EP0324159B1 - Commande du temps de fermeture pour moteur à combustion avec étage final d'allumage distinct - Google Patents

Commande du temps de fermeture pour moteur à combustion avec étage final d'allumage distinct Download PDF

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Publication number
EP0324159B1
EP0324159B1 EP88121646A EP88121646A EP0324159B1 EP 0324159 B1 EP0324159 B1 EP 0324159B1 EP 88121646 A EP88121646 A EP 88121646A EP 88121646 A EP88121646 A EP 88121646A EP 0324159 B1 EP0324159 B1 EP 0324159B1
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EP
European Patent Office
Prior art keywords
control
current
closing period
ignition coil
level
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88121646A
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German (de)
English (en)
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EP0324159A1 (fr
Inventor
Christoph Ing.grad. Dömland
Leicht Dipl.-Ing. Günter
Rainer Dipl.-Phys. Rodenheber
Ulrich Dipl.-Ing.(Fh) Friedrich
Lienhard Niemetz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Conti Temic Microelectronic GmbH
Volkswagen AG
Original Assignee
Telefunken Electronic GmbH
Volkswagen AG
Temic Telefunken Microelectronic GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Telefunken Electronic GmbH, Volkswagen AG, Temic Telefunken Microelectronic GmbH filed Critical Telefunken Electronic GmbH
Publication of EP0324159A1 publication Critical patent/EP0324159A1/fr
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Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/045—Layout of circuits for control of the dwell or anti dwell time
    • F02P3/0453—Opening or closing the primary coil circuit with semiconductor devices
    • F02P3/0456—Opening or closing the primary coil circuit with semiconductor devices using digital techniques
    • 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
    • F02P3/0442—Opening or closing the primary coil circuit with electronic switching means with semiconductor devices using digital techniques
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current

