st to 8 th embodiments each show an example of application to a gas engine using city gas supplied from a pipeline as fuel, but the present invention is not limited to this, and can be applied to any engine as long as it is an engine that ignites fuel by spark discharge, such as a gasoline engine or another gas engine using CNG or LNG as fuel.
Description of the reference numerals
10: engine body part
11: cylinder
20: air intake system
21: air inlet
22: air intake manifold
30: exhaust system
31: exhaust port
32: exhaust manifold
41: fuel supply path
42: gas injector
50: ECU (control unit)
70: cylinder cover
80: cylinder body
100: engine
200: ignition device
230: spark plug
231: center electrode
232: grounding electrode
234: outer casing
250: ground electrode voltage applying part
251: power supply
252: 1 st switch
253: 2 nd switch
260: response delay generating section
261. 263, 265: inductor (winding part)
262. 264: resistor with a resistor element
266: and a capacitor.
Claims (13)
1. An engine is provided with an ignition device,
the ignition device is provided with:
a center electrode;
a ground electrode provided corresponding to the center electrode and connected to a ground line; and
a potential increase promoting portion disposed between the ground line and the ground electrode.
2. The engine of claim 1,
the potential increase promotion unit includes: a power supply to which the ground electrode provided corresponding to the center electrode is connected via a 1 st switch; and a control unit for causing the ignition device to generate spark discharge,
the ground electrode is connected to ground by means of a 2 nd switch,
the control unit performs the following potential rise control: turning on the 1 st switch to connect the ground electrode to the power supply and increase the potential of the ground electrode in a state where the 2 nd switch is turned off; after the potential increase control is performed, a voltage is applied between the center electrode and the ground electrode in a state where the potential of the ground electrode is increased, thereby generating a spark discharge.
3. The engine of claim 2,
the control unit turns on the 1 st switch to perform the potential increase control, and then turns off the 1 st switch from on before spark discharge is generated.
4. The engine of claim 2,
the control unit generates spark discharge in a state where the 1 st switch is turned on to perform the potential increase control.
5. The engine of claim 3 or 4,
the control unit turns on the 2 nd switch for a predetermined time in a state where the 1 st switch is turned off after spark discharge is generated.
6. The engine of claim 1,
the potential rise promoting portion is a response delay generating portion provided between the ground line and the ground electrode,
the disclosed device is provided with: and a ground electrode provided corresponding to the center electrode and connected to a ground line.
7. The engine of claim 6,
the response delay generating unit includes a winding unit.
8. The engine according to claim 6 or 7,
the engine further includes a cylinder head having a mounting hole for mounting a spark plug having the center electrode and the ground electrode,
the spark plug has a conductive shell, the ground electrode is formed in the shell, the spark plug is attached to the mounting hole via an insulator, and the shell and the cylinder head are connected via the response delay generating portion.
9. The engine of claim 8,
the response delay generating portion is formed as a shim when the spark plug is mounted to the mounting hole.
10. The engine of claim 6,
the engine further includes a cylinder head having a mounting hole for mounting a spark plug having the center electrode and the ground electrode,
the response delay generation unit includes: a resistor; and a winding portion disposed between the resistor and the cylinder head,
the spark plug has a conductive shell, and the ground electrode is formed in the shell and attached to the attachment hole via the resistor.
11. The engine according to claim 6 or 7,
the engine further includes a cylinder head having a mounting hole for mounting a spark plug having the center electrode and the ground electrode,
the spark plug having the center electrode and the ground electrode includes a conductive shell, the ground electrode is formed on the shell,
the response delay generating portion is disposed between the housing and the mounting hole.
12. The engine according to claim 6 or 7,
the engine further includes a cylinder head having a mounting hole for mounting a spark plug having the center electrode and the ground electrode,
the spark plug has a conductive shell, the ground electrode is formed on the shell, and the shell is mounted in the mounting hole,
the ground electrode is connected to the housing via the response delay generating portion.
13. The engine according to claim 6 or 7,
the engine further includes a cylinder head having a mounting hole for mounting a spark plug having the center electrode and the ground electrode,
the spark plug has a shell that is insulated from the center electrode and the ground electrode and is attached to the attachment hole by the shell,
the terminal of the ground electrode and the cylinder head are connected by the response delay generating portion.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017209776A JP6886658B2 (en) | 2017-10-30 | 2017-10-30 | engine |
| JP2017-209777 | 2017-10-30 | ||
| JP2017-209776 | 2017-10-30 | ||
| JP2017209777A JP2019082134A (en) | 2017-10-30 | 2017-10-30 | engine |
| PCT/JP2018/038844 WO2019087799A1 (en) | 2017-10-30 | 2018-10-18 | Engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111247331A true CN111247331A (en) | 2020-06-05 |
Family
ID=66333103
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201880061537.5A Pending CN111247331A (en) | 2017-10-30 | 2018-10-18 | Engine |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP3705714A4 (en) |
| CN (1) | CN111247331A (en) |
| WO (1) | WO2019087799A1 (en) |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60118378U (en) * | 1984-01-18 | 1985-08-10 | 阪神エレクトリツク株式会社 | Capacitive discharge ignition system |
| JPH08273950A (en) * | 1995-04-03 | 1996-10-18 | Mitsubishi Electric Corp | Ignition coil for internal combustion engine |
| JP2005185027A (en) | 2003-12-22 | 2005-07-07 | Hiroshi Shirahama | Beam-form spark discharge generating apparatus |
| JP2007032349A (en) | 2005-07-25 | 2007-02-08 | Denso Corp | Ignition device for internal combustion engine |
| JP2010096109A (en) * | 2008-10-17 | 2010-04-30 | Denso Corp | Ignition device |
| JP5423417B2 (en) * | 2010-01-20 | 2014-02-19 | 株式会社デンソー | High frequency plasma ignition device |
| US9677534B2 (en) * | 2011-03-14 | 2017-06-13 | Imagineering, Inc. | Internal combustion engine |
| DE102016003791A1 (en) * | 2016-03-29 | 2017-10-05 | Rosenberger Hochfrequenztechnik Gmbh & Co. Kg | Ignition device for igniting an air-fuel mixture in a combustion chamber |
-
2018
- 2018-10-18 CN CN201880061537.5A patent/CN111247331A/en active Pending
- 2018-10-18 EP EP18872591.5A patent/EP3705714A4/en not_active Withdrawn
- 2018-10-18 WO PCT/JP2018/038844 patent/WO2019087799A1/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| EP3705714A1 (en) | 2020-09-09 |
| EP3705714A4 (en) | 2021-11-17 |
| WO2019087799A1 (en) | 2019-05-09 |
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Address after: Osaka Prefecture, Japan Applicant after: Yangma Power Technology Co., Ltd Applicant after: NATIONAL University CORPORATION NAGOYA INSTITUTE OF TECHNOLOGY Address before: Osaka Prefecture, Japan Applicant before: YANMAR Co.,Ltd. Applicant before: NATIONAL University CORPORATION NAGOYA INSTITUTE OF TECHNOLOGY |
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