Definitions

  • the invention relates to a closing time control for internal combustion engines with an ignition output stage switching the ignition coil current and a microcomputer with its control stage, wherein on the control line connecting the ignition output stage and the control stage, the current flow in the primary winding of the ignition coil determines the level.
  • Modern engine control concepts today make use of the diverse possibilities of microcomputers, which can be used, for example, to control the ignition angle and injection times as a function of various parameters.
  • One of the goals is to optimize the engine operating status.
  • microcomputers are unable to cope with the extreme environmental conditions in a car engine compartment, such as heat, moisture and temperature changes, it was decided early on to accommodate the complex and sensitive electronic components inside the passenger compartment.
  • the necessary power drivers for the ignition coil and the injection valves were housed in the same housing.
  • so-called clocked power amplifiers are used, which, among other things, poses problems of interference immunity, since microcomputers and clocked power amplifiers did not always work together satisfactorily.
  • the microcomputer determines the ignition point t z and the point in time for the charging current start t s of the ignition coil. These times are e.g. B. stored in corresponding maps.
  • the time of the start of the charging current must therefore be set so that the desired ignition energy E p is available on the primary side of the ignition coil at the time of ignition t z .
  • the charging time (t z - t s ) should therefore not be too long in order not to cause unnecessary losses in the output stage, nor should it be too short, since otherwise the necessary ignition energy E p cannot be achieved.
  • the charging time (t z - t s ) is given a certain time reserve in order to also compensate for variations in the parameters of the components involved, also due to temperature dependencies, ie the ignition coil is assigned a longer charging time than necessary.
  • the invention has for its object to provide a device for closing time control, which enables control of the outsourced ignition output stage via a closed control loop, wherein as few connecting lines as possible should be present between the control unit of the microcomputer and the ignition output stage.
  • This object is achieved in a device of the type mentioned according to the invention in that this control line is used as the only connection between the ignition output stage and the control stage bidirectionally, in the sense of a control loop.
  • the main advantage of the closing time control according to the invention is the use of the control line connecting the output stage and the microcomputer as a return line. This results in a closed control loop, which means that the timing of the closing time is optimally controlled using the microcomputer. This results in a number of further advantages, namely a lower thermal load on the outsourced ignition output stage and a lower susceptibility to faults due to the bidirectional use of the control line, which leads to less use of material, which also ensures the economy of the system.
  • the signal generated by the ignition output stage is preferably conducted on the control line to the microcomputer via its control stage. With the aid of this signal and the known ignition timing, a correction value is calculated in the microcomputer for the time when the charging time begins.
  • this signal is generated in such a way that when a defined threshold value is exceeded by the ignition coil current, the level on the control line that determines the closing time is lowered.
  • the ignition coil current exceeds the defined threshold value, this leads to a defined increase in the level determining the closing time.
  • the edge defined by the lowering or increasing is fed as an evaluation signal to the microcomputer via its control stage.
  • a first and a second threshold value are defined, the second threshold value being higher than the first. If the ignition coil current initially exceeds the first threshold, the level on the control line that determines the closing time is reduced by a defined amount, and then, after the second threshold value has been exceeded, the ignition coil current increases again to its original level. The edges defined by this lowering and subsequent increase in the level are fed to the microcomputer as evaluation signals. Since two signals are now available to the microcomputer for correcting the time at which the closing time is used, improved control is possible.
  • the reductions or increases in the levels determining the closing times are carried out either with the aid of a controlled voltage divider or with the aid of controlled inflows which drive their current into a load resistor.
  • the levels which determine the closing times are lowered or increased with the aid of an auxiliary pulse generated by differentiating a voltage jump which occurs when the current threshold value is reached.
  • the current rise time of the ignition coil current until the defined current threshold is reached in each period in which the ignition coil current reaches the current threshold is stored in the microcomputer.
  • a time correction can be formed from the time difference between the stored current rise time of the ignition coil current from the previous period and the current current rise time if the defined current threshold is not reached by the ignition coil current.
  • Ignition output stage 1 shows the basic circuit structure of the outsourced ignition output stage 1 and the control stage 3, the control stage 3 being connected on the one hand to the ignition output stage 1 via a control line 4 and on the other hand to the microcomputer 2 via two lines 4a and 4b Ignition output stage 1 has two further connections, namely the connection to the vehicle battery 5a and the connection to the vehicle ground 5b.
  • the following mode of operation of the closing time control according to FIG. 1 results: If the transistor T1 of the control stage 3, the emitter of which is at ground, is switched non-conductive via its base resistor R B1 , which is connected to the line 4b coming from the microcomputer 2, then the non-inverting input of the transistor is connected to the collector of the transistor T1 Comparator K1 to the voltage U STAB via a resistor R3.
  • This voltage U STAB represents the level U 1, E on the control line 4, as shown in the diagram in FIG. 4a. If the inverting input of the comparator K1 is at a trigger potential with the value U TR , which is smaller than U 1, E / 2, the drive current I, which the battery supplies via the battery connection 5a via the series resistor R V , into which the output of the comparator K1 connected base of the power Darlington stage T D flow.
  • the ignition coil current I PR begins to flow through these components, causing the Use time t s of the closing time or loading time is defined (see FIGS. 4a and b).
  • the ignition coil current I PR increases in a known manner exponentially over time until a voltage drops across the current sensor shunt R S , which is applied to the non-inverting input of the comparator K2 Reference voltage U Ref corresponds.
  • the comparator K2 Since the inverting input of the comparator K2 at the junction of the Darlington T D and the current sensor Hunts R is connected s, the comparator K2 begins a part of the drive current I to the ground potential derive, since the output of the comparator K2 connected to the base of the nursedarlington T D is. As a result, the Darlington stage T D changes from the switch mode to the active mode, as a result of which the further increase in the ignition coil current I PR is stopped and at the value is limited (see Figure 4b).
  • the potential U E at the non-inverting input of the comparator K 1 is reduced to a value which is less than the trigger threshold U TR (FIG. 4 a).
  • the comparator K 1 derives the drive current I completely to ground, as a result of which the power Darlington T D is converted to the non-conductive switching state. This generates a positive voltage pulse at the collector of the power Darlington T D on the primary side of the ignition coil, which is translated into a high voltage pulse on the secondary side.
  • the time t z thus represents the ignition time and the time period (t z -t s ) the loading or closing time.
  • Figures 4a and 4b illustrate the time course of the voltage at the noninverting input of the comparator K1 or the course of the Zündspulenstromes I PR, which is limited by the max already described above circuit means to the maximum ignition coil current I PR.
  • the inverting input of the comparator K3 is connected to the inverting input of the comparator K2, while the non-inverting input of the comparator K3 is connected on the one hand via the resistor R1 to the non-inverting input of the comparator K2 and on the other hand is connected to ground via the resistor R2.
  • These resistors R1 and R2, which represent a voltage divider, are dimensioned such that the output of the comparator K3 connected to the control line 4 via the resistor R4 is pulled to ground if the ignition coil current I PR reaches the threshold value reached.
  • the voltage divider formed from the two resistors R3 and R4 takes effect and causes a defined lowering of the level U 1, E to the value U 2, E (Fig. 4c). If these two resistors have the same resistance value, the level U 2, E present on the control line 4 is U 1, E / 2. Here but this level value U 2, E is greater than the trigger threshold voltage U TR , the power Darlington T D remains switched on until the transistor T 1 is switched on. This results in the temporal voltage profile U E present on the control line 4 according to the diagram in FIG. 4c.
  • the comparator K4 of the control stage 3, the non-inverting input of which is connected on the one hand to the voltage source U STAB via a resistor R5 and, on the other hand, is connected to ground via the resistor R, has the task of signal U E according to the diagram in FIG. 4c to provide switching information suitable for the microcomputer.
  • the inverting input of the comparator K4 lies directly on the control line 4, which, given suitable dimensioning of the voltage divider consisting of the resistors R5 and R6, for example if the voltage level U S3 with a value of 0.75 U 1 at the non-inverting input of the comparator K4 , E is set (see FIG.
  • a signal curve U A at the output of the comparator K4 results.
  • the voltage level U A at the output of the comparator K4 increases from 0 V to 5 V when the voltage level at the inverting input of the comparator K4 falls below the voltage threshold U S3 (see FIG. 4c).
  • the transistor T 1 also transitions the transistor T 2 from the blocked to the conductive state, as a result of which the output of the comparator K4 is pulled to ground, that is to say the voltage level of 5 V is reduced again to 0 V on line 4a .
  • the resistor R7 which connects the output of the comparator K4 to the 5 V voltage source, takes a level adjustment from U STAB to 5 V on line 4a, if the permitted input levels on the microcomputer 2 so require.
  • the output of the comparator K4 is also connected to the collector of the transistor T2, while the emitter of this transistor is at ground. Furthermore, the base resistance R B1 of the transistor T 1 is connected to the base resistance R B2 of the transistor T 2.
  • FIG. 5a shows an exemplary voltage curve from which the microcomputer 2 determines the rotational speed via the period T. Based on further current measurement data, the microcomputer then determines the start of the I PR charge t s and the ignition point t z .
  • the micro-computer 2 uses the high-low edge of the voltage signal as a reference mark, which always occurs when the mechanical state of the crankshaft of the engine has reached a defined point.
  • FIG. 5b shows a possible course of the ignition coil current I PR , the starting time of the closing time being identified by t s and the current threshold value defined above by I PR, S1 .
  • FIG. 5c shows the voltage curve U A on the input line 4a to the microcomputer 2 according to FIG. 1.
  • the time period t s is the target time between reaching the current threshold value I PR, S1 and the ignition point t z , which is stored, for example, in a characteristic field as a function of the battery voltage U Batt and the speed in the microcomputer.
  • the time period t DI is the actual time assigned to the target time t DS , that is to say the duration of the high level of the voltage signal U A according to FIG. 5c. Since the ignition point t z is known to the microcomputer 2, only the low-high flank of the signal according to FIG. 5c is used for evaluation.
  • a signal derived by differentiating the H / L edge of the voltage curve U K3 according to FIG. 4e is sufficient to achieve a voltage curve U E according to FIG. 5d.
  • a signal U ' A according to FIG. 5e is derived at the output of the control stage 3, which signal is present on the connecting line 4a to the microcomputer 2 for evaluation.
  • FIG. 2 Another embodiment of the closing time control according to the invention is shown in FIG. 2.
  • the output stage of the microcomputer 2 provides a so-called inflow output which is switched via the switch S 1 of the control stage 3.
  • the circuit of FIG. 3 shows a particularly advantageous embodiment of the invention, according to which two current threshold values I PR, S1 and I PR, S2 are queried.
  • the resistor R2 according to FIG. 1 is divided into a voltage divider consisting of the resistors R21 and R22, and another resistor R11 and a further comparator K5 have been added.
  • the non-inverting input of the comparator K3 is connected to ground via the resistor R22, while the inverting input of this comparator is connected via the resistor R11 to both the current sensor shunt R s and the inverting input of the comparator K5.
  • the non-inverting input of the comparator K5 is connected to ground via the resistors R21 and R22, while the output of this comparator is connected to the inverting input of the comparator K3.
  • the circuit of the control stage 3 corresponds to that of Figure 1.
  • the current threshold I PR, S1 by the comparator K5, while the additional current threshold I PR, S2, the I PR is smaller than the current threshold S1, is interrogated by the comparator K3; compare Figure 4b. Reaches the ignition coil current I PR the first current threshold I PR, S2 , the output of the comparator K3 is pulled to ground potential, whereby the voltage divider formed from the resistors R3 and R4 takes effect, as has already been described above. As a result, the level U 1, E is reduced to the value U 2, E , as shown in FIG. 4g.

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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 (10)

  1. Régulation du temps de fermeture pour moteurs à combustion interne, comprenant un étage final d'allumage (1) commandant le courant traversant la bobine d'allumage et un micro-ordinateur (2) avec son étage pilote (3), dans laquelle les niveaux déterminant la circulation du courant dans l'enroulement primaire de la bobine d'allumage sont appliqués à la ligne de commande (4) reliant l'étage final d'allumage (1) et l'étage pilote (3), caractérisée en ce que cette ligne de commande (4), constituant la seule liaison entre l'étage final d'allumage (1) et l'étage pilote (3), est utilisée comme ligne bidirectionnelle dans le sens d'un circuit de réglage.
  2. Régulation du temps de fermeture selon la revendication 1, caractérisée en ce que le signal parvenant depuis l'étage final d'allumage (1) par la ligne de commande (4) à l'étage pilote (3) est utilisé, à l'aide du micro-ordinateur (2), pour déterminer l'instant (ts) du début du temps de fermeture.
  3. Régulation du temps de fermeture selon la revendication 2, caractérisée en ce qu'un seuil est défini de manière que le dépassement de ce seuil par le courant traversant la bobine d'allumage provoque un abaissement défini du niveau déterminant le temps de fermeture et appliqué à la ligne de commande (4), et que le flanc défini par cet abaissement est à la disposition du micro-ordinateur (2) comme signal à exploiter.
  4. Régulation du temps de fermeture selon la revendication 2, caractérisée en ce qu'un seuil est défini de manière qu'un dépassement de ce seuil par le courant traversant la bobine d'allumage provoque un relèvement défini du niveau déterminant le temps de fermeture et appliqué à la ligne de commande (4), et que le flanc défini par ce relèvement est à la disposition du micro-ordinateur (2) comme signal à exploiter.
  5. Régulation du temps de fermeture selon la revendication 2, caractérisée en ce qu un premier et un second seuil sont définis de manière que le second seuil soit plus haut que le premier et que, pour commencer, le dépassement du premier seuil par le courant traversant la bobine d'allumage provoque un abaissement défini du niveau déterminant le temps de fermeture et appliqué à la ligne de commande (4) et que, en cas de dépassement du second seuil par le courant traversant la bobine d'allumage, cet abaissement du niveau soit de nouveau annulé, et que les flancs définis par cet abaissement ou ce relèvement du niveau sont à la disposition du microordinateur (2) comme signaux à exploiter.
  6. Régulation du temps de fermeture selon une des revendications 3 - 5, caractérisée en ce que l'abaissement ou le relèvement du niveau déterminant le temps de fermeture s'effectue à l'aide d'un diviseur de tension commandé.
  7. Régulation du temps de fermeture selon une des revendications 3 - 5, caractérisée en ce que l'abaissement ou le relèvement du niveau déterminant le temps de fermeture s effectue à l'aide d'injecteurs de courant commandés qui injectent leur courant dans une résistance de travail.
  8. Régulation du temps de fermeture selon une des revendications 3 - 5, caractérisée en ce que l'abaissement ou le relèvement du niveau déterminant le temps de fermeture s'effectue à l'aide d'une impulsion auxiliaire générée par différentiation d'une brusque variation de tension apparaissant lorsque le seuil de courant est atteint.
  9. Régulation du temps de fermeture selon la revendication 3, caractérisée en ce que le temps de montée du courant traversant la bobine d'allumage, jusqu'à ce que soit atteint le seuil de courant défini, est mémorisé pour chaque période dans laquelle le courant atteint ce seuil.
  10. Régulation du temps de fermeture selon les revendications 3 et 9, caractérisée en ce que, au cas où le courant traversant la bobine d'allumage n'atteint pas le seuil de courant, la correction du temps est déterminée à partir de la différence de temps entre le temps de montée du courant défini dans la revendication 9 de la période précédente et le temps de montée actuel du courant.
EP88121646A 1988-01-15 1988-12-24 Commande du temps de fermeture pour moteur à combustion avec étage final d'allumage distinct Expired - Lifetime EP0324159B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3800932 1988-01-15
DE3800932A DE3800932A1 (de) 1988-01-15 1988-01-15 Schliesszeitregelung fuer brennkraftmaschinen mit ausgelagerter zuendendstufe

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EP0324159A1 EP0324159A1 (fr) 1989-07-19
EP0324159B1 true EP0324159B1 (fr) 1992-12-16

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US5043633A (en) * 1989-11-13 1991-08-27 Ncr Corporation Circuit and method for regulating the current flow in a distributorless ignition system coil
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JP2749714B2 (ja) * 1990-10-12 1998-05-13 三菱電機株式会社 内燃機関用点火装置
DE4039356C1 (fr) * 1990-12-10 1992-07-16 Robert Bosch Gmbh, 7000 Stuttgart, De
DE4231037C2 (de) * 1992-09-17 1995-04-13 Telefunken Microelectron Strombegrenzungsschaltung mit umschaltbarem maximalem Stromwert für scheinwiderstandsbehaftete Verbraucher
DE4231954C2 (de) * 1992-09-24 1994-10-20 Telefunken Microelectron Zündenergiesteuerung für Brennkraftmaschinen
DE4322014C2 (de) * 1993-07-02 1995-06-22 Daimler Benz Ag Verfahren zum Ansteuern einer Zündspule einer Zündeinrichtung für Brennkraftmaschinen und Schaltungsanordnung zur Durchführung des Verfahrens
JP3508258B2 (ja) * 1994-09-09 2004-03-22 株式会社デンソー 内燃機関用点火装置
DE10127362C2 (de) 2001-06-06 2003-05-15 Siemens Ag Zündanlage für eine Brennkraftmaschine
DE10127363C1 (de) * 2001-06-06 2002-10-10 Siemens Ag Zündvorrichtung, Steuergerät und Zündanlage für eine Brennkraftmaschine

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DE3800932A1 (de) 1989-07-27
EP0324159A1 (fr) 1989-07-19
DE3876774D1 (de) 1993-01-28

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